DRAFT GUIDELINES FOR TRANSPORTATION OF PETROLEUM PRODUCTS BY

ROAD AND RAIL

CONTENTS( the table will be updated)
1. Tank and Vehicle standards and Specifications
2. Rail transportation
a. Standards
b. Specifications
3. Maintenance, periodic inspections, testing and recertification and relevant
checklists

4. Selection, Operating model , performance measurement and monitoring KPI’s

5. Driver management
a. Recruitment
b. Certification
c. Selection
d. Training

6. Journey management

a. Safe loading pass system

b. Standard operating procedures
c. Fatigue management
d. Trip management
e. relevant checklist

7. Emergency response plan, Incident reporting and evaluation

8. Licensing of transporters
a. requirements
b. Licencing Process
c. Supporting forms

9. Pricing Framework For Transportation Of Petroleum Products And Incentives

Framework
10. Public Awareness Strategy
11. Appendices

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1. Tank and Vehicle standards and Specifications
1.1 Tank Design
1.1.1 General
A tank and its ancillary equipment shall have been designed in accordance with
sound engineering principles, due consideration having been given to
expected road conditions.

1.1.2 Capacity

The tank, which may be of the single-compartment or multi-compartment type,

shall have a total volume capacity (including ullage of between 2.5% and 5% of
that capacity at 470C of the liquid) as required. In addition, the total-volume
capacity of a tank calculated on the liquid density of the product that is to be
transported shall be such that when the road tank vehicle is fully loaded, its
mass does not exceed the appropriate requirements of the Road Traffic Act.

The volumetric quantity carried in the compartment shall be as calibrated by

Authorised Agency and the ullage mark sealed.
The Authorised Agency shall conduct tank calibration and issue a certificate at
least once a year or during the following instances;
a) After the ullage marks have been disturbed
b) After major repairs have been carried out on the tank
c) After vehicle combination changes
d) After any damage to the shell of the tank
e) After any change of ownership

The ullage marks shall be secured with Authorised Agency and Measures
tamper proof seals.

1.1.3 Shape

The tank may be of circular, elliptical or any other acceptable cross-section and
shall be self-draining.

1.1.4 Maximum stress value

The maximum calculated stress value of a tank (including all stresses) shall not
exceed 20% of the tensile strength of the material used for its construction.

1.1.5 Design pressure

The design pressure shall be at least 23 kPa plus the pressure exerted by the
static head of liquid in the fully loaded tank in the normal position. This shall be
based on the greater of the density at 20 0C of the flammable liquid for which
the tank is being designed or 865kg/m3.

1.1.6 Dynamic loading

Each tank and its components and ancillary equipment shall be designed to
withstand dynamic loading in all directions and for all load configurations.

1.1.7 Additional loads

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The following additional loads shall be taken into account and where applicable,
a vector summation of all the loads under dynamic loading conditions shall be
made:
a) superimposed loads such as operating equipment, insulation, linings,
hose tubes, cabinets and piping.
b) reactions at supporting lugs and at saddles or other supports;
c) differential thermal expansion of dissimilar metals

1.1.8 Distribution of loads

The loads from supports shall be borne by bulkheads, baffles or ring stiffeners
and shall be distributed as widely over the members as is practicable by using
pads, gussets or other appropriate means of avoiding stress concentration.

1.1.9 Towing
For tank trailers the calculated D-value of the Tow-eye and the Tow- hitch shall
always be less than that of the actual rating on the Tow-eye. The tow-eye and
the tow hitch shall both be supplied by an approved supplier.

1.1.10 Shell, heads, bulkheads and baffles

1.1.10.1 Thickness of the shell, heads, bulkheads and baffles
Thickness of the shell, the heads and where fitted, the bulkheads and baffles
shall be:
a) such that, under dynamic loading conditions, the maximum stress
value is not exceeded and
b) not less than the relevant minimum given value as appropriate and in
no case except at the knuckle-radius, shall the thickness of a tank head
be less than the thickness of the shell.

1.2 CONSTRUCTION
1.2.1 General
All welding shall be carried out by a certified welder by means of an acceptable
welding process and using a suitable filler metal. The welding procedure used
shall be such as to ensure that the filler metal, the heat affected zone and the
surrounding parent metal are free from cracks, unacceptable cavities and
trapped slag, and when relevant, acceptable free from tungsten inclusions. Butt
welds shall have complete penetration. Fillet welds shall have a leg length at
least equal to the thickness of the thinner of the parts being joined.

NOTE
The welding of aluminium alloys should be carried out in accordance with a
relevant standard

1.2.2 Welding
1.2.2.1 Welds in steel and stainless steel
The mechanical properties of welded joints shall be equal to at least 85% of
(and the corrosion resistance at least equal to) the minimum specified for the
parent metal.

1.2.2.2 Welds in aluminium alloys

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When subjected to transverse tensile test, a weld joint in an aluminium alloy,
with the reinforcement removed shall have a tensile strength of at least the
relevant value given below.
In the case of a joint between two dissimilar alloys, the tensile strength shall be
at least that of the alloy that has the lower tensile strength.

1.2.3 Baffle and ring stiffener joints

A baffle (or baffle-attaching ring) or a ring stiffener used for tank reinforcement
shall be fully welded around the circumference of the tank.

1.2.4 Overturn protection

Each closure for opening (but not limited to) manhole, fill or inspection
openings and each valve fitting, pressure relief device, vapour recovery stop
valve or the filling retaining located within the upper two-thirds of a cargo tank
circumference (or cross-section perimeter in the case of non-circular tanks)
shall be protected by being enclosed inside the body of the tank or by being
enclosed inside an overturn damage protection device or being 125% as strong
as such damage protection device would be.

a. An overturn damage protection device on a road tank shall be designed and

installed to withstand any load normal (perpendicular to the tank surface) or
tangential (in any direction perpendicular to the normal load) to the tank shell,
applied anywhere over the protected part of the tank and equal to at least twice
the weight of the load tank vehicle. The design shall be based on the ultimate
strength of the material used.
These design loads may be considered independently. If more than one
overturn protection device is used, each device shall be capable of carrying its
proportionate share of the applicable loads and in each case at least a quarter
of the applicable total tangential load. The design shall by means of
calculations, tests, or a combination of test and calculations be proven capable
of carrying the applicable loads. Deformation of the damage protection device
is acceptable provided that the devices being protected are not damaged.

b. An overturn damage protection device that would otherwise allow the

accumulation of liquid on the top of the tank shall be provided with drain that
directs the liquid to a safe point of discharge, away from any structural
component of the road tank vehicle.

c. The overturn damage protection device shall be so constructed to at least 60

mm above the manhole covers.

1.2.5 Manholes and Fill openings

Each tank compartment shall be provided with a manhole of diameter at least
400 mm, or with a 400 mm X 300 mm oval manhole. The manhole cover can
be fitted with a hatch for opening and filling. The manhole cover and when
relevant the hatch closure, shall not leak or fail when the tank is subjected to
Hydrostatic or Pneumatic Pressure test. The manhole shall always be in the
centre.

