SCOTTISH ENTERPRISE
QUAYSIDE REGULATIONS
ENERGY PARK, FIFE
Version 3
INDEX
Regulation
No.
Heading
Page No.
1
DEFINITIONS AND INTERPRETATION
2
STATEMENT OF INTENT
3
THE REGULATIONS
4
THE ENERGY PARK FIFE
5
ARRIVAL AND DEPARTURE PLANNING FOR VESSELS &
BARGES
6
RESPONSIBILITIES
7
WEATHER CONDITIONS
8
FIRE PRECAUTIONS
9
REPAIR WORK
10
MOVEMENTS OF TUGS AND OTHER CRAFT
11
POLLUTION AVOIDANCE
12
DIVING OPERATIONS
13
MOORINGS OF VESSELS AND BARGES
14
QUAYSIDE (RA CONTROL 17.21.2)
15
GANGWAYS AND SAFE MEANS OF ACCESS
16
LINESMEN (RA CONTROL 12.9.1)
17
SECURITY
SCHEDULE PART 1 – MARINE OPERATIONAL PROCEDURES FOR ALL
VESSELS AND BARGES ON EPF
SCHEDULE PART 2 - ALL VESSELS AND BARGES NOT USING MOORING
BUOYS
SCHEDULE PART 3 - ALL VESSELS WITH MOORING BUOYS IN OPERATION
SCHEDULE PART 4 – DOCKING AND SAILING EPF (SEE RA CONTROL 4.15.1
AND 23.5.2)
SCHEDULE PART 5 - THE RISK ASSESSMENT PROCEDURE
SCHEDULE PART 6 – LIST OF MARINE RISK CONTROLS
SCHEDULE PART 7 - RA 1: VESSEL TRANSIT TO AND FROM METHIL ROADS
TO Q1 OR Q2
SCHEDULE PART 8 - RA 2: VESSEL ALONGSIDE AT Q1 OR Q2
SCHEDULE PART 9 - RA 3: BARGE TRANSIT TO AND FROM METHIL ROADS
TO ALONGSIDE Q1 OR Q2
SCHEDULE PART 10 - RA 4: BARGE ALONGSIDE AT Q1 OR Q2
SCHEDULE PART 11 - RA 5: BARGE ON MOORING BUOYS
SCHEDULE PART 12 - EPF EMERGENCY PLAN (MARINE)
SCHEDULE PART 13 - BIFAB EMERGENCY ARRANGEMENTS
SCHEDULE PART 14 - INFORMATION FOR BARGE MASTERS
SCHEDULE PART 15 - Q1 PHOTOGRAPHS
1
3
3
3
5
6
7
8
8
8
8
9
9
9
9
9
9
10
11
13
16
18
21
26
32
35
42
45
48
56
61
63
DEFINITIONS AND INTERPRETATION
1
1.1
In these Regulations the following words and expressions shall have the
meanings assigned to them unless the context shall otherwise require:“Agent”
appointed by the site operator’s client;
“ALARP”
as low as reasonably practicable;
“Barge Handling
Crew”
Responsible to the Quayside Manager for tending a
barge while alongside EPF;
“Barge”
a non-self propelled Vessel designed for carrying
cargo;
“Passage Plan”
A written/chart/schematic containing all information
relevant to the passage from pilot station to berth,
including any tidal restraints and abort plans).
“Barge Master”
the person in charge of a Barge;
“Barge Operations
Pro Forma Method
Statement”
A pro-forma method statement completed in
advance a pro-forma method statement by the
Agent or Barge Operator;
“BiFab”
Burntisland Fabrications who are occupiers of part
of the site;
“Booking Form”
prepared by Scottish Enterprise for booking EPF’s
quay and lay down areas, a copy of which can be
provided on request;
“Clearwater Forth
Oil Spill
Contingency Plan”
an emergency response plan by FTNS in the event
of an oil spill;
“DWT”
Deadweight – a Vessel’s carrying capacity;
“EPF”
Energy Park Fife;
“ETA”
Estimated time of arrival;
“Forth Ports”
Forth Ports Limited is the competent harbour
authority and are responsible for controlling the
navigation in the Firths of Forth and Tay;
“FTNS”
Forth and Tay Navigation Service, who are
responsible for marine safety in the Forth estuary;
“Girting”
when a tug is pulled sideways by the Vessel she is
towing and is in potential danger of capsize;
“International Shore
Connection”
a standby hose attachment to make a connection from
shore in the event of a total failure of pumps onboard;
“ISPS Code”
International Ship and Port Facility Security Code;
“LOA”
length overall;
“Master”
the person in command of a Vessel;
“Pilot”
appointed by a competent harbour authority to have
the conduct of a ship in pilotage area;
“Q1”
Quayside 1;
“Q2”
Quayside 2;
“Quayside Manager”
The person appointed by the site operator (or person
who has booked the quayside) to be responsible for a
Barge or Vessel while it is alongside.
“RA”
Risk Assessment;
“Riggers”
persons competent in handling mooring equipment,
lashing and other seamanship skills;
“Rigging Crew”
Personnel embarked to act as the deck crew of an
unmanned vessel or barge.
“Ruling Depth”
the depth of water below Chart Datum;
“Scottish
Enterprise”
Scottish Enterprise who are owners of the EPF site;
“SWH”
significant wave height;
“Swell”
the wave action caused by winds at a different
location;
“Tow Master”
The person in charge of a towing operation.
“UKC”
under keel clearance – the distance allowed between the
bottom of a Vessel and the sea bed to ensure that a
Vessel remains afloat;
“Vessel”
Every description of water craft, including nondisplacement craft, WIG craft and seaplanes, used or
capable of being used as a means of transportation on
water.
“VTS”
Vessel Traffic Service.
2
STATEMENT OF INTENT
2
These Regulations have been drawn up by Scottish Enterprise in
conjunction with Forth Ports and BiFab.
These Regulations are intended as a guide to ships’ Masters, Barge
Masters, Agents, pilots and EPF quayside users to assist in the planning of
safe and efficient marine scheduling.
These Regulations should be followed in conjunction with the guidance and
regulations issued by Forth Ports and/or FTNS.
THE REGULATIONS
3
The Scottish Enterprise Energy Park Fife Quayside Regulations (“the
Regulations”) are based on risk assessments RA1 – RA5 as detailed in
Schedules Parts 5 to Part 11. The Regulations apply to Vessels and Barges
in their approach to and alongside Q1 and Q2 of EPF and to operations
related to marine activity on the immediate quayside. Project specific load
out manuals for Barge cargoes may incorporate this document or make
reference to it.
If any tenant or person booking (or already occupying) Q1 or Q2 requires to
deviate from any of the Regulations or guidance in this document, they are
to submit their reasons for doing so together with a risk assessment to
Scottish Enterprise in advance of their approach or in good time before any
operation. Scottish Enterprise reserves the right to not accept (or to cancel)
a booking if the alternative proposals are not acceptable and may refuse
entry.
Forth Ports Limited as Competent Harbour Authority should also be
consulted in respect of any proposed deviation from the Regulations or
guidance. This would include (but not be restricted to) matters relating to
vessel and barge movements, the use of tugs or the management of vessels
or barges alongside.
THE ENERGY PARK FIFE
4
4.1
The EPF site is owned by Scottish Enterprise.
4.2
Position (56° 10' 48" N, -3° 01' 0" W)
EPF is close to Edinburgh and Glasgow Airports via the Forth Bridges and
Central Scotland’s motorway network. The East Coast main railway line is
accessible at nearby Kirkcaldy.
Length of Quays
4.3

Q1: 184m. Q2: 178m.
3
4.4
Ruling Depths (March 2014 survey)
Under keel clearance: 0.5m (alongside and approaches);
Distances are given from the northern end of each berth.

Q1 Ruling Depths (with standoff fendering):
o
0 - 25m = 1.8m; 25m – 50m = 2m; 50m – 75m = 2.7m;
o
75m - 100m=3.5m; 100 – 125m=3.7m; 125m – 150m= 4.1m;
o
150m – 184m= 4.3m.

Maximum (non-tidal) draft Q1: 3.0m (75m – 184m with stand-off fendering);

Q2 Ruling Depths: (with 2m wide stand-off fendering):

o
0 – 25m = 4m; 25m – 50m = 3.8m; 50m – 75m = 3.2m;
o
75m – 100m=3.5m; 100m – 125m=3.5m; 125m – 150m=3.2m;
o
150-178m=2.0m
Maximum (non-tidal) draft Q2: 2.7m (0m – 150m with stand-off fendering)
This data is based on a broad interpretation of the current survey and is
intended as a general guide only. The original survey should always be
consulted for detailed operational planning. Depths are below Chart Datum.
A sounding survey will be carried out on Q1, Q2 and approaches on an
annual basis, or more frequently if deemed necessary. The latest survey will
be forwarded to FTNS to assist in checking notified drafts and for inclusion in
Forth Ports “Marine Guidelines and Port Information”.
4.5
Current Occupiers
BiFab are an occupier of part of the EPF site. BiFab’s emergency
arrangements are annexed at Schedule Part 13 and are provided for
information to the EPF quayside users.
4.6
Air draft restriction
None
4
Tidal Information
4.7
4.8

