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NSW EPA BULLETIN “UNLOAD EXCLUSION ZONE”

Please be aware of this new information bulletin sent to all NSW Dangerous Goods vehicle licence holders regarding safe practices while unloading Dangerous Goods tank vehicles.

The attached factsheet has been prepared by the NSW EPA specifically for petrol tanker unloading at petrol/service stations.

The NSW EPA factsheet advises:
When tankers unload petrol at petrol stations, flammable petrol vapour can be released. Petrol vapour forms a cloud which can explode if an ignition source is introduced. It is important to exclude sources of ignition from locations where tankers are unloading.

Please review the document via the link below, there are where an example of an exclusion zone can be found as well as the penalties for failing to meet the requirements by all parties in the vehicle unloading process.

https://www.epa.nsw.gov.au/your-environment/dangerous-goods/preventing-fires-truck-inspection-manual

Further information can be obtained from
NSW Environment Protection Authority
Phone EPA’s Environment Line on 131 555
Email: [email protected]
Website: www.epa.nsw.gov.au

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Update Your Driver’s license & DG License Details

If you hold a current Safe Load Program ID card please ensure your drivers license and dangerous goods license details, including expiry dates are correctly entered in your SLP online profile.

Some Australian fuel terminals are now directly accessing license expiry information from the our databases and are using this information to block loading for drivers that have either not entered license information or their license dates are expired.

Login to the SLP system using your user ID and password and update your drivers license and Dangerous Goods license details and dates using the edit tab, save your new information and your set!

If you have problems then please contact SLP admin during normal business hours on 1300 921 713 (option 1) and we will try to help you with system access or updating your details.

SLP Management.

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Pilot Program DKI-SLP-Viva Energy

Diamond Key International (DKI) and Safe Load Program (SLP) are working together in a trial that we hope will automate vehicle and driver loading authorisation.  Our Joint venture owner Viva Energy has agreed to host the trial at 2 of their Victorian terminals.

The trial will commence on the 3rd February 2025 at Viva Energy Newport Victoria terminal, followed shortly after at the Viva Energy Geelong Refinery Terminal.

What is happening?

SLP driver ID training expiry and vehicle inspection and compliance expiry are currently managed within the SLP Vehicle compliance system, it is this highly secure and encrypted data that will be shared with DKI’s cloud-based IT systems, this information will then be communicated to the loading control systems at Viva Energy Newport and Geelong terminals and directly into the vehicle loading bay controllers.

This will mean the loading bay controller will have the latest information regarding the vehicle and driver compliance expiry dates.  If a driver attempts to load a vehicle and either the vehicle or driver compliance has expired, then the loading controller will not permit the vehicle to load.

In the trial both Newport and Geelong terminal loading systems will have direct access to SLP data, in the future we anticipate all Australian terminal loading systems will have direct access to SLP expiry information, ensuring that only authorised drivers and vehicles may load product at any time.

So future SLP terminal vehicle inspections that uncover a noncompliant vehicle, will have the potential to stop a vehicle from loading at not just one but all terminals that are linked via the SLP & DKI network. Once the noncompliant vehicle has been rectified and approved then the SLP system is updated and the vehicle will again be accepted at not one but all terminals linked to the SLP & DKI network.

Terminal gantry operations personnel with higher levels of SLP system user access, this will allow operators the ability to rectify discrepancies or possible mistakes made in driver compliance and expiry.  Terminal staff can provide extended entry as required and simply enter a reason for making the modification, all system changes are tracked and recorded.

Vehicle operators that load in Victoria will need to ensure their vehicles are correctly entered into the SLP systems, the vehicle Pass-2-Load expiry is in date and your drivers SLP ID is not expired.

Authorised Inspection locations must ensure customer vehicle Pass-2-Load inspections are entered into the SLP system immediately on inspection completion to ensure your customers vehicle is not blocked from loading at a terminal due to the late entry of inspection information.