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1.2.6 Road Clearance
Sufficient and adequate clearance as below should be afforded the tank from
the road.
a. Width of 2.4m
b. Height of 4.6m
c. Length of 22m
1.2.7 Rear-end Protection
Every road tanker should have rear-end protection.
a. The device should be able to protect the tank and the piping in the event of
a rear-end collision and minimize the possibility of any part of the colliding
vehicle striking the tank.
b. The bottom surface of the device should be at least 10 cm below the lowest
component, containing lading whilst in transit and at most, 150 cm from the
ground when the tank is empty.
c. The rear-end protection, such as the bumper, should be located at least 15
cm to the rear of any vehicle component or tank fitting etc.
d. The following conditions apply to rear-end protection consisting of separate
sections:
i. Any piping located at the rear of the vehicle should be equipped with a
sacrificial device outboard of a shut-off valve.
ii. The separation between sections should be limited to 60 cm at most.

1.3 FITTINGS AND ATTACHMENTS

1.3.1 General
All attachments to a tank shall be made from materials that are compatible with
the material of the tank. The filling and discharge devices (including flanges and
threaded plugs) and any protective caps shall be capable of being secured
against unintended opening.

1.3.2 Gauging
a. Unless the vehicle tank is to be filled by weight, there should be a gauging
device that indicates the maximum permitted liquid level. (Gauge glasses are
not permitted).
b. All tanks/containers should carry accepted means of determining size of the
cargo.
c. Such indicators/tools should be calibrated, maintained, stored and protected
from damage.

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1.3.3 Calibration
a. All road tank vehicles should be calibrated by the manufacturer or an
approved authority.
b. All tanks should be calibrated such that the minimum and maximum
volumes are established and, where required, provided with a calibrated
measurement tool and documented tank table.
c. Where invasive means of gauging/measurement are used, ports and
openings should be provided with means of isolation.
d. Certification of the calibrated tank tables should be maintained as required
by the authorities having jurisdiction.

1.3.4 Valves
1.3.4.1 Design and mounting
Each liquid discharge opening shall be provided with a spring-loaded valve that
opens towards the tank interior and is of a type that, when de-energised, will
close automatically (fail safe). The valve seat shall be located within the
mounting pad and the valve stem shall not be attached to the actuator.
The valve assembly shall be of a design such that in the event of an accident
the actuator and the outlet pipe can break away, causing the valve to close
automatically (fail safe). Alternatively, where the valves do not have a
breakaway section, they shall be adequately protected by an under-rail damage
protection device.

1.3.4.2 Controls
Valve actuators shall be operated by spring-loaded mechanical levers, hydraulic
or pneumatic means, with controls designed to give rapid response. An
additional spring loaded mechanical lever, hydraulic or pneumatic control
(emergency trip) shall be situated in a position away from any discharge point,
and an acceptable means of automatically closing the valve(s) in the event of a
fire shall be provided.

1.3.5 Vents
Each tank compartment shall be provided with at least one pressure-and-
vacuum vent that is so designed as to prevent loss of liquid through the vent
owing to surge or to the vehicle's overturning. The vent(s) shall be mounted,
shielded and drained in such a manner as to prevent the accumulation of water.
The exit of all vents other than emergency vents shall be covered with wire
gauze of nominal aperture size in the range 425µm to 600µm. Each vent shall
comply with the appropriate requirements given in MS849:2011.

1.3.5.1 Emergency vents

The following requirements shall be complied with:-
a) Each tank or compartment of a tank (as relevant) shall be fitted with
one or more emergency vents in accordance with EN14596 to relieve
internal pressure surges, which might cause the tank to rapture in case of
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 an accident, and to relieve internal pressure build-up due to excessive
product temperature in case of a fire.
b) The vent(s) may be fitted as part of the manhole cover or, it may be
fitted directly to the top of the compartment.

1.3.6 Vapour recovery system

1.3.6.1 The tank shall be fitted with a vapour recovery system that conforms to
the following:
a) Collector manifolds and down pipes shall be of a cross sectional area of
at least equal to that of a pipe with inside diameter 100 mm;
b) Each individual compartment vapour transfer valve shall be connected
in series to the respective compartment bottom valve (the compartment
vapour vent will be open before the compartment bottom valve opens);
c) The vapour transfer valve shall comply with EN 13082;
d) The coaming vent shall be of a normally open type and shall close to
the atmosphere upon coupling of the vapour recover coupler from the
loading installation. It shall operate on a fail-safe principle and shall
incorporate a pressure and vacuum venting function should the pressure
inside the collector manifold exceed 23 kPa or the vacuum exceed 5 kPa.
e) The maximum back pressure of the entire vapour recovery system
shall not exceed 5.5 kPa

1.3.6.2 The vapour recovery adaptor shall be in a location suitable to local

operations and may fall outside the requirements of the recommended
standard.

1.3.6.3 The vapour recovery adaptor shall comply with EN 13081

1.3.7 Overfill protection

1.3.7.1 Tanks shall be fitted with an effective overfill prevention system, which
shall terminate loading when an overfill situation is reached, by either shutting
the bottom valves on the vehicle;

1.3.7.2 The overfill prevention system shall be installed such that product
spillage is prevented, taking into account the flow rates of the loading facility
and the reaction time of the various system elements. In no case shall an
overfill system “trigger” when the remaining ullage in the compartment being
loaded is:
a) Less than 200 litres for a vehicle fitted with pneumatic sensors
b) Less than 150 litres for a vehicle fitted with electronic

1.3.7.3 The trigger level shall be measured between the product level and the
inlet to the compartment vapour vent;

1.3.7.4 Each individual compartment shall be fitted with a separate overfill

sensor.

1.3.7.5 The overfill system shall be configured such that when any one sensor
senses an overfill condition, the complete bottom loading action for the vehicle

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is terminated. No further loading shall be allowed until the overfill condition has
been rectified in the relevant compartments.

1.3.7.6 Where overfill sensors are of an adjustable type, means shall be

provided to seal the adjustment mechanism with a seal that shall indicate
tampering after initial adjustment.

NOTE An example of a typical seal used is a “meter” seal.

1.3.7.7 Overfill protection systems shall not be fitted with over-ride

mechanisms (which can be used to de-activate the system whilst loading the
vehicle).

1.3.7.8 Where overfill protection systems are fitted with a standard open
(electrical contact open when air pressure is not applied) pressure switch which
serves to provide the electrical signal that an overfill sensor has triggered, the
pressure setting of the switch shall be such that the switching to the open
position occurs at 110 % of the minimum pneumatic control system operating
pressure on the vehicle.

1.3.8 Electrical Overfill systems

1.3.8.1 Electronic overfill prevention systems shall comply with EN 13922.

1.3.8.2 Where an electronic overfill sensor has been fitted together with a
pneumatic sensor to a tank compartment, the electronic sensor shall be set to
trigger at an approximate 20 mm height before the pneumatic sensor triggers.