Spring range: 4.8m

Neap range: 2.4m
Pilotage
Pilotage is compulsory.
Pilots for ships bound for EPF board approximately one mile south of Methil
Docks and therefore about six miles north of the Forth Deep Water Channel.
The Port of Methil lies immediately to the east of EPF and has two docks
able to take Vessels up to 3,000 dwt.
4.9
Mooring Buoys
Two unlit yellow mooring buoys lie approximately 300m off EPF. They will be
fitted with reflectors (2014). Mooring wires will be marked with buoys (2014).
When mooring buoys are not being used, users of the EPF quayside should
comply with Schedule Part 2.
If the mooring buoys are being used, users of the EPF quayside should
comply with Schedule Part 3.
4.10
Harbour Tugs
Forth Estuary Towage tugs are based in Leith: Licensed tugs are also
available from Grangemouth, Hound Point and Rosyth. The minimum time
for tugs to attend EPF is 3 hours. Towage orders should be booked through
Forth Estuary Towage at least the day before the tugs are required
4.11
Berth Orientation
Q1 lies in a generally north – south direction. See also photographs in
Schedule Part 15.
Fresh water and bunkers are not currently available at EPF.
ARRIVAL AND DEPARTURE PLANNING FOR VESSELS & BARGES
5
5.1
Q1 or Q2 should be booked by the user in advance in accordance with
EPF’s Booking Form.
5.2
The tenant’s client shall appoint an agent and the tenant / operator shall
nominate a quayside manager.
5
5.3
Where there is a Barge, Barge Agents have an additional requirement to
complete a Barge pro-forma to be submitted to FTNS and pilots for
approval.
5.4
Vessel / Barge Agents shall liaise with FTNS and pilots to agree time of
arrival or departure. FTNS is responsible for double checking draft or
drafts of tugs and Barges against ruling depth.
5.5
Vessel / Barge Agents will notify FTNS and pilots of berthing position and
arrange for line handlers. Barge Agents will also be responsible for
arranging a Barge Master and Rigging Crew.
5.6
Vessel / Barge Agents will be responsible for sending a copy of the
Regulations to the Vessel / Barge operator prior to arrival (
http://www.scottish-enterprise.com/your-sector/energy/energy-how-we-canhelp/research-and-development-support/fife-energy-park.aspx .)
RESPONSIBILITIES
6
6.1
Masters of Vessels and Barge Masters are responsible for the safety of
their Vessels and Barges at all times. Nothing in these Regulations
prevents any Master or Barge Master from vacating the berth at an earlier
stage if it is considered prudent to do so, or a quayside manager from
instigating such action.
6.2
Masters of Vessels and Barge Masters are responsible for satisfying
themselves that there is sufficient under keel clearance for their Vessels /
Barges at all times while alongside (see Schedule Part 6: RA Control
21.14.1). In the event of an incident, deteriorating weather or any other
circumstance that may cause concern the Master or Barge Master is to
immediately inform FTNS and take appropriate action that may include
vacating the berth.
6.3
The Barge Master will board the Barge on arrival (in the absence of an
embarked individual) and will act as Tow Master. The Barge Master will
remain responsible for the safety of the Barge at all times while it is
alongside. This will include in particular, monitoring the actual weather and
the behaviour of the Barge alongside. It is the responsibility of the Barge
Master to ensure that a mooring plan has been prepared and that a
moorings analysis report has been completed.
6.4
The Rigging Crew will board the Barge on arrival in the absence of an
embarked deck crew. They will be responsible for recovering the deep-sea
towing gear and safely securing the Barge alongside under the direction of
the Barge Master acting as Tow Master. (see Schedule Part 6: RA Control
18.9.1)
6.5
The Quayside Manager is the person appointed by the site operator (or
person who has booked the quayside) to be responsible for a Barge or
Vessel while it is alongside from ‘first line ashore’ to ‘last line clear’. In the
event of an incident, deteriorating weather or any other circumstance that
6
may cause concern the Quayside Manager is to immediately inform the
Barge Master, FTNS and take appropriate action.
6.6
The Barge Handling Crew are responsible to the Quayside Manager for
tending a Barge while alongside at EPF and will be present at all times.
They will act as linesmen on arrival and departure and will be augmented
by a mooring boat to assist in handling the lines on and off the Barge. In
the event of an incident, deteriorating weather or any other circumstance
that may cause concern they must immediately inform the Quayside
Manager and Barge Master.
6.7
The site operator (or other person who has booked Q1 or Q2) is
responsible for appointing a Quayside Manager and Barge Handling Crew
and any other resource necessary to ensure the safety of a Barge or
Vessel that is alongside at EPF on their behalf.
6.8
The Agent for initial delivery and final departure is normally appointed by
the site operator’s client; the same Agent being responsible for both the
sea-going tug and the Barge. The agent is responsible for completing the
Barge Operations Method Statement Marine Pro-Formas and liaises with
the pilots and FTNS regarding ETAs. The agent is also responsible for
engaging the Barge Master, Rigging Crew and line handlers (if there is no
Barge Handling Crew). NB A different Agent may be appointed directly by
the site operator in the case of Barge movements in respect of changing
orientation to the quay or removal from the berth for reasons of weather
6.9
FTNS is responsible for marine safety in the Forth Estuary including
implementing the River Forth emergency response plan “Emergency Forth”
or the oil spill contingency plan “Clearwater Forth”. All marine incidents
are therefore to be immediately reported to FTNS and a marine report
submitted, using the form provided on the Forth Ports website (Marine
Pro-Formas
6.10
Forth Ports as Competent Harbour Authority ensures the safety of
navigation in the harbour area by setting standards, Regulations and
byelaws which are to be complied with at all times by river users. Failure to
comply may lead to an instruction to cease all operations until all the
required standards are in place.
WEATHER CONDITIONS
7
7.1
It is particularly important to closely monitor the prevailing weather
conditions and weather forecasts at all times. Please also refer to
Schedule Part 1.
7.2
EPF is generally sheltered from the prevailing westerly wind direction. On
occasion however wind or swell with an easterly component may make the
berth untenable. In particular an easterly swell is likely to make conditions
alongside the berth intolerable for a berthed Vessel or Barge due to the
backwash from waves striking the quay wall.
7
7.3
Due to the location of EPF in the outer Forth Estuary, it is essential that at
least three hours notice be given when ordering tugs. Forth Pilots require a
minimum of 2 hours notice.
7.4
Three hours is the minimum notice for emergency attendance. In nonemergency cases, towage should be booked at least the day before, or
earlier to be sure of tug availability.
7.5
It is therefore important that these issues are taken into account when
planning marine operations and producing risk assessments
7.6
It is the responsibility of Masters and Barge Masters to produce a risk
assessment for their particular Vessel or Barge on arrival for the period
they will be alongside taking these Regulations into account. The risk
assessment must be forwarded to FTNS (together with a completed Barge
pro-forma).
8
FIRE PRECAUTIONS
All Vessels and Barges alongside EPF are required to have fire-fighting
equipment ready for immediate use and to maintain sufficient personnel on
board to deal with a fire emergency. Precautions are to be taken if hot work
is to be carried out including, but not limited to, keeping a fire plan at
gangway, ensuring an international shore connection is available, fire
watches, hot work permit procedure.
9
REPAIR WORK
Vessels must not carry out repair work while alongside at EPF or immobilise
their engines without express permission from the Quayside Manager and
informing FTNS
10
MOVEMENTS OF TUGS AND OTHER CRAFT
All tugs engaged in towage operations within the Forth Ports harbour area
must be licensed.
Permission must be obtained from FTNS before any Vessel departs from
EPF. FTNS must also be informed when any Vessel has completed securing
alongside EPF.
11
POLLUTION AVOIDANCE
The sea area in way of EPF is within the scope of the Clearwater Forth Oil
Spill Contingency Plan. In the event of any release of oil products FTNS
must be informed immediately, action taken to prevent any further release
and clean up operations commenced. Every Vessel and Barge alongside
EPF must have counter pollution equipment available for immediate use.
8
12
DIVING OPERATIONS
Diving is not permitted at any time without specific permission from Scottish
Enterprise. If permission is granted it will be conditional on obtaining a diving
permit from FTNS.
13
MOORINGS OF VESSELS AND BARGES
An efficient watch must be maintained on the Vessel’s moorings at all times
to ensure that all lines are properly tensioned and tended when required.
The deck watch or Barge Handling Crew should make regular checks that
mooring winch brakes are applied at the correct setting. It is the Master’s or
Barge Master’s responsibility to ensure that the Vessel / Barge remains
securely moored at all times. It is also essential to check that the Vessel is
lying easily alongside to detect early signs of adverse swell conditions.
14
QUAYSIDE (SEE SCHEDULE PART 6: RA CONTROL 17.21.2)
The quayside is to be kept clear of obstructions at all times, particularly when
a Barge or Vessel is due to arrive and in way of bollards. Any
potential
hazards are to be made safe and reported and rectified as soon as
reasonably practicable.
15
GANGWAYS AND SAFE MEANS OF ACCESS
To comply with national and international Regulations a properly rigged
gangway is to be provided at all times equipped with a safety net, lifebuoy
and heaving line which is to be properly illuminated during the hours of
darkness.
16
LINESMEN (SEE SCHEDULE PART 6: RA CONTROL 12.9.1)
Linesmen shall be properly trained and experienced. Under no
circumstances are Barges or Vessels to attempt to secure themselves by
landing their own personnel.
17
SECURITY
17.1
Masters, Barge Masters and Agents are responsible for ensuring that
statutory declarations are made in accordance with the ISPS Code to the
Port Facility Security Officer http://www.scottish-enterprise.com/yoursector/energy/energy-how-we-can-help/research-and-developmentsupport/fife-energy-park.aspx .)
17.2
Safe systems of work are to be in force and tool-box talk(s) are to take
place immediately prior to all operations.
9
SCHEDULE PART 1 – MARINE OPERATIONAL PROCEDURES FOR ALL
VESSELS AND BARGES ON EPF
The objective of this Schedule Part 1 is to provide guidance to remove a Barge or
Vessel from the berth before the onset of adverse weather. Nothing in this
guidance prevents any Master or Barge Master from vacating the berth at an earlier
stage if it is considered prudent to do so, or a quayside manager from instigating
such action.
1. In the event of deteriorating weather conditions, it is essential that Masters
and Barge Masters order their pilots and tugs in good time for unberthing to
avoid a potentially hazardous situation developing.
2. As is outlined in Regulation 7.6, it is the responsibility of Masters and Barge
Masters to produce a risk assessment and forward to FTNS. Masters and
Barge Master should complete a risk assessment for their particular Vessel
or Barge on arrival for the period they will be alongside taking the following
guidance into account. The risk assessment should also include alternative
safe berth in the event of a Barge being towed clear of Q1 or Q2 as part of
this contingency plan. If no alternative berth is vacant a deep-sea tug must
be available to take over the Barge from the harbour tugs. See Schedule
Part 14 for further information.
3. Nothing in these Regulations shall prevent any Barge owner or operator
from specifying that a standby tug shall attend any Barge alongside Q1 or
Q2. Such a tug will however not impede the harbour tugs if it is necessary
for the Barge to leave the berth.
NB If the wave height is in excess of 0.6m safety considerations may
result in the harbour tugs not being able to operate on the Barge and
hence it would be too late to pull the Barge off the berth.
4. Swell is sometimes difficult to predict and monitor. Decisions will be based
on an assessment of the swell height and weather conditions and the
behaviour of any Barge or Vessel alongside. (See Schedule Part 6: RA
Control 19.23.1)
5. A Barge shall have in place pre-rigged emergency towing pennants
positioned fore and aft. (See Schedule Part 6: RA Control 5.13.2)
10
SCHEDULE PART 2 - ALL VESSELS AND BARGES NOT USING MOORING
BUOYS
This Schedule should be read in conjunction with Schedule Part 1. Where a Vessel
or Barge is not using the mooring buoys, the Master or Barge Master shall carry out
and document the following assessment and shall update it as often as is
necessary:
The assessment required to determine which “traffic light” is applicable will take into
account any snatching of the moorings, the swell height, wind strength and the
general behaviour of the Barge alongside. The list is not exhaustive and any single
factor may result in an “Amber” decision.
“Green”
Weather
Wind: light airs
Weather Forecast
Good
Sea
No significant wave height; no swell.
Vessel or Barge
No surge or sway.
Master/Barge Master’s
assessment
Safe to remain alongside. The Rigging Crew can
safely board the Barge to make the tugs fast and let
go the mooring lines.
Actions
Monitor weather conditions and forecast.
Adhere to hazard
assessment.
controls
identified
in
risk
Maintain regular contact with FTNS.
“Amber”
Weather
Wind: occasionally gusting 20 knots
Weather Forecast
Period of adverse weather with easterly component
expected.
Sea
Significant wave height occasionally up to 0.6m;
slight swell.
Vessel or Barge
Some surge or sway; occasional snatching of
moorings.
Master/Barge
assessment
Master’s While the Rigging Crew are still able to safely board
the Barge to make the tugs fast and let go the
mooring lines; this is likely not to be the case in the
forecast period.
11
Actions
Standby Barge Master and Rigging Crew.
Advise FTNS.
Give at least 24 hours notice to pilots and tugs.
“Red”
Weather
Wind exceeding 20 knots
Weather Forecast
Period of severe weather with easterly component
imminent.
Sea
Significant wave height exceeding 0.6m; rising swell.
Vessel or Barge
Surge or sway exceeding 2m; continuous snatching
of moorings.
Master/Barge Master’s
assessment
Not safe to remain alongside The Rigging Crew will
soon be unable to safely board the Barge to make
the tugs fast and let go the mooring lines.
Actions
Vessel to vacate berth as soon as possible.
Standby Barge Master and Rigging Crew.
Advise FTNS.
Give 3 hrs notice to pilots and tugs.
12
SCHEDULE PART 3 - ALL VESSELS AND BARGES WITH MOORING BUOYS IN
OPERATION
In addition to the provisions of paragraphs 1 to 5 in Schedule Part 1, the following
shall apply when mooring buoys are in operation:
1. The two buoys situated off Q1 may be made fast to the Barge with mooring
lines to hold the Barge approximately 10m clear of the berth.
2. When the mooring buoys are used it remains essential that early action is
taken by Barge Masters in the event of deteriorating weather conditions to
avoid a potentially hazardous situation developing pending the arrival of
pilots and tugs.
3. Under no circumstances will the Barge be allowed to remain on the
mooring buoys if the following conditions are expected:
a. The Rigging Crew will be unable to safely board the Barge to make
the tugs fast and let go the mooring lines.
b. The mooring boat used to assist in letting go the buoy mooring lines
is not able to operate safely.
c. The harbour tugs will not able to safely approach the Barge to secure
to the Barge
4. As already indicated at Regulation 7.6, Barge Masters are responsible for
producing a risk assessment and forwarding to FTNS together with a Barge
Operations Pro Forma Method Statement. The risk assessment must
include the use of the mooring buoys and any change (required by the
particular project) from the limiting weather parameters given in the “traffic
lights” below. See also Schedule Part 14 for further guidance.
Where a Vessel or Barge is using the mooring buoys, the Master or Barge
Master shall carry out and document the following assessment and shall update
it as often as is necessary:
“Green 1” – Barge alongside
Weather
Wind: light airs
Weather Forecast
Good
Sea
No significant wave height; no swell.
Vessel or Barge
No surge or sway.
Master/Barge Master’s
assessment
Safe to remain alongside. The Rigging Crew can
safely board the Barge to make the tugs fast and let
go the mooring lines.
Actions
Monitor weather conditions and forecast.
13
Adhere to hazard
assessment.
controls
identified
in
risk
Maintain regular contact with FTNS .
“Green 2” – Barge held clear of berth by mooring buoys
Weather
Wind < 20 knots
Weather Forecast
Good
Sea
Significant wave height <0.6m; no significant swell.
Vessel or Barge
Some surge or sway.
Master/Barge Master’s
assessment
Safer to remain held off quayside. The Rigging Crew
can safely board the Barge to make the tugs fast
and let go the mooring lines.
Actions
Monitor weather conditions and forecast.
Adhere to hazard
assessment.
controls
identified
Maintain regular contact with FTNS .
14
in
risk
“Amber”
Weather
Wind occasionally gusting 20 knots
Weather Forecast
Period of adverse weather with easterly component
expected.
Sea
Significant wave height occasionally up to 0.6m;
rising swell.
Vessel or Barge
Surge or sway up to 2m; some snatching of
moorings.
Master/Barge Master’s
assessment
While the Rigging Crew are still able to safely board
the Barge to make the tugs fast and let go the
mooring lines; this is likely not to be the case in the
forecast period.
Actions
Standby Barge Master and Rigging Crew.
Advise FTNS.
Give at least 24 hours notice to pilots and tugs.
“Red”
Weather
Wind exceeding 20 knots
Weather Forecast
Period of severe weather with easterly component
imminent.
Sea
Significant wave height exceeding 0.6m; rising swell.
Vessel or Barge
Surge or sway exceeding 2m; continuous snatching
of moorings.
Master/Barge Master’s
assessment
Not safe to remain on buoys. The Rigging Crew will
soon be unable to safely board the Barge to make
the tugs fast and let go the mooring lines.
Actions
Vessel to vacate berth as soon as possible.
Standby Barge Master and Rigging Crew.
Advise FTNS.
Give three hours notice to pilots and tugs.
15
SCHEDULE PART 4 – DOCKING AND SAILING EPF (SEE SCHEDULE PART 6:
RA CONTROL 4.15.1 AND 23.5.2)
The following guidelines have been drawn up for Energy Park Fife which applies to
Q1 and Q2 dockings and sailings. The guidelines will be reviewed on an annual
basis or as required in the light of operational experience.
More detailed planning may be required in the case of any special circumstances
including size of Vessel or adverse weather conditions by Masters, Barge Masters,
Agents, pilots and Forth Ports and / or FTNS.
The following assumptions have been made in drawing up these guidelines:
1.
2.
3.
4.
Standard ship with no manoeuvring aids.
Favourable weather conditions.
Tidal ranges within predicted limits
No unusual local activity or conditions.
Weather Parameters
Barges - as per agreed parameters on the Barge Operations Pro Forma Method
Statement (and see Regulation 7 and elsewhere regarding weather in these
Regulations)
Vessels - to be determined by pre-assessment of swell conditions (see Schedule
Part 6: RA Controls 19.23.1)
Visibility Parameters (See Schedule Part 6: RA Controls 23.5.2)
A Vessel is not to enter or leave EPF when the southern end of Q2 cannot be seen
from the northern end of Q1.
Tidal Restrictions
A Vessel may enter or leave EPF at any time providing there is sufficient under keel
clearance to manoeuvre safely.
A Barge may enter or leave EPF at any time on a rising tide providing there is
sufficient under keel clearance for the tugs to manoeuvre safely.
The pilot will normally embark on the pilot boat at EPF to enable him to make an
assessment of the swell conditions.
Towage
Vessels stemmed for EPF do not normally take tugs.
Barges will normally require 2 licensed tugs. Barges in excess of 100m metres LOA
may require additional tugs, which will be assessed on individual basis.
Emergency towing pennants are to be rigged on all Barges fore and aft.
16
A Barge Master is required to complete a Pilotage Passage Plan (See Schedule
Part 6: RA Control 16.1.1) and submit to FTNS. The Pilotage Passage Plan shall
include the following information:
1. Weather forecast:
2. Tidal Conditions:
3. First Pilot boards deep sea tug (at Methil Roads)
4. Barge Master and Rigging Crew board Barge
5. Second pilot boards Barge
6. Tugs in attendance
7. Transfer tow to harbour tugs
8. Deep sea tug dismissed (it may be prudent to allow the deep sea tug to
remain attached providing it takes no part in the tow and does not obstruct
the harbour tugs)
9. First Pilot transfers to Barge (if required)
10. Barge and tugs approach berth
11. Alongside and make fast
Contingencies (reference the tugs’ own risk assessments) this list is not
exhaustive.
12. Man overboard.
13. Inform FTNS and coastguard. Keep lookout. Take all way off if safe to do so.
Release lifebuoy and smoke marker.
14. Girting [see Regulation 1]
15. Release towline using quick release. Inform FTNS.
Dangers en route (list not exhaustive)
16. Unlit mooring buoys, mooring lines may be streamed between buoys and
Q1.
17. Shoal patch outer end of Q1
18. Other traffic
19. Other Vessels alongside
17
SCHEDULE PART 5 - THE RISK ASSESSMENT PROCEDURE
The following risk assessments have been prepared on behalf of Scottish Enterprise
by WGV Marine in consultation with BiFab, FTNS and Forth Pilots and other
interested parties.
The marine risk assessments for EPF comprise the following:
RA1
Vessel transit to and from the main channel to alongside at Q1 or Q2