If you require any further information please call

Lee Stringer
Safe Load Program Manager
0419908919

Or

Greg Royston
SLP Compliance Manager
0407668574

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Operating Guideline 7 Update Version 3.5

Safe Load Program Operating Guideline 7 (OG7) document and its checklists have just been updated and released on the SLP web for use immediately by all SLP Authorised Inspection Locations.

The new 3.5 version checklist must be in use by no later than the 1st of January 2025.

OG7-V3.5-Nov2024.pdf

2008-Prime-Mover-Inspection-Checklist-OG7-V3.5.pdf

2008-Tanker-Trailer-Inspection-Checklist-OG7-V3.5.pdf

2008-Rigid-Tanker-Inspection-Checklist-OG7-V3.5.pdf

2008-Skel-Trailer-Dolly-Inspection-Checklist-OG7-V3.5.pdf

2020-Prime-Mover-Inspection-Checklist-OG7-V3.5.pdf

2020-Tanker-Trailer-Inspection-Checklist-OG7-V3.5.pdf

2020-Rigid-Tanker-Inspection-Checklist-OG7-V3.5.pdf

2020-Skel-Trailer-Dolly-Inspection-Checklist-OG7-V3.5.pdf

What are the changes in Version 3.5?

Update Details

  • Section 3.1.2 updated information relating to the RTS tags and the Return To Service requirements.
  • Section 5.1.5 Draining buckets, lids, static leads and clips
  • Section 5.8.3 Delivery emergency stop testing and internal valve closure confirmation 

Documents located within the SLP APP and online electronic inspection checklist are currently being updated with the new version and will be ready for use by the 1st January 2025

Older Documents can be found here:

OG7-V3.4-19-Oct2020

2008-Prime-Mover-Inspection-Checklist-OG7-V3.4

2008-Tanker-Trailer-Inspection-Checklist-OG7-V3.4

2008-Rigid-Tanker-Inspection-Checklist-OG7-V3.4

2008-Skel-Trailer-Dolly-Inspection-Checklist-OG7-V3.4

2020-Prime-Mover-Inspection-Checklist-OG7-V3.4

2020-Tanker-Trailer-Inspection-Checklist-OG7-V3.4

2020-Rigid-Tanker-Inspection-Checklist-OG7-V3.4

2020-Trailer-Dolly-Inspection-Checklist-OG7-V3.4

Manufacture-or-AVE-Approval-process-V1.4

SLP Manager
Lee Stringer

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Try Our Mobile Phone APP & User Guides

On the 29th of January we launched our new and improved IT system, with the launch we have been experiencing some bugs but our IT team have been working hard to ensure these bugs are corrected so that we can provide the quickest and simplest way to access and manage your SLP processes within the new web based site and the new mobile device APP.

We encourage all SLP users to download the SLP APP, the new APP can now be used by Authorised Inspection Location “Inspectors” Transport Company Administrators and Officers, Terminal Operators, and as before Trainers and Drivers.

Please check out the user guides via the links below.

If you are experiencing any issues with using the new SLP system please contact Greg or myself and we will ensure your issue is logged with our IT team so that we can rectify the problem as quickly as possible.

User Guide Links
Driver User Type
Inspection Location User Type
Terminal Operator User Type
Transport Company Administrator User Type

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What is a Scrape a Scratch and a Dent?

Recently a tanker was involved in an incident where the tank shell impacted a stationary object that dented and gouged scratches along the tank for approximately a metre in length. The damage was in an area of the tank that included an internal compartment baffle.

After some time of continued use, the tank shell that was stressed by the original damage, failed at a joint line between the compartment baffle and the tank shell, causing product to leak from the tanker.  

SLP recommends that any time a tanker is damaged, dented, scratched, no matter how small the damage may seem, that you seek advice immediately from the original manufacturer of the tanker where possible! Before using the tanker.

Below is some great advice drawn from the NSW EPA DG tank vehicle inspection manual. V3.0 – November 2023.  Section 3.7. External tank inspection.  