1.3.9 Piping and fittings

The piping and fittings shall have been designed for the pressure involved and
before attachment to the tank, shall have been subjected in accordance with
Hydrostatic or Pneumatic Testing of Pipes, Valves, Manifold and Fittings, to a
pressure of 200 kPa but in the case of valves, manifolds and fittings that are
subject to bottom loading, to a pressure of 800 kPa and shall have shown no
sign of leaking.
Piping and fittings shall comply with the following requirements
a. They shall not project beyond the sides or the ends of the vehicle and
shall be so protected as to minimize accidental damage.
b. Piping and flexible couplings shall be designed for a maximum flow rate
of 7m3/min, and to withstand the most severe combined stresses of the
vapour pressure of the product at a temperature of 55 0C and either the
superimposed pumping pressure or the shock loadings caused by vehicle
movements.
c. Fill pipes of diameter exceeding 50 mm shall terminate not less than 50
mm and not more than the pipe diameter from the bottom of the tank
while fill pipes of diameter 50 mm and smaller shall terminate not more
than 50 mm and not less than the pipe diameter from the bottom of the
tank.
d. Unless located inside the manhole cover, a fill shall

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 i. be vented to the vapour space of the tank by a vent of diameter
at least 10 mm (or equivalent area), fitted with wire gauze of
nominal aperture size in the range 425 mm to 600 mm and so
shrouded as to redirect the liquid down to the fill pipe and
ii. have a closure of a type such that excess pressure is
automatically relieved before the closure is opened.

1.3.10 Dip tubes

Where a dip opening is provided, it shall comply with the relevant requirements
for venting and pressure relief. The tube shall be stayed and of length such
that it will guide the dip stick towards a reinforcing plate of thinness at least
equal to that of the tank shell but not less than 3 mm.

1.3.11 Access to manholes and fill openings (Tank-top access)

Where tank-top access is required, it shall be done by means of a sturdy and
safe access ladder, provided with handholds at the top to allow the operator to
easily and safely access the tank top.
Fixed tank-top access ladders shall be fitted against the tank at an angle of
900 max, measured between the vertical ladder and the ground (MS 849.2011).
The tank top shall be skid proof.
All tankers shall be equipped with a retractable hand rail.

1.3.12 Attachment of non-liquid carrying openings

Where practicable, attachment of non-liquid carrying components shall be made
to the overturn damage protection device or sub frame of the vehicle and the
following requirements shall in all cases be complied with:
a. Attachment of heavy components to the shell or head of the tank shall
be made by means of mounting pads of shape and size such that
excessive stress concentration on the tank is prevented.

The thickness of a pad shall not exceed the thickness of the shell or head
(as relevant) or the weld joint design shall be such that, when force is
applied in the region of the pad, shear failure of the weld will occur
without causing the tank to rupture
b. Skirting structures, conduit clips, brake line clips and similar light
components of a suitable metal of thickness not exceeding 70% of that of
the shell or head to which they will be attached, or of construction or
material appreciably less strong than the shell or head, may be secured
directly to the shell or head provided that each component is so designed
and installed that damage will not affect the flammable-liquid retention
integrity of the tank. Light components shall be secured to the tank shell
by continuous welding or in such a manner as to preclude formation of
pockets that could become sites for corrosion.

1.4 PUMPING SYSTEMS

1.4.1 Power source
Where a pumping system is fitted to the vehicle, it shall be driven by one of the
following means:
a. the tractive engine of the vehicle
b. a flameproof electric motor (relevant standard);

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 c. an air motor or an hydraulic motor or
d. an auxiliary compression-ignition engine of sound design and construction
complying to the requirements of MS 849 and;
I. has an air intake, fitted with an efficient flame arrester or located in a
position such that in the case of a backfire, flammable vapour in the
atmosphere will not be ignited
II. has an exhaust system free from leaks, that is mounted at least 100
mm from the tank and from all liquid-carrying components and that
discharges the gases at the rear of the cab
III. has an electrical system (if fitted) that complies with the applicable
requirements of a relevant standard and
IV. is located in a suitable position and so shielded that flammable vapours
are not drawn towards the engine and that spillages or leaks do not
come into contact with the engine or the exhaust system but that is
not so enclosed that overheating or the accumulation of explosive
vapours can occur.

WARNING- A spark-ignition auxiliary engine shall not be used to operate the

pumping system.

1.4.2 Pumps
The pump shall be suitable for the required application and shall have a
rotational speed that is so controlled that the rating of the pump cannot be
exceeded. The body shall be non-porous and made of a non-flammable
material. The pump shall be mounted on the vehicle in a suitable position and
protected from accidental damage.

1.4.3 Working pressure

The working pressure of a pumping system shall be as required. The entire
system after assembly, when hydraulically tested in accordance with 6.4 at its
normal working pressure, shall not leak.

1.5 HOSES
1.5.1 Normal hoses
A normal hose for the conveyance of flammable liquids shall be compatible with
the liquid to be transported and its length, normal size, maximum working
pressure and type(which shall be one of the following:
a. a hose that has electrical continuity or
b. a hose that has an anti-static cover and no electrical bonding(1m length shall
have not less than 104Ω and not more than 107Ω electrical resistance)
A hose shall withstand a pressure of 1.5 times the maximum working pressure
without bursting.
Normal hoses shall comply with all the relevant requirements of or its
equivalent.
Hoses and related couplers shall be self-draining into areas where drainage of
spilt product will not cause any safety hazard.

1.5.2 Aircraft fuelling hoses

When an aircraft fuelling hose is specified it shall comply with all the relevant
requirements of EN 13765

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1.6 THE ROAD TANK VEHICLE
1.6.1 Cab
a) The cab of a road tank vehicle shall be of sound design and
construction and so mounted that a distance of at least 150 mm is
provided between the back of the cab and the front of the tank.
b) Where a steel cab is fitted, it shall preferably be insulated with a
material that has a fire rating of class II and in the case of a glass-
reinforced polyester cab, the laminate shall be flame retarded.
c) Where a window is provided in the back of the cab, it shall be non-
opening and of safety glass that complies with the relevant requirements
of MS 849:2011
d) Provision shall be made for the fitment of a removable orange diamond
plate at the front of the vehicle when the vehicle is loaded and as long as
it has not been degassed.
e) A special clearly marked document holder shall be mounted in a
conspicuous position in the cab. If the vehicle is used for different
commodities on different legs of a trip, a lockable document storage
container shall be mounted in a conspicuous position in the cab
f) A fire extinguisher complying with SANS 1910 shall be located in an
easily accessible position for the driver to reach whilst in the driving seat.

1.6.2 Shielding of engine

Where the engine or any component part of the engine extends beyond or is
exposed at the rear of the cab, it shall be shielded from overhead spillage by a
metal shield. Care shall be taken to ensure that engine cooling is not restricted
(MS 849:2011)

1.6.3 Chassis and mounting of tank(s)

The chassis of a road tank vehicle and the means of attachment of tank(s) shall
be designed to withstand the loading based on the mass of the fully loaded
tank(s) complete with fittings and attachments subject to a permissible stress
of not more than the value given in terms of Maximum Stress value. The
tank(s) shall form an integral part of or be attached to the chassis in a positive
and safe manner and such that relative movement between a tank and the
chassis is restricted and no excessive stress due to loading or vehicle
movement is introduced into the shell.
In the case of a return haulier, the tank must be “attached to the chassis in a
positive and safe manner such that relative movement between a tank and the
chassis (trailer in our case) is restricted and no excessive stress due to loading
or vehicle movement is introduced into the shell.”

