Archive for category: News

The new Load Training ID Assessment process went live on the 22^nd of June 2020 “this month” the new process allows ID card holders to access and complete their renewal training assessment remotely. This means ID card renewers, no longer need to book in and attend a terminal to complete their load training assessment.

ID card holders simply need to login to the SLP system with their User ID and password, make their ID card renewal payment via credit card and once payment is complete, access to the online assessment will be activated. The card holder can immediately complete their online assessment.  In the background our security processes will monitor all assessments via a number of data gathering statistics that will allow us pick up risks via a reporting engine that will continually analyse card holders completing their assessments.

ID card renewal steps:

1. go to the SLP website www.safeloadprogram.com.au
2. go to the “SLP Driver Program” Tab
3. Click on the “SLP driver Login” Tab
4. Click on “Go To Driver Login”
5. Enter your User ID (this is your SLP number)
6. Enter your Password (if you have forgotten your password contact SLP during business hours to have your password reset)
7. “Click here to start the renewal process” (follow the prompts to complete your credit card payment)
8. Return to your desktop and select the assessment link (follow the prompts to complete your online assessment)

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Do you have questions?

Question: I have already paid my renewal but not completed my online assessment, what do I do?
Answer: After the 22nd Jun 2020 you can login to the SLP system and the assessment link will be waiting for you to click and complete your assessment.

Question: When I pay my renewal, do I need to complete my assessment at the same time?
Answer: You don’t need to do your assessment at the same time, but you will need to complete your assessment before your original expiry date or your access to the system will be locked.

Question: Where can I do my online assessment?
Answer: You can complete your assessment anywhere you have access a computer, tablet, iPad etc. with internet access, this can be at your work premises, at home, etc.

Question: What can I do if I get into trouble while completing the assessment?
Answer: You can call SLP during working hours or contact your companies trainer for assistance, or send SLP and email and we will reply back to you within 48 hours.

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SLP Manager

Lee Stringer

 

 

 

In a recent incident at an Australian fuel terminal gantry, a driver attempted to load a tanker compartment that had already been loaded.

This error by the driver resulted in an estimated 10 litre spill, the tanker/gantry overfill protection system was activated and closed the gantry loading system. However due to an incorrectly installed overfill protection probe in the compartment, this error led in a failure to contain the product within the compartment.  As a consequence, product entered the vapour recovery vent, pipework and coaming rail. Normally if this were to occur the product would be contained within the vapour system. In this incident however product leaked from the vapour coaming via small holes drilled at various points along the vapour coaming.

Thankfully no one was injured, and no equipment was damaged.

Direct Causes

1. The tanker overfill protection system probe was not set to industry minimum safe fill ullage requirements.
2. The driver understood but did not follow loading procedures.
3. The tanker rollover/vapour coaming had holes in it when purchased by the current owner, the holes were not known or identified by the owner as a problem.
4. The tanker had been tested and certified on (5) five previous hydrostatic tests conducted by (4) four different maintenance/inspection businesses.

Recommendations

1. Prompt industry to ensure they are hydrostatically testing the tanker vapour pipework and coaming rail at (5) five yearly hydrostatic testing events.
2. At (5) five yearly Hydrostatic and 2 ½ yearly Hatch & Vent testing events, maintenance and inspection businesses must ensure overfill protection system probe heights are set in line with industry minimum ullage requirements.
3. Tanker owners must ensure they are provided with documentation that confirms their tanker vapour system has been hydrostatically tested during the (5) five yearly inspection.

Lee Stringer

SLP Manager

Safe Load Program don’t have a specific standard for the correct installation of bolts and fasteners for ancillary fittings used on tanks and tankers in our industry, but simply turn to basic engineering practices for our guide.

When Installing bolts complete with nuts washers spring washers, self-locking nuts, etc, we have a basic requirement for minimum a thread protrusion to ensure that all the threads in the fastener are engaged.

• Threaded fasteners, when installed and tightened, should protrude a minimum distance of at least one thread beyond the top of the nut or plastic insert, any unthreaded chamfer or crown must not be considered in this thread count/protrusion.