Tanker Shell Impact damage

Damage from impact including scratches must be referred to a tank vehicle manufacturer for expert advice on whether or not a repair is required, and how that repair should be carried out, preferably advice should be sort from the original manufacturer of the tank or tanker.

What is a Dent?

Deformations of the tank shell that:

  • crosses a compartment baffle, stiffening ring or end shell, 
  • show stretching or thinning of the shell material.
  • have creases at the ends of the dent, or 
  • show any signs of damage to, or impact on, barrel welds.

(remember a dent in the tanker shell will alter the compartment capacity and calibration) 

What is a Scratch?

Deep scratches are where the depth of the scratch is greater than 1 millimetre below the tank shell surface. If the scratch is more than 1 millimetre it must be referred to a tank vehicle manufacturer for expert advice on how that repair should be carried out, preferably advice should be sort from the original manufacture of the tank or tanker. If the original manufacture is not available, then advice should sort from an experienced road tanker engineer/repairer.

What’s a Scrape, and a Crease.

Damage to the tank skin that has removed more than 1 millimetre of material is considered at high risk of future failure. Dents that include a crease are unacceptable and create a weak point of high stress in the tank shell. There is a high risk of cracks developing at the ends of a crease.

An internal inspection of the damaged area may be needed to determine whether there is further unidentified damage.

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EMERGENCY STOP & BATTERY ISOLATION SWITCH LOCATION

The location of EMERGENCY STOP buttons and BATTERY ISOLATION switches is critical to the safe operation of a dangerous goods delivery vehicle.

Having these switches and buttons installed on the drivers side and behind the vehicle cabin allows all dangerous goods drivers and emergency services the ability to quickly access and shut down the vehicle in an emergency.

We would like to remind owners, operators and installers of emergency electrical equipment, that the location of the buttons and switches is be governed by the following key points.

Australian Standard 2809.1:2023 Battery Isolation Switch

  • located as close as practicable to the drivers door;
    *this needs allow for both vehicle and operator safety*
  • in a position that is clearly visible and easily assessable while standing on the ground;
    *standing on the ground and at arms length from the outer edge of the vehicle*
  • labelled “BATTERY ISOLATION SWITCH” and detailing is method of operation e.g. “PUSH”
    *good signage will help to locate a well protected emergency stop button or battery isolation switch*

We recommend the following:

  • BATTERY ISOLATION switches and EMERGENCY STOP buttons should be mounted well within the outer perimeter of the vehicle, no more than a typical arms length. This is to avoid the button or switch being damaged by animal strike or minor vehicle collision.

We have seen examples of EMERGENCY STOP switches damaged while the vehicle is in motion, in most cases this has occurred via a collision with an animal.

In one known incident after a collision the driver lost all power to the vehicle engine, lighting, etc, but luckily the driver was able to bring the vehicle to a safe stop.

Attached are examples of where EMERGENCY STOP and BATTERY ISOLATION switches have been installed close to the external perimeter of the vehicle allowing them to be subjected to damage via vehicle collision or animal strike.

Also attached are examples of buttons and switches that have been installed well within the exterior perimeter of the vehicle, reducing the chance of being damaged or struck.

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Spill During Diesel Loading – Sharing Lessons Learned

Many thanks to terminal operators in Australia that share incidents so we can learn from these incidents.

Incident:

While loading diesel onto the lead trailer on a multiple trailer combination, the driver noticed diesel leaking from under the trailer. The driver safely stopped loading by activating the loading bay emergency stop and then closed the trailer internal air operated valves stopping the further diesel leaking from the compartment. Terminal staff responded to the bay emergency stop alarm. The spilled diesel was controlled & contained to the loading bay containment area. Approximately 400 litres of diesel was spilt from the trailers No.3 compartment.

Immediate Actions:

  • Bay emergency stop was activated, which alerted terminal staff to the incident.
  • The driver shut down the trailers internal valves which stopped further leakage from the trailer.
  • The spill was contained in the load bay spill containment system, the spill was recovered and the area cleaned.
  • Trailer equipment was made safe and secured to be sent for repairs. The truck compartment was repaired, hydro-tested & issued with approved Return to Service documentation.