1.6.4 Stability The height of the centroid of the tank cross-section at half the
tank length shall fall within an isosceles triangle that has a base length at
ground level equal to the overall width between the outside walls of the outside
tyres of the major load axles and that has base angles not exceeding 62 0.

1.6.5 Demountable tanks

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A demountable tank shall comply with all the appropriate requirements of this
standard, except that an ISO container tank designed for the conveyance of
petroleum-based flammable liquids may be used, provided that such a tank is
properly secured to the truck through the bottom corner fittings by means of
acceptable securing devices, e.g. twist locks or pin-type securing devices.
When so required, a demountable tank shall be fitted with lifting lugs. Such lugs
shall be so designed as to withstand the maximum stress values induced when
a fully loaded tank is being lifted. A demountable tank of capacity not exceeding
3,000 litres shall be exempted from the requirements given in
a) emergency vents and
b) overturn protection provided that each fitting is protected by (at least) a
vertical metal strip a thickness at least 4.5 mm and that extends continuously
around it and projects at least 25 mm above the fitting (or unless each fitting is
provided with equivalent protection).

1.6.6 Mudguards
All tyres on the horse and the trailer shall be fitted with effective mudguards
covering at least the full width of the tyres on the wheel position.

1.6.7 Emergency spill kits

All vehicles shall carry emergency spill kits for containment of spillages. The
contents of Spill kit shall include: Absorbents, Neutralizers, Personal Protective
equipment, Tools for clean up.

1.6.8 First aid Kit

All vehicles shall carry a first aid kit on the cab in accordance with the
requirements of the DRTSS (Directorate of Road Traffic and Safety Services)
6.8.9 No bypass on overfill protector and vapour recovery system
In no case shall a bypass system be installed on an overfill protection and or
vapour recovery system.

1.6.9 Reverse buzzer

A reverse buzzer shall be so fitted to provide warning when the vehicle is
moving in reverse.

1.6.10 Provision of beacon

All vehicles shall be fitted with an umber beacon on the cab.

1.6.11 Drive away prevention

Drive away prevention mechanism shall be so fitted to prevent the vehicle being
moved while loading or offloading.

1.6.12 Placard and document holders

1.6.12.1 Holders for identification placards
Holders for identification placards shall be fitted on each side and rear of a tank.
Holders shall be of such size and shape that suitable placards can be fitted that
identify the type of liquid being conveyed and describe the action to be taken in
the event of an emergency. The placard holders shall be at least 710 mm by
410 mm.

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1.6.12.2 Document holder in cab
A container shall be provided to store emergency information documents during
transportation. The container shall be installed as a permanent fixture towards
the front of the cab and near the centre of the cab so that the documents can
be reached in an emergency, either from the inside of the cab or through a
broken front windshield.
The container shall be orange in colour and shall be marked with the word
“DOCUMENTS”. The holder shall be large enough to store:
i. Tremcards(Transport Emergency cards),
ii. Dangerous goods information,
iii. Route information.
No other items shall be stored in the document holder.

1.6.12.3 Document storage container

A separate unmarked container shall be available to hold any documents related
to the current load such as signed-off delivery notes for offloaded products.

1.6.13 Electrical Equipment

1.6.13.1 Electrical System
The electrical system shall comply with the requirements given below and shall
be certified through a valid electrical certificate issued by a qualified auto-
electrical practitioner or institution registered with relevant authority.

1.6.13.2 Wiring
The conductors shall be large enough to avoid overheating. Conductors shall be
adequately insulated. All circuits shall be protected by fuses or by automatic
circuit breakers, except for the following;
a) From the battery to the cold start and stopping systems of the engine.
b) From the battery to the alternator
c) From the alternator to the fuse or circuit breaker box and
d) From the battery to the starter motor and from the battery to the power
control housing of the endurance braking system if this system is electrical or
electromagnetic.
The above protective systems shall be as short as possible.
The cables shall be securely fastened and positioned in such a way that the
conductors are adequately protected against mechanical and thermal stresses.

1.6.13.3 Battery master switch

The vehicle shall be fitted with a master switch comprising the following
requirements:
a) A four pole isolating switch for breaking the electrical circuits shall be placed
as close to the battery as is practicable. It shall be protected against
inadvertent operation and shall be easily operated by someone standing next to
the vehicle.
b) The switch shall have a casing with protection degree IP 65 in accordance
with IEC 60529
c) The cable connections on the switch shall be of protection degree IP 54.
However this does not apply if these connections are contained in housing, such

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as the battery box. In this case it is sufficient to insulate the connections
against short circuits, for example with rubber cap.
d) Shall be labelled
Where jump-start sockets are fitted, these shall be connected to the switched
side of the battery master switch and shall either be installed inside the battery
enclosure or in a separate enclosure.

1.6.13.4 Battery
1.6.13.4.1 The battery terminals shall be electrically insulated and covered by a
non-conducting battery box cover. If the batteries are not located under the
engine bonnet they shall be fitted with a vented box.

1.6.13.4.2 The batteries shall be properly secured by clamping to ensure

minimum movement.

1.6.13.4.3 Batteries with cell to cell connection exposed shall not be allowed.

1.6.13.5 Permanently Energized Circuits

Those parts of the electrical installation that include the leads that remain
energized when the battery master switch is open shall be suitable for use in
hazardous areas. Such equipment shall meet the general requirements.
a) Permanently energized electrical equipment shall meet the requirements for
zone 1 for electrical equipment in general, or shall meet the requirements for
zone 2 of electrical equipment situated in the drivers cab, and
b) The requirements for explosion group II, temperature class T6 shall be met.

Note :( A classification of T1 means the minimum ignition temperature is >450°

C [842° F]. A classification of T6 means the minimum ignition temperature is
>85° C [185° F].)

1.6.13.6 Electrical Installation at the rear of the drivers cab.

1.6.13.6.1 General
Electrical installations to the rear of the cab shall comply with the following
requirements:
a) electrical junction boxes and other equipment shall not be installed in
positions where there is a risk of product spillage onto such equipment from
leaking valves, pipelines and product handling activities, such as loading and
discharge,
b) all connections shall be made in secure junction boxes using fixed terminals
or in moulded conduit branches,
c) cable entry into the junction boxes shall be by means of suitable glands,
d) electrical connections shall not make use of open contacts, connections by
means of piercing contacts and push-in connections, unless the latter are fitted
with a durable mechanical latch,
e) electrical equipment installed adjacent to equipment and areas that might
vent to the atmosphere, including the bottom loading and vapour recovery
adaptors, shall comply with the requirements in Table 1 This does not include
permanently energized equipment.