RA2
Vessel alongside at Q1 or Q2

RA3
Barge transit to and from the main channel to alongside at Q1 or Q2

RA4
Barge alongside at Q1 or Q2

RA5
Barge on mooring buoys
The hazards and hazard effects have been determined for each of the operations in
RA1 – RA5 noted above. A likelihood and severity score is calculated on the
assumption that none of the controls listed in Schedule Part 6 are in place.
A principal control is then selected (Control 1) and a new likelihood and severity
score calculated.
A secondary control is then selected (Control 2) and a new likelihood and severity
score calculated.
Finally all remaining significant controls are listed and a final likelihood and severity
score calculated.
Should the score be between:43 and 100
the operation is not allowed to take place until further controls are put
in place.
15 and 42
additional controls must be considered to reduce the risk to ALARP.
1 and 14
the operation may proceed provided that controls are monitored to
ensure that the risk is maintained at ALARP.
18
Marine Dynamic Risk Assessment
A marine dynamic risk assessment shall be required if a marine task has to be
carried out that is not covered by the marine risk assessments RA1 – RA5 noted
above and is a significant deviation from standard procedures.
The methodology detailed in this procedure shall be used with the exception of the
consultation process notwithstanding it may be necessary to communicate the
completed dynamic risk assessment to other parties.
Risk assessors must have sufficient training and experience to complete a marine
risk assessment. Wherever possible, all interested parties should be consulted in
the risk assessment evaluation.
The marine risk assessments will be reviewed as follows:

in the event of an incident;

in the event of an organisational change; and

Within 12 months of the original assessment.
Key to Marine Risk Assessment Column Headings (Methodology)
1
Hazard – the hazard under consideration.
2
Hazard Effect – the consequences of the hazard.
3
L – the likelihood of the hazard occurring assuming that no controls are in
place on a scale of 1 (very unlikely) to 10 (certain).
4
S – the severity of the hazard occurring assuming that no controls are in
place on a scale of 1 (no injury or damage) to 10 (multiple fatalities and/or
catastrophic damage pollution or loss).
5
R – L3 * S4
6
Control 1 – the principal control selected to mitigate the hazard with list
reference in brackets.
7
L – the likelihood of the hazard occurring with Control 1 in place on a scale
of 1 (very unlikely) to 10 (certain).
8
S – the severity of the hazard occurring with Control 1 in place on a scale of
1 (no injury or damage) to 10 (multiple fatalities and/or catastrophic damage
pollution or loss).
9
R – L7 * S8
10
Control 2 – the secondary control selected to mitigate the hazard with list
reference in brackets.
19
11
L – the likelihood of the hazard occurring with Controls1 and 2 in place on a
scale of 1 (very unlikely) to 10 (certain).
12
S – the severity of the hazard occurring with Controls 1 and 2 in place on a
scale of 1 (no injury or damage) to 10 (multiple fatalities and/or catastrophic
damage pollution or loss).
13
R – L7 * S8
14
Any remaining relevant controls, which would minimise the hazard with their
list references in brackets.
15
L – the likelihood of the hazard occurring with all controls in place on a scale
of 1 (very unlikely) to 10 (certain).
16
12
S – the severity of the hazard occurring with all controls in place on a
scale of 1 (no injury or damage) to 10 (multiple fatalities and/or catastrophic
damage pollution or loss).
17
13
R – L7 * S8
20
SCHEDULE PART 6 – LIST OF MARINE RISK CONTROLS
The list of Marine Risk Controls itemises the controls that tend to mitigate the hazards and hazard effects identified in the risk assessments.
The list shall be updated as and when is required in the light of operational experience.
No.
Control
Remarks
1.2.1
Abort or suspend operation.
(ref: Forth Ports “Marine Guidelines and Port Information” note p4)
1.9.1
Aids to navigation
1.14.1
Anchors
1.14.2
Anchors, pre-laid
2.1.1
Barge Operations Pro Forma Method Statement
Forth ports document.
2. 1.2
Barge Handling Crew
Regulation 11
2.1.3
Barge Master
Regulation 6.9
2.1.4
Barge approximately 10m distance off quayside
2.18.1
Bridge Resource Management
2.18.2
Bridle, tug towline
3.1.1
Cargo handling procedures
3.8.1
Channels, navigation
Including dropping 2nd anchor
Standards of Training, Certification and Watch keeping (STCW)
Chapter VIII
Especially project cargoes
No.
Control
Remarks
3.15.1
Collision Regulations
COLREGS
3.15.2
Construction Regulations
E.g. classification society
3.15.3
Contingency plan, Vessel or Barge EPF, adverse weather Schedules Part 1, 2 and 3
or swell conditions
3.15.4
Contingency Plan “Red”
Schedules Part 2 and 3
4.5.1
Deep sea tug to remain attached under certain conditions
Schedule Part 4
4.15.1
Docking and sailing guidelines and procedures EPF
Schedule Part 3
5.13.1
Emergency procedures
Emergency Forth, Vessels
5.13.2
Emergency towing pennants, pre rigged fore and aft
Schedule Part 1
5.16.1
Energy Park Fife Quayside Regulations
These contain instructions and guidelines for the safe conduct of
marine operations. Where a control originates from these
Regulations it will be cross referenced by paragraph numbers e.g.
Regulation 3
6.5.1
Fenders
6.9.1
Fire standards and Regulations; protection, equipment, Also drills and exercises
detection and suppression.
6.15.1
Forth Ports’ Byelaws,
List not exhaustive: includes General Directions, Mariners Guide,
NtM, Pilotage directions
22
No.
Control
Remarks
6.15.2
FTNS
Forth and Tay Navigation Service. Includes VTS and scheduling
9.9.1
ISM Code
International Safety Management Code 2002
12.9.1
Linesmen
Regulation 16
13.15.1
Mooring buoys
2 mooring buoys located off Q1
13.15.2
Mooring lines (from buoys and from shore) regularly
inspected and certificated.
16.1.1
Passage plan, berthing plan – Master pilot information Includes harbour manoeuvring plan (Schedule Part 4)
exchange
16.9.1
Pilot, appointed by competent harbour authority
16.9.2
Pilot, additional
16.9.3
Pilotage / PEC Regulations and procedures
16.12.1
Planned maintenance system (port)
16.15.1
Pollution Regulations
MARPOL, OPRC
16.15.1
Port Marine Safety Code SMS
Local liaison committee Meetings
16.18.1
Pre arrival checklist
Anchors cleared and Vessel defect check
17.21.1
Quayside Manager
Regulation 6.5
23
No.
Control
Remarks
17.21.2
Quayside standards
Cargo clear of bollards, cranes stowed, maintained in safe condition
including ladders
(Regulation 14)
18.5.1
Re-run line clear of any obstacle.
BiFab mooring buoy.
18.9.1
Rigging Crew
Competent, experienced personnel, equipped with VHF tasked to
assist with berthing, and unberthing operations. (Regulation 6.4)
18.9.1
Risk assessment to be completed by Master or Barge Schedules Part 1 and 14. Includes identifying alternative berths in
Master on arrival and forwarded to FTNS
the event of unplanned unberthing taking into account Barge
dimensions.
19.1.1
SWPfMS
The Code of Safe Working Practice for Merchant Seamen
19.5.1
Security
ISPS Code
19.20.1
STCW
International convention on standards of training, certification and
watch keeping for seafarers.
19.21.1
Survey, hydrographic
19.21.2
Sufficient time to carry out mooring operation to be BiFab mooring buoys
allowed.
19.23.1
Swell conditions, pre-assessment of
20.5.1
Test engines astern before berthing
20.9.1
Tides, monitoring
Schedule Part 1
FTNS & Quayside Manager
24
No.
Control
Remarks
20.15.1
Towage, emergency
Inc rigging emergency towline
20.18.1
Training, - personnel - line handlers
20.21.1
Tug assistance
20.21.2
Tug escort
20.21.3
Tugs licensed by harbour authority, use of
20.21.4
Tug standby
20.21.5
Tugs, minimum towage requirements
21.14.1
Under keel clearance requirements
23.5.1
Weather forecasting
23.5.2
Weather (including swell and visibility) parameters EPF
Regulations 4.3 and 6.2
Schedules Part 1, 2 and 3
25
SCHEDULE PART 7 - RA 1: VESSEL TRANSIT TO AND FROM METHIL ROADS TO Q1 OR Q2
Hazard
1
Hazard
Effect
2
A Technical
failure
Vessel
Collision
with
quayside
B Technical
failure
Vessel
C Technical
failure
Vessel
L
3
S
4
R
5
Control 1
6
5
8
4
0
ISM Code
(9.9.1)
Grounding
8
8
6
4
Collision
with
another
Vessel
4
1
0
D Bridge team Collision
error
with
6
8
L
7
S
8
R
9
4
8
32
Anchors
(1.14.1)
4
8
6
0
ISM Code
(9.9.1)
4
4
8
Pilotage
Regulations and
4
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
Fenders
(6.5.1)
3
8
2
4
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Passage plan
(16.1.1)
Test engines astern
(20.5.1)
2
6
1
2
32
Towage,
emergency
(20.15.1)
2
8
1
6
Construction regs
(3.15.2)
ISM Code (9.9.1)
Pre arrival checklist
(16.18.1)
1
6
6
1
0
40
Anchors
(1.14.1)
3
8
2
4
Construction regs
(3.15.2)
Pre arrival checklist
(16.18.1)
STCW (19.20.1)
1
7
7
8
32
Fenders
(6.5.1)
3
8
2
4
Bridge resource
management
2
4
8
26
Control 2
10
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
quayside
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
procedures
(16.9.3)
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
(2.18.1)
STCW (19.20.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Passage plan
(16.1.1)
E Bridge team Grounding
error
6
8
4
8
Pilotage
Regulations and
procedures
(16.9.3)
4
8
32
Passage plan
(16.1.1)
2
8
1
6
Anchors (1.14.1)
Towage, emergency
(20.15.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
Pre arrival checklist
(16.18.1)
2
3
6
F Bridge team Collision
error
with
another
Vessel
5
1
0
5
0
Pilotage
Regulations and
procedures
(16.9.3)
3
1
0
30
STCW
(19.20.1)
2
1
0
2
0
Bridge resource
management
(2.18.1)
Construction regs
(3.15.2)
FTNS (6.15.2)
ISM Code (9.9.1)
Passage plan
(16.1.1)
1
7
7
27
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
G Unexpected
wind
strength or
direction
Grounding
4
8
3
2
Pilotage
Regulations and
procedures
(16.9.3)
3
8
24
Weather
forecasting
(23.5.1)
2
8
1
6
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Weather parameters
EPF (23.5.2)
1
6
6
H Unexpected
wind
strength or
direction
Collision
with
quayside
7
8
5
6
Pilotage
Regulations and
procedures
(16.9.3)
5
8
40
Weather
forecasting
(23.5.1)
4
8
3
2
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Fenders (6.5.1)
Weather parameters
EPF (23.5.2)
2
4
8
I
Grounding
6
8
4
8
Swell
conditions, preassessment of
(19.23.1)
4
8
32
Pilotage
Regulations
and
procedures
(16.9.3)
4
6
2
4
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Under keel
clearance
requirements
(21.14.1)
Weather forecasting
2
3
6
Unexpected
tidal
conditions
including
swell
28