Findings:

Investigation found that a pipe bracket that holds the No.3 compartment run-down pipe was broken. This allowed for the run-down pipe to flex with the vehicle’s movement and stress the No.3 compartment run-down pipe flange. This resulted in a flange bolt  & nut coming lose and eventually the nut coming off from the bolt and making the flange connection loose.

Regular tanker maintenance and service inspection had been completed approximately one month prior to the incident. It’s believed the U-bolt clamps & brackets had been checked & cleared at the time of inspection, but it’s possible the bracket defect had been missed or bracket was not broken enough to be identified an issue at the time.

It’s believed that current poor road conditions may have increased wear & tear (vibration) on vehicles and trailers.

Learnings:

  • Recommend that carriers ensure pipe work support brackets are inspected as a part of their regular maintenance programs & ensure run-down pipework bracing is included as a regular check on servicing forms.
  • Vehicle maintenance timing/schedules should consider the impacts from the change to road condition and  environment (eg flood impacted/damaged roads).
  • Share the incident with terminal users for further awareness.
  • Ensure truck and tanker pre-trip inspections are carried out at the beginning of each shift by the driver.
  • Drivers should be encouraged to monitor for any unusual free play or movement in the tanker outlets when connecting hoses.
  • Remain vigilant, listen and look out for anything unusual during tanker loading.

A final reminder the terminal operator wished to highlight the importance of checking trailer rundown pipework, brackets, braces, U-bolts, which if defective could lead to significant stress & failure of the trailer compartment/pipework and or flanges.

Many area’s of the country are suffering from poor road conditions from prolonged wet weather events causing pot holes and road defects, which can increase the impact to vehicle wear & stress. This more than ever puts the emphasis & importance on vehicle inspection and maintenance.

Thanks again to the terminal operator for sharing.

SLP Team.

 

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Tanker “Return To Service” (RTS) for Australian Terminals

SLP, and it’s participating terminal partners in Australia, are implementing a new method for dealing with tankers loading for the first time, after Returning To Service (RTS) from maintenance, repairs, servicing, cleaning or inspection.

SLP conducted a trial in South Australia, that has proved to be very successful.

The new RTS process is easy to use and has been effective at reducing confusion and miscommunication in the current return to service process.

For many participants it this change will simply be an awareness of the new process used by Inspection locations, Drivers and Fuel Terminal Operators.

The aim of our new RTS process is to reduce complexity, to make the process move available to those that have the responsibility to see the RTS process completed.

Create a basic and simple method of tanker hand over and eliminate spills related to a poor Return To Service practices.

Throughout 2023 the SLP team will be traveling the country providing information sessions and information handouts at your location.

Please contact me at SLP and I would be very happy to provide more information about the new RTS process for your business, I am happy to provide information sessions or RTS information packs?

Lee Stringer

Safe Load Program Manager

Ph: 0419908919

E: [email protected]

 

RTS – Flyer

RTS – Inspection Location Handout

RTS – Driver Handout

RTS – Terminal – Handout

RTS – Tag – Front

RTS – Tag – Back

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NRSPP offers many great ideas for your next safety conversation

WHAT IS THE NRSPP?

The National Road Safety Partnership Program (NRSPP) offers a collaborative network to support Australian businesses in developing a positive road safety culture. It’s about saving lives without the red tape.

Partners within the NRSPP recognise road safety not as a competitive advantage but as a shared advantage. Collaboration will not only increase productivity but save lives.

On the NRSPP website, you will find the tools, evidence, networks and support that will empower you in not only improving road safety in your workplace, but outside of your workplace too.

From senior management to workers, a positive road safety culture is everyone’s responsibility.

The NRSPP is proudly hosted and delivered by Monash University Accident Research Centre (MUARC).

To be involved and kept informed, head to the NRSPP website and subscribe to the NRSPP monthly newsletter!

Tool box Talks on Youtube

Below is just one example of their great work.

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