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TABLE 1 — DISTANCES FROM SOURCE OF VAPOUR/LIQUID RELEASE TO
ELECTRICAL EQUIPMENT

1 2
Distance from source of Equipment requirement
vapour/liquid release
Less than 500 mm Suitable for Zone 2 operation
(refer to MS……..)
From 500 mm to 1000 mm Totally protected against dust
ingress and Protected against low
pressure water jets from any
direction. Limited ingress
permitted
Greater than 1000 mm No restriction

1.6.13.6.2 Wiring
The wiring located to the rear of the drivers cab shall be protected against
impact, abrasion and chafing during normal vehicle operation. The sensor
cables of anti-lock braking devices do not need additional protection.

1.6.13.6.3 Lighting
Lamp bulbs with screw caps shall not be used.

1.6.13.6.4 Electrical Connections

Electrical connections between motor vehicles and trailers shall be of protection
degree IP 54 in accordance with IEC 60529 and shall be designed to prevent
accidental disconnection. Examples of appropriate connections are given in ISO
7638-1 and ISO 7638-2.

1.6.13.6.5 Electrical bonding

The chassis, tank, piping and associated equipment, including all covers shall be
so bonded together as to ensure electrical continuity. This bonding shall be
connected to two clearly marked earthing points one on each side of the
vehicle, each of which shall be connected to the earth bond wire when the tank
is being filled or discharged. The final discharge electrical hose connection shall
be bonded to the road tank vehicle or shall be completely insulated from the
road tank vehicle by means of an insulating block or a non-conductive hose. No
earth point shall be insulated or painted.

1.7 BRAKING EQUIPMENT

1.7.1 General requirements

Motor vehicles shall comply with the requirement of Anti-lock braking system
and Endurance Braking System

1.7.2 Anti-lock Braking System

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Motor vehicles of GVM exceeding 16 000 kg, and motor vehicles authorized to
tow trailers of GVM exceeding 10 000 kg, shall be equipped with anti-lock
braking systems.
Trailers of GVM exceeding 10 000 kg shall be equipped with anti-lock braking
systems.

1.7.3 Endurance Braking system

Motor vehicles of GVM exceeding 16 000 kg, and motor vehicles authorized to
tow trailers of GVM exceeding 10 000 kg, shall be fitted with endurance braking
system. The system may be a single device or a combination of several devices
and each device may have its own control.
The effectiveness of the endurance braking system shall be so controlled by the
anti-lock braking system that the axle(s) braked by the endurance system
cannot be locked by the endurance braking system at speeds above 15 km/h.
This requirement shall not apply to that part of braking system constituted by
natural engine braking.

1.8 PREVENTION OF FIRE RISKS

1.8.1 Vehicle Cab
Any windows in the rear of the cab or in the shield shall be hermetically closed
and shall be made of fire resistant safety glass with fire resistant frames that
prevent the glass from falling out in the event of a fire. Furthermore there shall
be a clear space of at least 150mm between the tank and the cab or the tank
and the shield.

1.8.2 Fuel Tanks

In the event of any leakage from the fuel tank(s) supply of the vehicle, the fuel
shall drain to the ground without coming into contact with hot parts of the
vehicle or the load.

1.8.3 Exhaust System

The exhaust shall discharge sideward on the right hand side of the vehicle at
the point not closer than 1m from any tank outlet or liquid discharge point.
Parts of the exhaust situated directly below the fuel tanks shall either have a
clearance of at least 1000 mm or be protected by a thermal shield.

1.8.4 Endurance Braking

Vehicles equipped with endurance braking systems that raise the temperature
and that are placed behind the rear wall of the driver’s cab, shall be equipped
with thermal shield, securely fixed and located between the system and the
tank or load so as to avoid any heating, even local, of the tank wall or the load.
In addition, the thermal shield shall protect the braking system against any
outflow or leakage, even accidental, of the load. Protection that includes a twin-
shell shield is considered satisfactory.

1.8.5 Combustion heaters for heavy fuel oil and bitumen road tank vehicles

1.8.5.1 Combustion heaters and their exhaust gas routing shall be so designed,
located and protected or covered as to prevent any unacceptable risk of heating
or ignition of the load. This requirement shall be considered to have been

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complied with if the fuel tank and the exhaust system of the appliance comply
with the requirements equivalent to those prescribed for fuel tanks and exhaust
system in an Anti-lock Braking System and Endurance Braking respectively.

1.8.5.2 Combustion heaters shall be capable of being put out of operation by at

least the following methods:
a) intentional manual switching from the driver’s cab;
b) stopping of the vehicle engine, in which case the heating device may be
restarted manually by the driver;
c) start-up of a feed pump on the vehicle for the dangerous goods carried.

1.8.5.3 The combustion heater shall be switched on manually. Programming

devices shall not be used.

1.9 FIRE EXTINGUISHERS

One portable 4.5 kg dry chemical powder Fire Extinguisher (or any acceptable
type) shall be carried in the cabin. Two portable fire extinguishers shall be
carried on the outside of each road tank vehicle, one on each side. An
extinguisher shall be of the multipurpose dry powder type (suitable for fires of
classes A, B, and C) and shall comply with the relevant requirements of SANS
1910 and be of capacity at least 9.0 Kg. The suitable mounting position
provided for the extinguishers must allow for easy access to the equipment.
The fire extinguisher shall be fully charged, serviced by a competent service
provider, have a service sticker indicating the service date and the next service
date that is whether proof with indelible marking.
Multiple combination vehicles shall carry one fire extinguisher per unit in the
combination; rigid vehicles shall have two fire extinguishers and on a truck
tractor as in the case of ISO containers there shall be two fire extinguishers.

1.10 REAR BUMPER AND UNDER RUN

Stout steel guards on the frame of the vehicle shall be used to protect the lower
part of the rear of the tank and piping in the event of a collision and to
minimize the possibility that the tank will be struck by any part of a colliding
vehicle. The tank must not go beyond the chassis. The rear bumper shall be
placed at least 300 mm beyond the rear end of the tank
Road tank vehicles of GVM exceeding 3500 kg shall be fitted with rear and side
under run protection devices at a maximum height of 500mm from the ground.

1.11 MANHOLE COVERS

Manhole cover, including fill openings shall comply with the requirements of one
of the following tests:
a) a drop test after which there shall be no leakage
b) a pressure test.
The unit shall be structurally capable of withstanding, without leakage or
permanent deformation that would affect its structural integrity, the greater of
a static internal fluid pressure of 25 KPa or the tank test pressure.

1.12 TYRES
All tyres shall be in good condition. A combination of steel belted and nylon
tyres on the same side of an axle shall be prohibited. No re-treaded

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combination on any axial either horse or trailer. The minimum tread depth shall
be 3mm.
The vehicle shall have a minimum of one spare tyre within the manufactures
shelf life.

1.13 ELECTRICAL CONTINUITY

1.13.1 Metal-to-metal connections shall have a continuity of less than 10 ohms.
1.13.2 Non-metallic conductive components shall be installed such that that
electrical continuity with the adjacent component is less than 106 ohms.
1.13.3 Tanks shall be mounted such that the electrical conductivity between the
tank and the wheels does not exceed 10 ohms and between the tank and the
road surface does not exceed 106 ohms.

1.14 SPEED LIMITING DEVICE

Road Tank Vehicles shall be fitted with speed limiters.