Industry “Basic Principle“

• The simple rule is that two full threads should protrude above the face of the nut, this method ensures that all the threads in the nut are engaged.

There may however be situations where two full threads simply cannot be maintained due to limitations in component assembly.

• Excessive thread protrusion should be avoided.
  • Where possible, the number of threads protruding should not exceed five.
  • In no case should thread protrusion exceed ten threads.
• Self-locking nuts; where the distance from the top of the nut to the locking element (plastic insert) is equal to or greater than the bolt chamfer or crown, the bolt or stud end may end flush with the top of the nut.
• A good rule to follow is to always use the shortest standard-length fastener that gives a minimum one thread protrusion.

SLP Manager
Lee Stringer

 

SIGHT-GLASS INSPECTION & MAINTENANCE

Information provided by a number of our SLP partners has shown an increase in the number of tanker sight-glass failures across the country and internationally. Sight-glasses are failing due to internal cracking largely found where the sight–glass bolt holes are drilled through the body of the Acrylic flange.

Failures are most likely being caused due to long term environmental exposure, high temperatures during steaming/cleaning, corrosion and expansion of flange bolts placing stress on the blot holes and exposure to incompatible products, or a combination of all?

Photo’s on our flyer also show where a drive-away protection gate locking pin has caused damage to a sight-glass body and this may, over time initiate a fracture or failure of the Acrylic body?

RECOMMENDATIONS:

Transport Operators/Owners/Drivers

• Regular inspection of all sight-glasses, including manifold sight-glasses, looking for any signs of cracking. Fractures normally starting along the pre-drilled holes and/or from the edge of the sight-glass body.

SLP Authorised Inspection Locations (AIL’s)

• AIL’s must pay particular attention to inspecting sight-glasses during their 6-monthly Pass-2-Load inspection checks. Any sight-glass found showing signs of cracking must be rejected at inspection and replaced.

Safe Load Program

• SLP Random vehicle inspectors will be looking for signs of fractures and our inspectors are under instructions to fail any tanker found with cracked sight-glasses.

General:

• It’s important that the correct flange bolt torque pressures are used to avoid undue stress when installing sight-glasses. Over tightening flange bolts may in some cases be the cause of stress-fractures.
• Please refer to your supplier/manufactures recommendations for sight glass installation and torque settings.
• It is also extremely important that operators ensure sight-glasses are compatible with the product being loaded on the tanker. Note: Many sight-glasses are not compatible with ethanol.

SLP Tanker Sight-Glass Fractures Flyer

Safe Load Program Operating Guideline 7 Version 3.3 will be released in Jan 2019, the update will include a number of changes to align with changes in the Australian Dangerous Goods Code (ADGC) and the requirement to meet legislation introduced by the New South Wales Government for tanker trailer roll stability.

Changes Include:
• API outlet cap retaining options, cables and chains. (Performance Improvement)
• Emergency Information Panel (EIP) access and legibility (ADGC)
• Emergency Procedure Guide (EPG) holder location (ADGC)
• Eyewash kit location (ADGC)
• Cabin fire extinguisher location (ADGC)
• Internal compartment inspection (Quality Improvement)
• NSW roll stability 1st Jan 2019 (EPA Determinations)
• Pass-2-Load labels and inspection (the update will mirror previous end of month expiry and colour changes)
• SLP participant responsibilities (COR outlining roles)
• Torch location (ADGC)
• Vehicle registration (COR outlining responsibilities)
• Vapour hose stowage (Australian Standard 5602-2009)

AIL Pass-2-Load Inspection have been updated to reflect the changes required from the 1st of Jan 2019.

OG7-V3.3-Flyer
2019 OG7 Updates
Operating Guideline 7-Version 3.3 (OG7V3.3)
SLP OG7-V3.3 Amendment table-Dec2018
2019 Roll Stability SLP Owner/Operator and AIL Guidance Document
Version 3.3 Pass-2-Load Checklists
Links:
Presentation – Identifying RSS and DGTVIM
EPA RSS Driver Flyer A4
EPA Determinations
Dangerous Goods Tank Vehicle Inspection Manual