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
(23.5.1)
J
Unexpected
tidal
conditions
including
swell
Collision
with
quayside
5
7
3
5
Swell
conditions, preassessment of
(19.23.1)
3
7
21
Pilotage
Regulations
and
procedures
(16.9.3)
2
7
1
4
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Weather forecasting
(23.5.1)
Fenders (6.5.1)
1
5
5
K Operational
Planning
error
Aborted or
suspended
operation,
grounding
6
7
4
2
Docking and
sailing
guidelines and
procedures EPF
(4.15.1)
3
7
21
Passage plan
(16.1.1)
2
7
1
4
Anchors (1.14.1)
Pilotage Regulations
and procedures
(16.9.3)
FTNS (6.15.2)
1
6
6
L
Collision
with
quayside
or
equipment
5
6
3
0
Quayside
standards
(17.21.1)
4
6
24
Docking and
sailing
guidelines
and
procedures
EPF (4.15.1)
3
5
1
5
Anchors (1.14.1)
Fenders (6.5.1)
Planned
maintenance system
16.12.1)
1
4
4
Loss of
containme
7
1
0
7
0
Construction
regs (3.15.2)
4
1
0
40
Pollution
Regulations
4
6
2
4
Anchors (1.14.1)
Regulations (EPF)
1
6
6
Quayside
unprepared
M Collision
with
29
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
(16.15.1)
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
another
Vessel
quayside or
grounding,
nt (oil
products)
(5.16.1)
Emergency
procedures (5.13.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
N Collision
with
another
Vessel
quayside or
grounding,
Fire or
explosion
5
1
0
5
0
Fire standards
((6.9.1)
3
8
24
ISM Code
(9.9.1)
2
7
1
4
Construction regs
(3.15.2)
Emergency
procedures (5.13.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
1
6
6
O Collision
with
another
Vessel
quayside or
grounding,
Sinking
5
1
0
5
0
Construction
regs (3.15.2)
3
8
24
ISM Code
(9.9.1)
2
7
1
4
Emergency
procedures (5.13.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
1
6
6
Notes
1
See “List of Marine Controls” for full list of controls.
2
Likelihood (1 – 10) * Severity (1 – 10) = Risk (1 – 100); 43 – 100 (No Go), 15 – 42 (More controls to be considered) 1 – 14 (Go)
30
Risk assessor: W. Graham Vale
REVIEWED BY W. GRAHAM VALE 27 MARCH 2014
31
SCHEDULE PART 8 - RA 2: VESSEL ALONGSIDE AT Q1 OR Q2
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
A Adverse
wave and
swell loads
on Vessel
Excessive
Vessel
movement
on berth
leading to
mooring
line failure
and
consequen
tial risk of
personal
injury,
contact
damage to
Vessel and
quayside,
grounding
5
9
4
5
Implementation
of contingency
plan (3.15.3)
4
8
32
Alongside
risk
assessment
(5.16.1)
3
7
2
1
Fenders (6.5.1)
STCW (19.20.1)
SWPfMS (19.1.1)
2
5
1
0
B Crew error
(e.g.
inadvertent
running of
main
propulsion)
Unplanned
movement
of berthed
Vessel
3
9
2
7
STCW (19.20.1)
2
9
18
ISM Code
(9.9.1)
1
9
9
FTNS (6.15.2)
Regulations, marine
terminals and jetties
(5.16.1)
SWPfMS (19.1.1)
1
7
7
32
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
6
Control 1
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
C Unplanned
movement
of berthed
Vessel
Contact
with
quayside,
collision
with
another
Vessel or
grounding
5
9
4
5
ISM Code
(9.9.1)
3
9
27
Emergency
procedures
(5.13.1)
2
9
1
8
Construction
Regulations (3.15.2)
Fenders (6.5.1)
FTNS (6.15.2)
STCW (19.20.1)
1
8
8
D Contact
with
quayside,
collision
with
another
Vessel or
grounding.
Loss of
containme
nt (oil
products)
3
9
2
7
Construction
Regulations
(3.15.2)
2
8
16
Pollution
Regulations
(16.15.1)
2
7
1
4
Anchors (1.14.1)
Emergency
Procedures (5.13.1)
Fenders (6.5.1)
FTNS (6.15.2)
ISM Code (9.9.1)
STCW (19.20.1)
1
6
6
E Contact
with
quayside,
collision
with
another
Vessel or
grounding.
Fire or
explosion
2
1
0
2
0
Fire standards
and
Regulations;
protection,
equipment,
detection and
suppression
(6.9.1)
2
8
16
ISM Code
(9.9.1)
1
8
8
Construction
Regulations (3.15.2)
Emergency
Procedures (5.13.1)
Forth Ports Byelaws
(6.15.1)
FTNS (6.15.2)
ISM Code (9.9.1)
1
6
6
33
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
1
7
7
STCW (19.20.1)
F Incorrect
loading of
berthed
Vessel
Grounding
(alongside)
4
8
1
6
STCW (19.20.1)
3
8
8
Regulations,
marine
terminals and
jetties
(5.16.1)
2
8
1
6
Emergency
procedures ((5.13.1)
FTNS (6.15.2)
Notes
1
See “List of Marine Controls” for full list of controls.
2
Likelihood (1 – 10) * Severity (1 – 10) = Risk (1 – 100); 43 – 100 (No Go), 15 – 42 (More controls to be considered) 1 – 14 (Go)
Risk assessor: W. Graham Vale
REVIEWED BY W. GRAHAM VALE 27 MAR. 14
34
SCHEDULE PART 9 - RA 3: BARGE TRANSIT TO AND FROM METHIL ROADS TO ALONGSIDE Q1 OR Q2
Hazard
1
Hazard
Effect
2
A Technical
failure tug
Collision
with
quayside
B Technical
failure tug
L
3
S
4
R
5
Control 1
6
5
8
4
0
ISM Code
(9.9.1)
Grounding
8
8
6
4
C Technical
failure tug
Collision
with
another
Vessel
6
1
0
D Tug bridge
team error
Collision
with
quayside
6
8
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
4
8
32
Docking and
sailing
guidelines
and
procedures
EPF (4.15.1)
3
8
2
4
Anchors (1.14.1)
Fenders (6.5.1)
Passage plan
(16.1.1)
2
6
1
2
Towage,
emergency
(20.15.1)
4
8
32
Anchors
(1.14.1)
2
8
1
6
Construction regs
(3.15.2)
ISM Code (9.9.1)
Pre arrival checklist
(16.18.1)
1
6
6
6
0
ISM Code
(9.9.1)
4
1
0
40
STCW
(19.20.1)
3
8
2
4
Anchors (1.14.1)
Construction regs
(3.15.2)
Pre arrival checklist
(16.18.1)
1
7
7
4
8
Pilotage
Regulations and
procedures
(16.9.3)
4
8
32
Passage plan
(16.1.1)
3
8
2
4
Bridge resource
management
(2.18.1)
Fenders (6.5.1)
STCW (19.20.1)
Docking and sailing
2
5
1
0
35
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
guidelines and
procedures EPF
(4.15.1)
E Tug bridge
team error
Grounding
6
8
4
8
Pilotage
Regulations and
procedures
(16.9.3)
4
8
32
Passage plan
(16.1.1)
2
8
1
6
Towage, emergency
(20.15.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
Pre arrival checklist
(16.18.1)
1
6
6
F Tug bridge
team error
Collision
with
another
Vessel
5
1
0
5
0
Pilotage
Regulations and
procedures
(16.9.3)
4
1
0
40
STCW
(19.20.1)
2
1
0
2
0
Bridge resource
management
(2.18.1)
Construction regs
(3.15.2)
FTNS (6.15.2)
ISM Code (9.9.1)
Passage plan
(16.1.1)
1
7
7
G Unexpected
wind
strength or
direction
Grounding
4
8
3
2
Pilotage
Regulations and
procedures
(16.9.3)
3
8
24
Weather
forecasting
(23.5.1)
2
8
1
6
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
1
6
6
36
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
Weather parameters
EPF (23.5.2)
H Unexpected
wind
strength or
direction
Collision
with
quayside
7
8
5
6
Pilotage
Regulations and
procedures
(16.9.3)
5
8
40
Weather
forecasting
(23.5.1)
4
8
3
2
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Fenders (6.5.1)
Weather parameters
EPF (23.5.2)
2
4
8
I
Unexpected
tidal
conditions
including
swell
Grounding
6
8
4
8
Swell
conditions, preassessment of
(19.23.1)
4
8
32
Pilotage
Regulations
and
procedures
(16.9.3)
4
6
2
4
Anchors (1.14.1)
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Under keel
clearance
requirements
(21.14.1)
Weather forecasting
(23.5.1)
2
3
6
J
Unexpected
tidal
conditions
Collision
with
quayside
5
7
3
5
Swell
conditions, preassessment of
3
7
21
Pilotage
Regulations
and
2
7
1
4
Anchors (1.14.1)
Docking and sailing
guidelines and
1
5
5
37
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
including
swell
Control 1
6
L
7
S
8
R
9
(19.23.1)
Control 2
10
L
11
S
1
2
R
1
3
procedures
(16.9.3)
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
procedures EPF
(4.15.1)
Weather forecasting
(23.5.1)
Fenders (6.5.1)
K Operational
Planning
error
Aborted or
suspended
operation,
grounding
7
7
4
9
Docking and
sailing
guidelines and
procedures EPF
(4.15.1)
4
7
28
Passage plan
(16.1.1)
3
7
2
1
Anchors (1.14.1)
Pilotage Regulations
and procedures
(16.9.3)
FTNS (6.15.2)
2
6
1
2
L
Quayside
unprepared
Collision
with
quayside
or
equipment
6
6
3
6
Regulations
(EPF) (516.1)
5
6
30
Docking and
sailing
guidelines
and
procedures
EPF (4.15.1)
4
5
2
0
Anchors (1.14.1)
Fenders (6.5.1)
Planned
maintenance system
16.12.1)
2
4
8
M Collision
with
another
Vessel
quayside or
grounding,
Loss of
containme
nt (oil
products)
7
1
0
7
0
Construction
regs (3.15.2)
4
1
0
40
Pollution
Regulations
(16.15.1)
4
6
2
4
Anchors (1.14.1)
Regulations (EPF)
(5.16.1)
Emergency
procedures (5.13.1)
FTNS (6.15.2)
STCW (19.20.1)
1
6
6
38
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
ISM Code (9.9.1)
N Collision
with
another
Vessel
quayside or
grounding,
Fire or
explosion
5
1
0
5
0
Fire standards
((6.9.1)
3
8
24
ISM Code
(9.9.1)
2
7
1
4
Construction regs
(3.15.2)
Emergency
procedures (5.13.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
1
6
6
O Collision
with
another
Vessel
quayside or
grounding,
Sinking
5
1
0
5
0
Construction
regs (3.15.2)
3
8
24
ISM Code
(9.9.1)
2
7
1
4
Emergency
procedures (5.13.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
1
6
6
P Seagoing
tug
unfamiliar
with port or
not
manoeuvra
ble in
harbour
conditions
Grounding
or collision
with
quayside
6
8
4
8
Docking and
sailing
guidelines and
procedures EPF
(4.15.1)
3
8
24
Tugs
licensed by
harbour
authority
(20.21.3)
2
6
1
2
Anchors (1.14.1)
Barge operations
pro forma (2.1.1)