1.15 MARKING
1.15.1 Tanks
The tank serial number shall be stamped on a suitable part of the tank. Each
tank shall in addition bear the following information legibly and durably marked
on a flameproof data and inspection plate that is adequately secured to the tank
or attached structure and that is preferably located on the left side (facing
forward) of the tank near the front and in a place readily accessible for
inspection:
a) the manufacturer's name trade name or trade mark
b) the serial number of the tank
c) the date of manufacture
d) the date of test
e) the design pressure
f) the tank capacity in litres per compartment (front to rear)
g) the maximum liquid load in kilograms
h) the maximum design liquid density in kilograms per cubic metre
i) the maximum fill rate in litres per minute and pressure, in kilopascals
j) the maximum discharge rate in litres per minute and

1.15.2 Vents
Each vent shall be legibly and durably marked with its flow capacity and the
pressure at which this was determined or with a reference number. Where a
vent is marked with a reference number the supplier shall provide, in a
pamphlet or booklet details of the flow capacity and pressure for that reference
number.

1.15.3 Warning signs (HAZCHEM, Reflectors, No smoking, No naked

flame and Switch off Cell phone)
1.15.3.1 For the purpose of fire handling alert, each tanker must carry
HAZCHEM signs and adjacent No smoking and No Naked Flame signs at the
rear and at the front side of the cargo tank.

1.15.3.2 The tank trailer must have high density orange reflectors along its
sides for the safety of other road users. The reflectors shall be continuous along
the sides of the tractor, tanks or trailer.
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 1.15.3.3 The rear of the trailer shall have a chevron and adequate red reflectors

1.15.3.4 The tractor and the trailer(s) shall have certified number plates for
easy identification

2. RAIL TANKER STANDARDS AND SPECIFICATIONS

2.0 REQUIREMENTS

2.1 GENERAL REQUIREMENTS

Rail tank wagons and their ancillary equipment shall comply with all the
relevant statutory requirements and regulations for the transportation of
Petroleum Products by rail.

Railways should meet licence requirements of the standard.

These rail tank wagons are meant for carrying liquid petroleum products. A
payload density of 1000kg/m3 shall be provided in the wagon.

The rail tank wagon shall have an approximate tare weight and axle load as
approved from time to time by the Government.

2.2 MATERIALS

2.2.1 MATERIALS FOR TANKS

Stainless steel or carbon steel may be used. Aluminium is not recommended as

a material of construction of the tank because it has much less impact and fire
resistance than carbon steel or stainless steel.
The interior of the tank should be coated with epoxy lining where the tank
wagon is to be used for the transportation of Jet A1.

2.2.1.1 Steel

A suitable low carbon or high-strength low alloy steel shall be of weldable

quality and shall have physical properties at least equal to the appropriate
minimum given in table 2

TABLE 2 – MINIMUM PHYSICAL PROPERTIES OF STEEL (OTHER

THAN STAINLESS STEEL)
Physical property Low carbon steel High-strength low
alloy steel

Yield stress, MPa, min 172 310

Ultimate tensile strength, MPa, 310 414

min
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Yield stress, MPa, min 172 310

Elongation 5.65vSQ % 20 25

Impact resistance 1) at –20 ºC, 20 20

J, min
Charp V-notch

Note: The Charpy impact test, also known as the Charpy V-notch test, is a
standardized high strain-rate test which determines the amount of energy
absorbed by a material during fracture.

2.2.1.2 Stainless Steel

The minimum standard for stainless steel shall comply with the requirements
for one of the following grades of AISI steels (or acceptable equivalent);
304, 304L, 310, 316, 316L, 317, 317L, 321 or 347

2.2.2 PIPES, FITTINGS AND OTHER ANCILLARY EQUIPMENT

Materials for pipes, fittings, valves, manifolds, etc shall be of a suitable material
that is compatible with the material of the tank and with the flammable liquid
that is to be transported in the tank.

2.2.3 GASKET JOINT RINGS AND OTHER COMPONENTS

Gasket joints and components designed to come into contact with the
flammable liquid shall be of a suitable material that is compatible with the
flammable liquid that is to be transported in the tank.
Note. Use of asbestos gaskets should be avoided by all means.

2.2.4 OTHER MATERIALS

Components that do not come into contact with the flammable liquid may be of
any material of adequate strength and conforming to safety codes, acceptable
for the required duty.

2.3 TANK CONSTRUCTION

2.3.1 GENERAL DESIGN FEATURES

Rail tank shells should be designed to take full account of additional pressure
generated by liquid surge during acceleration and deceleration.
The bottom of rail tank shells shall be self-draining, the lowest point shall be
located in the centre of the rail tank wagon.
All nozzles in the bottom of the tank shall be flush with the inside of the wall.

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Pad flanges, if used for the bottom nozzles shall be machined flush with the
inside radius of the tank.
All reinforcements as required for the design of the tank shall be located on the
outside.
All connections at the top of rail tanks shall have facilities to collect spilled
product, including a drain to the underside of the tank.
The manhole shall be provided with a hinged cover which can be fastened and
sealed. The gasket material shall be woven PTFE or other acceptable material.
The design of the hinge shall prevent any distortion of the gasket facings.
Dowel pins or alternative facilities shall be provided to ensure proper alignment
of the cover during assembly.
It is recommended that the design of the tank should enable vapours to be
recovered or balanced through connections at the bottom of the tank during
transfer.

2.3.2 UNDERFRAME

The under frame shall be either all steel welded construction or alternatively
stub steel type and shall be designed to suit relevant standards. Provision shall
be made to accommodate the centre buffer coupler and draft gear
.
The under frame shall be designed for all stresses set up in service including
those due to its own weight and weight of the tank and its contents, braking,
draw and buffing and jacking forces.

2.3.3 TYPE OF BOGIE

The Operator shall provide information on the type of bogie being used. It shall
use roller bearings only.

2.3.4 TANK BODY

The tank body shall be of all welded construction having a cylindrical cross
section and dished ends. The design of the body shall be in accordance with
relevant standards.
The plate thickness of the body shall not be less than 10mm of carbon steel.
Provision shall be made for adequate baffle plates to minimise surging effects of
contents.

2.3.5 TANK CAPACITY

The tank body shall have adequate volumetric capacity to permit the desired
level of loading of petroleum products after providing a minimum ullage of
2.5%.

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The tank shall be suitably calibrated for quick reading of the volume of
contents. The calibration chart shall be provided.

2.3.6 STRESS RELIEVING

Each tank including its attachments shall be stress relieved after final assembly.
The stress relieving shall be done in one operation and not in stages. Screw
threads, if any shall be properly protected during this operation.

2.4 TANK FITTINGS

The body shall be fitted with adequate safety devices and arrangements for the
inspection of the interior. (Safety devices to specify)
The operator and/or his contractor must have his own operating procedures and
regulations for access to the tank wagon.

2.4.1 MANHOLE FOR INSPECTION

At the top of the middle of the tank, a manhole with an opening large enough
(not less than 410mm diameter) to permit inspection of the inside of the tank
shall be provided.
The manhole shall be provided with a dome shaped removable cover made of
ductile malleable cast iron. Suitable locking arrangement shall be provided to
lock the cover in closed position.
Provision shall be made on the manhole for fitment of a suitable and non-
slippery ladder of adequate size to facilitate inspection and maintenance of the
interior.
Every tank shall be designed and constructed such that it has sufficient heat
resistance and pressure management capability so that when full with
Petroleum Products it will withstand heat radiation of 15 kW/m2 for at least 10
minutes so that
a) the internal pressure does not exceed the maximum obtainable pressure
b) the tank does not rupture releasing contents.

2.4.2 MANWAY PLATFORM

A level steel platform, open type, approximately 2x2 m square shall be provided
around the manhole to permit staff to move around the dome for convenient
operation and maintenance of the dome. The walkway/platform shall be of
‘anti-slip safety grating’ construction and a kick plate.
The platform must cover the workplace around domes and connection points, if
reasonable, and guarantee access to valves, connections, etc.

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Necessary safety and hand rails shall be provided around the platform to enable
convenient movement on the platform.
Two steel ladders of suitable size shall be provided, one on each side of tank, to
permit access to the platform from ground.

2.4.3 BRAKING SYSTEM

The primary brake system of a train shall be capable of stopping the train with
a service application from its maximum operating speed within the signal
spacing existing on the track over which the train is operating.
If the integrity of the train line of a train brake system is broken, the train shall
be stopped. If a train line uses other than solely pneumatic technology, the
integrity of the train line shall be monitored by the brake control system.
All trains shall be equipped with an emergency application feature that produces
an irretrievable stop, using a brake rate consistent with prevailing adhesion,
train safety, and brake system thermal capacity. An emergency application shall
be available at all times, and shall be initiated by an unintentional parting of the
train line or loss of train brake communication.
There shall be a procedure of chocking the wagons after stopping.

2.5 LOADING/OFF LOADING ARRANGEMENT

2.5.1 LOADING ARRANGEMENT

Where loading is from the top of the tank it shall be fitted with a dome cover.
The dome cover shall be suitable for quick operation and shall be fitted with a
leak proof seal.
Where facilities exist, the tank wagon can also be loaded from the bottom.

2.5.2 OFFLOADING ARRANGEMENT

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The bottom of the rail tank wagon shall be well drained to a centrally located
outlet of 100mm diameter to permit complete emptying through suitable
outlets.
The offloading arrangement shall consist of at least three mutually independent
closures, mounted in series, comprising;
The first closure shall be an internal bottom-valve, i.e. a stop-valve mounted
inside the shell or in a welded flange or companion flange
The second closing device shall consist of 100mm ball stop valve provided on
the main discharge pipe directly below the tank.
The stop valve shall be operated by a lever/wheel that shall have a foolproof
mechanism to retain it in the closed position.
The third closing device shall consist of a discharge valve offloading through a
TEE configuration to permit offloading from either side of the tank. Suitable
closing caps, with provision for seals, shall be fitted on each end of the TEE
configuration.
The internal bottom valve shall act as a safety device provided against rupture
of tank bottom discharge arrangement and the pipe-line in the event of
derailments. All external fittings below valve shall be designed to ‘break away’
in such cases.

A marking, which clearly indicates the operating of the bottom valve, must be
visible near the operating mechanism.

2.6 EARTHING

When loading/off-loading Petroleum Products into/from Tank Wagons, it is

absolutely necessary to ground wagons in a safe way to divert the electrostatic
charges and to prevent a possible generation of sparks by an unintentional
discharge which may cause an explosion.
Earth connections shall be provided at both sides of each bottom outlet nozzle,
or in the centre of the chassis at both sides.
In order to ensure proper bonding with the RTC, the earthing lug shall consist of
a stainless steel plate of at least 40 mm x 80mm x 5mm , which must be
welded directly onto equipment that is connected to the tank e.g. cradle for tee
pipe, “Sattelleiste” (saddle bar) .

The earthing plate may never be painted and must be properly marked with the
international “earthing” symbol.

For top loading / unloading, an extra earthing close to the top connections is
recommended.
Bonding is to be carried out according to written procedures.

2.7 MARKINGS AND PLACARDING

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 2.7.1 TANKS

The serial number shall be stamped on a suitable part of the tank. Each tank
shall in addition bear the following information legibly and durably marked on a
flameproof data plate that is adequately secured to the tank or attached
structure and that is preferably located on both sides of the tank and in place
readily accessible for inspection:
a) The manufacturers trade name or trade mark
b) The serial number of the tank
c) The date of manufacture
d) The date of test
e) The design pressure
f) The tank capacity in litres
g) The owner and operator names.

2.7.2 VENTS

Each vent shall be legibly and durably marked with its flow capacity and the
pressure at which this was determined.

2.7.3 Placarding

For the purpose of fire handling alert, each tanker must carry HAZCHEM signs
and adjacent No smoking and No Naked Flame signs at the rear and at the front
side of the tank wagon.

3. MAINTENANCE, PERIODIC INSPECTIONS, TESTING AND

RECERTIFICATION OF RAIL AND ROAD TANKERS

3.1 GENERAL
All cargo tank appurtenances, associated piping, hoses, ancillaries and tank
vehicles proper should be periodically inspected and maintained in good
condition while in service. Effective maintenance programs should be in place,
which require that all transport equipment (owned, leased or subcontracted) is
adequately maintained to prevent and detect defects before they cause
accidents or breakdowns.
Key to this process is the maintenance of accurate records on commissioning
and subsequent periodic inspections.

3.2 GARAGING
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Adequate and sufficient garaging space should be afforded for the storage of all
road and rail tank wagons.

3.3 WORKSHOP
Adequate and sufficient workshop area should be provided for the repair and
maintenance of road and rail tank wagon units. The workshop and all fixtures
contained therein should be adequately designed for the purpose of repair of
road tanker units transporting petroleum products and should be compliant to
occupational health and safety standards.

3.4 REPAIR OF RAIL AND ROAD TANKERS

Adequate care should be taken to prevent any ignition source that may arise
whilst maintenance/repair is being carried out on a tank that may contain
petroleum product or its vapours.
The owner of a vehicle used to transport liquid or gaseous petroleum in bulk
should ensure that if the vehicle is to be brought into a building to carry out
service or repair work on its cabin, chassis or engine the following requirements
are observed before the vehicle is brought into the building:
a) Every transport tank and all piping and hoses on the vehicle should be
emptied of liquid contents.
b) All primary shut-off valves should be closed and all outlet or inlet
connections should be capped.
c) The person in charge of the workshop should be told of the nature of any
residue in the transport tanks and bulk containers and that valves and
fittings are not to be tampered with.
d) No repair work should be performed on a transport tank or on any
primary tank shut-off valve unless the tank and every compartment of it
has been · purged free of dangerous goods and inspected and tested in a
manner sufficient to ensure that the tank is free of dangerous goods.
Documented procedures shall be followed for all routine maintenance. These
procedures should be distributed to all persons involved in the maintenance and
repair of road tankers.