Fenders (6.5.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
Tugs licensed by
harbour authority
1
5
5
39
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
(20.21.3)
Q Obstruction
s restricting
visibility on
Barge
Grounding
or collision
with
quayside
5
8
4
0
Pilot, additional
(16.9.2)
3
6
18
Passage plan
(16.1.1)
2
6
1
2
Anchors (1.14.1)
Barge operations
pro forma (2.1.1)
Fenders (6.5.1)
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
1
5
5
R No safe
means of
access to
and from
Barge
Personal
injury
6
1
0
6
0
Abort or
suspend
operation
4
1
0
40
Barge
operations
pro forma
(2.1.1)
3
1
0
3
0
FTNS (6.15.2)
STCW (19.20.1)
ISM Code (9.9.1)
1
1
0
1
0
S Increase in
Barge draft
due to
bridle
hanging in
water in
recovered
position
Bridle fouls
ground
alongside
berth
5
7
3
5
Rigging Crew
(5.16.1)
3
7
21
Passage plan
(16.1.1)
2
7
1
4
Survey, hydro
graphic (19.21.1)
1
7
7
T Seagoing
tug unable
Collision
with fixed
6
7
4
2
Tug escort
(20.21.2)
4
7
28
Tugs,
minimum
3
7
2
1
Barge operations
pro forma (2.1.1)
1
7
7
40
Hazard
1
Hazard
Effect
2
to control
Barge
object,
grounding
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
11
S
1
2
R
1
3
requirements
(20.21.5)
Sig Relevant
Controls
14
L
1
5
S
1
6
R
1
7
Passage plan
(16.1.1)
U Inadequate
lighting
Personal
injury,
collision
with
quayside
6
8
4
8
Barge
operations pro
forma (2.1.1)
4
8
32
Energy Park
Fife
Quayside
Regulations
(5.16.1)
2
6
1
2
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
FTNS (6.15.2)
STCW (19.20.1)
1
6
6
V Transfer of
tow to
harbour
tugs from
deep sea
tug
Personal
injury, loss
of control
of Barge
7
8
5
6
Passage plan
(16.1.1)
3
8
24
Deep sea tug
remains
attached
(4.5.1)
2
6
1
2
Barge operations
pro forma (2.1.1).
Docking and sailing
guidelines and
procedures EPF
(4.15.1)
Passage plan
(16.1.1)
1
6
6
Notes
1
See “List of Marine Controls” for full list of controls.
2
Likelihood (1 – 10) * Severity (1 – 10) = Risk (1 – 100); 43 – 100 (No Go), 15 – 42 (More controls to be considered) 1 – 14 (Go)
Risk assessor: W. Graham Vale
Reviewed W. Graham Vale 27 March 2014
41
SCHEDULE PART 10 - RA 4: BARGE ALONGSIDE AT Q1 OR Q2
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
A Failure to
monitor
Barge
alongside
Adverse
wave and
swell loads
on Barge
5
9
4
5
Barge Handling
Crew present at
all times (2.1.2)
3
8
24
Barge Master
responsible
for Barge
safety (2.1.3)
3
6
1
8
Barge pro forma
(2.1.1)
SWPfMS (19.1.1)
FTNS (6.15.2)
Quayside Manager
(17.21.1)
2
6
1
2
B Adverse
wave and
swell loads
on Barge
Excessive
Barge
movement
on berth
leading to
mooring
line failure
and
consequen
tial risk of
personal
injury,
contact
damage to
Vessel and
quayside,
grounding
5
9
4
5
Implementation
of contingency
plan requiring
departure from
berth (3.15.3)
4
8
32
Risk
assessment
controls
(5.16.1)
3
7
2
1
Fenders (6.5.1)
STCW (19.20.1)
SWPfMS (19.1.1)
2
5
1
0
Contingency
Plan “red”
(3.15.4)
42
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
C Rigging
Crew error
(e.g. failure
to tend
moorings)
Unplanned
movement
of berthed
Vessel
3
9
2
7
STCW (19.20.1)
2
9
18
ISM Code
(9.9.1)
1
9
9
FTNS (6.15.2)
EPF Regs (5.16.1)
SWPfMS (19.1.1)
1
7
7
D Unplanned
movement
of berthed
Barge
Contact
with
quayside,
collision
with
another
Vessel or
grounding
5
9
4
5
Towage,
emergency
(20.15.1)
3
9
27
Emergency
procedures
(5.13.1)
2
9
1
8
Construction
Regulations (3.15.2)
FTNS (6.15.2)
ISM Code (9.9.1)
STCW (19.20.1)
1
8
8
E Contact
with
quayside,
collision
with
another
Vessel or
grounding.
Loss of
containme
nt (oil
products)
3
9
2
7
Construction
Regulations
(3.15.2)
2
8
16
Pollution
Regulations
(16.15.1)
2
7
1
4
Anchors (1.14.1)
Emergency
Procedures (5.13.1)
FTNS (6.15.2)
ISM Code (9.9.1)
STCW (19.20.1)
1
6
6
E Contact
with
quayside,
Fire or
explosion
2
1
0
2
0
Fire standards
and
Regulations;
2
8
16
ISM Code
(9.9.1)
1
8
8
Construction
Regulations
(3.15.2)
1
6
6
43
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
collision
with
another
Vessel or
grounding.
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
protection,
equipment,
detection and
suppression
(6.9.1)
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
Emergency
Procedures (5.13.1)
Forth Ports Byelaws
(6.15.1)
FTNS (6.15.2)
ISM Code (9.9.1)
STCW (19.20.1)
F Incorrect
loading of
berthed
Barge
Grounding
(alongside)
4
8
1
6
STCW (19.20.1)
3
8
8
Regulations,
marine
terminals and
jetties
(18.5.1)
2
8
1
6
Emergency
procedures ((5.13.1)
FTNS (6.15.2)
1
7
7
G Barge
departs
berth
without
permission
Collision,
grounding
5
8
4
0
FTNS (6.15.2)
4
6
24
Emergency
Procedures
(5.13.1)
4
4
1
6
EPF Regs (5.16.1)
3
3
9
Notes
1
See “List of Marine Controls” for full list of controls.
2
Likelihood (1 – 10) * Severity (1 – 10) = Risk (1 – 100); 43 – 100 (No Go), 15 – 42 (More controls to be considered) 1 – 14 (Go)
Risk assessor: W. Graham Vale
REVIEWED W. GRAHAM VALE 28 MAR. 14
44
SCHEDULE PART 11 - RA 5: BARGE ON MOORING BUOYS
Hazard
1
Hazard
Effect
2
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
A Failure to
take early
action to
unmoor
Barge.
Barge
unable to
return
alongside
to embark
Rigging
Crew.
6
8
4
8
Barge Master
with full
authority to take
early action.
(2.1.3)
4
8
32
Strict
adherence to
“Contingency
Plan”
(3.15.3)
2
8
1
6
Weather forecasting
(23.5.1)
Barge Handling
Crew (2.1.2)
1
8
8
B Barge
unable to
return
alongside to
embark
Rigging
Crew.
Risk of
heavy
rolling and
grounding,
tugs
unable to
make fast
safely.
Mooring
boat
unable to
operate
safely.
6
9
5
4
Strict adherence
to “Contingency
Plan”
(3.15.3)
4
8
32
Pre-rigged
emergency
towing
pennants
fore and aft.
(5.13.2)
3
8
2
4
Emergency
Procedures (5.13.1)
Emergency towage
(20.15.1)
Fenders (6.5.1)
2
7
1
4
C Difficulty in
monitoring
status of
Hazard
developin
g on
5
8
4
0
Barge
approximately
10m distance off
3
8
24
Barge Master
(2.1.3)
2
8
1
6
Barge Handling
Crew (2.1.2)
SWPfMS (19.1.1)
1
8
8
45
Hazard
1
unmanned
Barge.
Hazard
Effect
2
L
3
S
4
R
5
Barge e.g.
excessive
rolling,
chafing
mooring
line.
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
L
1
6
S
1
7
R
1
8
quayside
(2.1.4)
D Mooring line
failure.
Collision
with
quayside.
6
9
5
4
Mooring lines
(from buoys and
from shore)
regularly
inspected and
certificated.
(13.15.2)
4
9
36
Emergency
towage
(20.15.1)
4
6
2
4
SWPfMS (19.1.1)
Planned
maintenance system
(port) (16.12.1)
Fenders (6.5.1)
Barge Master (2.1.3)
2
6
1
2
E Alternative
berth not
available
after tow off.
Rigging
Crew
stranded
on Barge,
tugs not
released
after
reasonabl
e time.
4
5
2
0
Risk
assessment to
be completed by
Master or Barge
Master on
arrival and
forwarded to
FTNS (18.9.1)
3
5
15
Deep sea tug
to remain
attached
under certain
conditions
(4.5.1)
2
5
1
0
Weather forecasting
(23.5.1)
FTNS (6.15.2)
1
5
5
F Seabed
snagging of
Delay in
holding
6
4
2
4
Survey, hydro
graphic
4
3
12
Re-run line
clear of any
4
2
8
Mooring lines (from
buoys and from
2
2
4
46
Hazard
1
Hazard
Effect
2
lines being
run to
mooring
buoys.
Barge off
quayside
(19.21.1)
obstacle
(18.5.1)
shore) regularly
inspected and
certificated.
(13.15.2)
Weather forecasting
(23.5.1) Sufficient
time to carry out
mooring
operation.(19.21.2)
Barge
prevented
from
moving
clear of
berth
Strict adherence
to “Contingency
Plan”
(3.15.3)
Barge Master
with full
authority to
take early
action.
(2.1.3)
Weather forecasting
(23.5.1)
G Lines to
mooring
buoys let go
from shore
in
emergency.
L
3
S
4
R
5
Control 1
6
L
7
S
8
R
9
Control 2
10
L
12
S
1
3
R
1
4
Sig Relevant
Controls
15
Notes
1
See “List of Marine Controls” for full list of controls.
2
Likelihood (1 – 10) * Severity (1 – 10) = Risk (1 – 100); 43 – 100 (No Go), 15 – 42 (More controls to be considered) 1 – 14 (Go)
Risk assessor: W. Graham Vale
Reviewed W. Graham Vale 28 Mar. 14
47
L
1
6
S
1
7
R
1
8
SCHEDULE PART 12 - EPF EMERGENCY PLAN (MARINE)
References:
1. Dangerous Substances in Harbour Areas Regulations 1987
2. The Contingency Planning (Scotland) Regulations 2005
1
Person Responsible for maintaining plan;Kenny Dunion
Scottish Enterprise
Atrium Court
50 Waterloo Street
Glasgow
G2 6HQ
2
Introduction
This plan is a “live” document that is under regular review and will be
updated as required in the light of changing conditions and circumstances. It
has been produced to mesh with the emergency plans of partner
organisations.
3
The aims of this plan are:-
3.1
To enable the emergency services to respond rapidly to any incident on
board a Vessel or Barge berthed at Q1, Q2 or on the adjacent quayside and
to provide support and information.
3.2
To provide support to the emergency services during the response phase.
3.3
Assist in the return to normality.
4
Definitions
An emergency is any incident such which threatens injury or damage to
property beyond the capability of on-site resources. This includes any kind of
fire or injury to personnel.
5
Plan Activation Trigger Points
(Include but are not restricted to the following examples)
5.1
Standby

Where a report that an incident has taken place requires confirmation
before the plan is activated.

Where a minor incident has been reported which if escalates may require
implementation of the plan.
5.2
5.3
Implement

Where a confirmed incident has taken place and the plan is activated.

A request for assistance is received from an adjacent or partner
organisation.

A pre-determined warning is given (e.g. severe weather).
Stand Down
Where responsibility for the scene of the incident is handed back to the
operator at the conclusion of the response by the emergency services.
6
Plan Activation Procedure
6.1
Person (s) with responsibility for triggering this plan is:
Quayside Manager (Tenant Company)
6.2
Person named above may consult with the following:
Senior Management (Tenant Company)
6.3
6.4
Who will be informed about decision to trigger plan:

Emergency Services

Security personnel on gate

BiFab Security Supervisor

Any Vessel on berth

All supervisors on site

Senior Company personnel

Forth and Tay Navigation Service

Scottish Enterprise

Colliers International (Site Managing Agent for Scottish Enterprise)
Personnel will be notified by any of the following means:
Telephone, mobile telephone, hand-held radio, fax or Email.
7
Management of the Response
7.1
Any person observing an incident must call 999; inform the site operator and
standby to direct the emergency services to the scene of the incident.
7.2
In the case of an incident on board a Vessel alongside at Quayside 1 or
Quayside 2 additional actions will be to inform FTNS and to take appropriate
action using the Vessel’s own resources pending the arrival of the
emergency services.
49
7.3
On the arrival of the emergency services the Quayside Manager will make
himself known to the senior officer present and assist as required with
information and resources.
7.4
In the event of a fire, the Fire and Rescue Service will control the inner
cordon and the police the outer cordon.
7.5
According to the circumstances of the case the Quayside Manager will
arrange for an Incident Management Room (IMR) to be set up to support the
response. A log of events will be commenced and additional personnel
mobilised.
7.6
In the event of a major incident declaration (by the emergency services)
senior personnel should be nominated to attend the Tactical (silver)
command or Strategic (Gold) command.
8
Strategy to Recovery
As the response to the incident progresses the Quayside Manager and
senior personnel will consider what action might be possible to expedite a
return to normality. This action will be discussed with the emergency
services.
9
10
11
Means of communication

Landline telephone: primary means of communication.

Mobile phone: it should be borne in mind that the volume of calls might
overwhelm networks during a major incident. Care should be exercised
when calling 999 by mobile phone to ensure that the correct centres
have been informed.

Hand held radios: may be used to keep contact between the IMR and the
scene of the incident.
Contact Details

Emergency Services: 999

Quayside Manager: TBA by site operators

Incident Management Room: TBA by site operators

Forth & Tay Navigation Services: 01324 498584
Additional Resources
Forth and Tay Navigation Service will be able to mobilise a tug with fire
fighting capability through “Emergency Forth” marine emergency response
plan.
12
Site Operators and Contractors
Will be issued with copies of this plan.
50
13
Welfare of those involved
The Quayside manager will ensure that in the case of a long incident
personnel are relieved at regular intervals to avoid excessive periods of duty.
In addition the Quayside Manager will ensure that catering facilities are
provided in the event of a protracted response.
14
Vulnerable People
The Quayside Manager will ensure that any injured personnel are treated as
soon as possible and evacuated from site.
15
Training Schedule
The plan should be validated at least annually.
51
Emergency Action Card: Any Person Observing an Incident
Call 999 with the following information;
Who?
(Your full name)
What?
(Describe clearly what has happened)
Where?
(Give the location of the incident)
When?
(Give the time of the incident)
Inform Site Operator
Stand by to direct emergency services to scene of incident.
You may be asked to stay on your phone to give updated information and to report
when you can see the emergency response vehicles approaching.
52
Emergency Action Card: Quayside Manager

Ensure that the Emergency Services have been called. If in doubt call 999

Warn Security personnel on gate to expect emergency vehicles. Ensure they
know where to direct them. If necessary send a supervisor to assist.

Advise any Vessel on the berth that an incident has taken place.

Advise all personnel on site that an incident has taken place.

Advise adjacent premises that an incident has taken place.

Advise Senior Company personnel

Advise Forth and Tay Navigation Service

Advise Scottish Enterprise

Meet the emergency services on arrival and brief the senior officer.

Standby to assist with further information and resources.

In the case of a long incident ensure that personnel are relieved at regular
intervals to avoid excessive periods of duty. In addition ensure that catering
facilities are provided in the event of a protracted response.

Ensure that any injured personnel are treated as soon as possible and
evacuated from site.

Arrange for an Incident Management Room (IMR) to be set up to support the
response. Commence a log of events and consider mobilising additional
personnel.
53
Emergency Action Card: Vessel
Call 999
Inform Quayside Manager
Inform FTNS
Follow on board emergency procedures
54
Man Overboard Procedure
Call Coastguard 999 with the following information:
Who?
(Your full name)
What?
(Describe clearly what has happened)
Where?
(Give the location of the incident)
When?
(Give the time of the incident)
Keep person in sight
Reassure
Throw lifebuoy and line
Do not attempt to enter water
Inform Quayside Manager
Inform FTNS
55
SCHEDULE PART 13 - BIFAB EMERGENCY ARRANGEMENTS
Methil site specific emergency arrangements, please note that the appointed person
as set out in the emergency arrangements needs to be appointed by the senior
persons in that area. This is due to personnel changing everyday making it
impractical to put a nominated name down. In order for the procedure to work it
needs to be managed amongst operatives working on 4:30.
METHIL
1
Site Address
Burntisland Fabrications Limited
Fife Energy Park
Wellesley Road
BUCKHAVEN
Fife.
Ky8 3ra
2
3
Emergency Management Team
Martin Adam
6612
Construction Manager
6657
Facilities Co-ordinator
6619
Emergency Alarm
Location
Method of raising alarm
Office (Shop 1)
Continuous ringing bell.
“Break Glass” call points at emergency exits.
Shops 1, 2, 3, Annex,
Supervisors’ Office,
Welfare Facilities
Continuous siren.
“Break Glass” call points at emergency exits.
Shop 4, Stores
Alarm raised by the shout of “Fire”.
Blast/Paint Bay
Alarm raised by the shout of “Fire”.
Rubb Buildings
Alarm raised by the shout of “Fire”.
Quayside (temporary
work location)
Alarm raised by the shout of “Fire”.
Portakabins
Alarm raised by the shout of “Fire”.
New Temporary Office
Block
Continuous ringing bell.
“Break Glass” call points at emergency exits.
56
4
Wardens
Wardens and Deputy Wardens are assigned to each work area. Names of
current appointed Wardens and Deputy Wardens are displayed on the
official HSEQ notice boards located throughout the facility.
5
Location of Assembly Point
5.1
The assembly point is located opposite the Leven end of Shop 1, against the
site perimeter fence. The assembly point is denoted by the green “Assembly
Point” sign. There are additional signs fixed to the fence indicating who
assembles in that area e.g. Office Staff, Welders. Platers, Clients etc.
5.2
In the event that a temporary worksite is established at the quayside during
busy periods then a further Assembly Point will be created there.
6
Headcount Procedure
6.1
Shop Floor Personnel
All operatives will swipe in and then hand their swipe card into their
supervisor. In the event of a fire alarm, Supervisors report to the Assembly
Point and distribute swipe cards to their team members. If a card remains
this is an indication of who may be left in the building. Operatives who forget
their swipe card will sign in at the Security Gatehouse and in the event of a
fire alarm the Security Guard will take this sign in book to the Head Count
Controller.
6.2
Office/Client Personnel New Temporary Office Block
All office/client personnel will swipe in and then place their swipe card in the
rack beside the swipe card station. In the event of a fire alarm, the
Headcount Controller will use a printout of the swipe card clocking to
conduct a roll call.
6.3
Office/Client Personnel Shop 1 and Portacabins
All office/client personnel will swipe in and then place their swipe card in the
rack beside the swipe card station. In the event of a fire alarm, the
Headcount Controller will use a printout of the swipe card clocking to
conduct a roll call.
6.4
Shop 3 Office Staff/ Supervisor’s/ Sub-Contractor Personnel With
Swipe Cards
All office/supervisor’s/sub-contractor personnel will swipe in and then place
their swipe card in the rack located in the supervisor’s offices in shop 3. In
the event of a fire alarm, the Headcount Controller will use a printout of the
swipe card clocking to conduct a roll call.
6.5
Client/ Visitor/ Sub-Contractor Personnel Not On Swipe Card System
57
The Security Guard will collect the visitors/ Sub-Contractors sign in book
from the Security Gatehouse and will take it to the Head Count Controller in
order for the roll call to be carried out.
AFTER HOURS
7
Wardens
Wardens and Deputy Wardens are assigned to each appropriate work area.
Names of current appointed Wardens and Deputy Wardens are displayed on
the official HSEQ notice boards located throughout the facility.
8
Location of Assembly Point
The assembly point is located opposite the Leven end of Shop 1, against the
site perimeter fence. The assembly point is denoted by the green “Assembly
Point” sign. There are additional signs fixed to the fence indicating who
assembles in that area e.g. Office Staff, Welders. Platers, Clients etc.
9
Head Count Procedure
9.1
Shop Floor Personnel
In the event of a fire alarm, Supervisors report to the Assembly Point and
distribute swipe cards to their team members. If a card remains then this is
an indication of who may be left in the building. Operatives who forget their
swipe card will sign in at the Security Gatehouse and in the event of a fire
alarm the Security Guard will take this sign in book to the Head Count
Controller.
9.2
Shop 3 Office Staff/Supervisor’s/Sub-Contractor Personnel With Swipe
Cards
9.2.1 All operatives will swipe in and place their swipe card in the swipe
card rack located in the supervisor’s offices in shop 3. In the event of
a fire alarm, the Appointed Person will collect the swipe card rack
from the office and conduct a roll call by distributing the swipe cards
to operatives. The Appointed Person should only be left with their
own card. If this is not the case then this is an indication of who may
be left in the building.
9.2.2 The Appointed person shall be appointed by consultation between
heads of departments and project management. If possible the role
will be assigned to a fire warden. This information will then be
cascaded to all personnel within the offices to identify their point of
contact during a roll call.
9.3
Office/ Client With Swipe Cards New Temporary Office Block
9.3.1 All operatives will swipe in and place their swipe card in the swipe
card rack located beside the swipe card station. In the event of a fire
alarm, the Appointed Person will collect the swipe card rack from the
corridor and conduct a roll call by distributing the swipe cards to
operatives. The Appointed Person should only be left with their own
58
card. If this is not the case then this is an indication of who may be
left in the building
9.3.2 The Appointed person shall be appointed by consultation between
heads of departments and project management. If possible the role
will be assigned to a fire warden. This information will then be
cascaded to all personnel within the offices to identify their point of
contact during a roll call.
9.4
Office/Client Personnel Shop 1 and Portacabins
9.4.1 All operatives will swipe in and place their swipe card in the swipe
card rack located beside the swipe card station at the office entrance.
In the event of a fire alarm, the Appointed Person will collect the
swipe card rack from the corridor and conduct a roll call by
distributing the swipe cards to operatives. The Appointed Person
should only be left with their own card. If this is not the case then this
is an indication of who may be left in the building
9.4.2 The Appointed person shall be appointed by consultation between
heads of departments and project management. If possible the role
will be assigned to a fire warden. This information will then be
cascaded to all personnel within the offices to identify their point of
contact during a roll call
9.5
Client/ Visitor/ Sub-Contractor Personnel Not On Swipe Card System
9.5.1 Clients/visitors may be on site out with normal BiFab working hours
and must sign in at the Security Gatehouse. In the event of a fire
alarm the Security Guard will collect the visitors/ Sub-Contractors
sign in book from the Security Gatehouse and will take it to the
Appointed Person in order for the roll call to be carried out.
9.5.2 In order for clients to work out with normal BiFab hours project
management must ensure suitable arrangements have been made
for BiFab emergency procedures to be followed. An allocated
representative must be appointed to carry out the client roll call if
there are no personnel working in the offices.
10
Incident Reporting (Out of Hours)
The Health and Safety Executive (HSE) is not an emergency service.
However, they should be contacted out of hours in the following
circumstances:
fatal accidents at work;

accidents where several workers have been seriously injured;

accidents resulting in serious injury to a member of the public;

Accidents and incidents causing major disruption, such as evacuation of
people, closure of roads, large numbers of people going to hospital etc.
If you feel that your incident fits these descriptions, or if you are not sure,
then ring the HSE duty officer on 0151 922 9235.
59
The HSE duty officer will take your message and will ask you for a contact
phone number. They will pass your details to an appropriate HSE officer
(Edinburgh or Glasgow local offices), who may wish to contact you further. If
the HSE Duty Officer number is unobtainable please ring 0151 922 1221
(Duty Press Officer).
All incidents are to be reported to the HSE department at the earliest
opportunity.
TEMPORARY MEASURES
Shop 1 Office

The existing T-Card Board will be used until a swipe card rack is sourced
Shop 3 Office

A temporary T-Card Board has been put into the office to use. Could all
operatives please fill out a T-Card and use this until a swipe card rack is
sourced
60
SCHEDULE PART 14 - INFORMATION FOR BARGE MASTERS
1
This Schedule is intended to summarise the responsibilities of Barge
Masters in charge of Barges alongside at EPF and in particular when
utilising the mooring buoys situated off Q1.
2
In addition information is provided to assist in the selection of an alternative
berth and the formal procedures to be completed with Forth and Tay
Navigation Service.
3
EPF is generally sheltered from the prevailing westerly wind direction. On
occasion however wind or swell with an easterly component may make the
berth untenable. In particular an easterly swell is likely to make conditions
alongside the berth intolerable for a berthed Vessel or Barge due to the
backwash from waves striking the quay wall. (Regulation 7.2)
4
The Barge Master will board the Barge on arrival (in the absence of an
embarked individual) and will act as Tow Master. (Regulation 6.3)
5
Barge Masters are responsible for the safety of their Barges at all times
while alongside. This will include the behaviour of the Barge alongside and
monitoring the actual weather and weather forecasts. (Regulation 6.3)
6
A mooring plan to be ready and a moorings analysis report is to be
completed. (Regulation 6.3)
7
The two buoys situated off Q1 may be made fast to the Barge with mooring
lines to hold the Barge approximately 10m clear of the berth providing the
Rigging Crew can still safely board the Barge to make the tugs fast and let
the moorings go. (Schedule Part 3, paragraph 1)
8
When the mooring buoys are used it remains essential that early action is
taken by Barge Masters in the event of deteriorating weather conditions to
avoid the Barge being unable to clear the berth due to the tugs being unable
to make fast. (Schedule Part 3)
9
Barge Masters are responsible for satisfying themselves that there is
sufficient under keel clearance at all times for their Barges while alongside.
(See Schedule Part 6: RA Control 21.14.1 and Regulation 6.2)
10
In the event of an incident, deteriorating weather or any other circumstance
that may cause concern the Barge Master is to immediately inform FTNS
and take appropriate action that may include vacating the berth. (Regulation
6.2)
11
It is essential that early action be taken by Masters and Barge Masters in the
event of deteriorating weather conditions to avoid a potentially hazardous
situation developing pending the arrival of pilots and tugs. (Schedule Part 1,
paragraph 1)
12
Due to the location of EPF in the outer Forth Estuary, it is essential that at
least notice be given when ordering tugs. Forth Pilots require a minimum of 2
hours notice. NB 3 hours is the minimum notice for emergency attendance.
61
In non-emergency cases, towage should be booked at least the day before,
and or earlier to be sure of tug availability. (Regulation 4.10)
13
It is the responsibility of Masters and Barge Masters to produce a risk
assessment for their particular Vessel or Barge on arrival for the period they
will be alongside taking the preceding guidance into account. The risk
assessment must include the use of the mooring buoys and any change
(required by the particular project) from the limiting weather parameters
given in Schedule Part 3. (Schedule Part 1, paragraph 2)
14
The risk assessment must be forwarded to FTNS together with a completed
Barge Operations Pro Forma Method Statement which can be found here:
Marine Pro-Formas (Regulation 7.6)
15
The risk assessment will include arrangements for an alternative safe berth
in the event of a Barge being towed clear. If no alternative berth is vacant a
deep-sea tug must be available to take over the Barge from the harbour
tugs. (Schedule Part 1, paragraph 2)
16
Alternative Berths
See also http://www.forthports.co.uk/marine/
16.1
16.2
16.3
16.4
Leith

Maximum size of Vessel normally accepted: 210m * 3om

Provides berths in impounded wet dock. No air draft restriction
Grangemouth

Maximum size of Vessel normally accepted: 187m * 27.4m

Provides berths in impounded wet dock
Rosyth

No restriction on LOA or beam.

Provides tidal berths
Admiralty Mooring Buoy

No restriction on LOA or beam.
62
SCHEDULE PART 15 - Q1 PHOTOGRAPHS
1.
General View of Q1 Looking North
63
2.
Q1 Looking North
3.
Q1 Looking South
64
4.
General View Q2.
5.
Q2 Looking South
65
6.
Q2 Looking North
66