N/B: MAINTENANCE OF JET FUEL ROAD TANKER ELECTRICAL EQUIPMENT

All electrical equipment shall be checked and maintained by a trained and
competent person. Hazardous area classified equipment (ARTEX marked and
certified) shall only be maintained by trained personnel and training shall be
recorded. Fixed facility earthing straps/rods, where fitted to road tankers,
pipework and filter vessels etc. shall be checked at least annually for resistance.

Page 26 of 77
3.5 INSPECTION AND RETESTING
3.5.1 General
Each cargo tank in operation should be periodically inspected and retested
according to the manufacturer’s specification or legislation applicable to such an
issue. Inspection should be done by an independent authorized testing agency
recognized by Malawi Energy Regulatory Authority (MERA).
3.5.2 Conditions Requiring Testing and Inspection
A cargo tank should be tested and inspected in accordance with this section
prior to further use if:
a) The cargo tank inspection or test has become due according to guidelines
specified herein.
b) The cargo tank shows evidence of bad dents, corroded or abraded areas,
leakage, or any other condition that might render it unsafe for
transportation service.
c) The cargo tank has been in an accident and has been damaged to an
extent that may adversely affect its lading retention capability.
d) The cargo tank has been out of hazardous materials transportation
service for a period of one year or more. Each cargo tank that has been
out of hazardous materials transportation service for a period of one year
or more should be pressure tested.
e) The cargo tank has been modified from its original design specification.
f) MERA or Road Traffic Directorate is not satisfied with the degree of safety
displayed in its use.

3.6 PERIODIC TESTING

Inspections and tests should be carried out with frequency specified by the
following table.

Table 1. Compliance Dates

Test or Inspection Cargo Tank Interval Period

Specification/Configuration After First Test
External Visual All cargo tanks designed to be 6 months
Inspection loaded by vacuum with full
opening rear heads
All other cargo tanks 1 year
Internal Visual All insulated cargo tanks 1 year
Inspection except those in high pressure
or cryogenic temperature
service
All other cargo tanks 5 years
Leakage test All cargo tanks 1 year
Pressure test All cargo tanks which are 1 year
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(Hydrostatic or insulated with no manhole or
pneumatic) (See Note insulated and lined
1) All cargo tanks designed to be 2 years
loaded by vacuum with full
opening rear heads
All other cargo tanks 5 years

Note 1: Pressure testing is not required for un-insulated lined cargo tanks, with
a design pressure of MAWP 15 psig (103.4 kPa) or less; which receive an
external visual inspection and lining inspection at least once each year.
3.6.1 External Visual Inspection and Testing
Where insulation precludes external visual inspection, the cargo tank, other
than tanks in high-pressure service, should be given a visual internal
inspection. The tank should be hydrostatically or pneumatically tested where:
 Visual inspection is precluded by internal lining or coating, or
 The cargo tank is not equipped with a manhole or inspection opening.
External visual inspection and testing should include as a minimum the
following:
a) The tank shell and heads should be inspected for corroded or abraded
areas, dents, distortions, defects in welds and any other conditions,
including leakage that might render the tank unsafe for transportation
service. Corroded or abraded areas of the cargo tank wall should be
thickness tested.
b) The piping, valves, and gaskets should be carefully inspected for corroded
areas, defects in welds, and other conditions, including leakage, that
might render the tank unsafe for transportation service.
c) All devices for fastening manhole covers should be operative and there
should be no evidence of leakage at manhole covers or gaskets.
d) All emergency devices and valves including self-closing stop valves,
excess flow valves and remote closure devices should be free from
corrosion, distortion, erosion and any external damage that will prevent
safe operation. Remote closure devices and self-closing stop valves
should be functioned to demonstrate proper operation.
e) Missing bolts, nuts and fusible links or elements should be replaced, and
loose bolts and nuts should be tightened.
f) All markings on the cargo tank required of this guideline should be legible.
g) All major appurtenances and structural attachments on the cargo tank
including, but not limited to, suspension system attachments, connecting
structures, and those elements of the upper coupler (fifth wheel)
assembly that can be inspected without dismantling the upper coupler
(fifth wheel) assembly should be inspected for any corrosion or damage
which might prevent safe operation.
h) The gaskets on any full opening rear head should be visually inspected for
cracks or splits caused by weather or wear. The results of the external
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 visual examination should be recorded. A written report of each inspection
should be retained in the files of the owner or operator until the next test
or inspection of the same type is successfully completed.

3.6.2 Internal Visual Inspection

When the cargo tank is not equipped with a manhole or inspection opening, or
the cargo tank design precludes an internal inspection, the tank should be
hydrostatically or pneumatically tested.
The internal visual inspection should include as a minimum the following:
a) The tank shell and heads should be inspected for corroded and abraded
areas, dents, distortions, defects in welds, and any other condition that
might render the tank unsafe for transportation service.
b) Tank liners should be inspected.
Corroded or abraded areas of the cargo tank wall should be thickness tested.
The results of the internal visual inspection should be recorded.
3.6.3 Lining Inspection
The integrity of the lining on all lined cargo tanks, when lining is required,
should be verified at least once each year.
Lining Inspection Method: Ref. CFR Title 49 Sec 180.407 (f) or any other
internationally recognized standard.
3.6.4 Pressure Test
Cargo tanks operating at 3 psig or less should be tested at 3 psig (20.7kPa) or
design pressure, whichever is greater.
Note 2: Pressure testing is not required for uninsulated lined cargo tanks, with
a design pressure of MAWP of 15 psig (103.4 kPa) or less, which receive an
external visual inspection and a lining inspection at least once each year.
Cargo tanks, which operate at high pressures and are used for the
transportation of Liquefied Petroleum Gas (LPG), should be internally inspected
by the wet fluorescent particle method immediately prior to and in conjunction
with the performance of the pressure test.
Pressure Test Method: Ref. CFR Title 49 Sec 180.407 (g); ASME BPV Code
3.6.5 Leakage Test
The leakage test should include product piping with all valves and accessories in
place and operative, except that any venting devices set to discharge at less

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than the leakage test pressure should be removed or rendered inoperative
during the test.
Leakage Test Method: Ref. CFR Title 49 Sec 180.407 (h) or any other
internationally recognized standard.
3.6.6 Thickness Test
Thickness testing should be performed in the following areas of the cargo tank
wall, as a minimum:
a) Areas of the tank shell and heads and shell and head area around any
piping that retains lading;
b) Areas of high shell stress such as the bottom center of the tank;
c) Areas near openings;
d) Areas around weld joints;
e) Areas around shell reinforcements;
f) Areas around appurtenance attachments;
g) Areas near upper coupler (fifth wheel) assembly attachments;
h) Known thin areas in the tank shell and nominal liquid level lines;
i) Areas near suspension system attachments and connecting structures;
and
j) Connecting structures joining multiple cargo tanks of carbon steel in a
self-supporting cargo tank motor vehicle.
The in-service minimum thickness of any area should be no less than 90
percent of the specified manufactured thickness.
Thickness Test Method: Ref. CFR Title 49 Sec 180.407 (i) or any other
internationally recognized standard.
3.6.7 Test or Inspection Reporting
Each cargo tank, which is tested or re-inspected as specified, should have a
written report, in English, prepared in accordance with this paragraph.
The test or inspection report should include the following:
a) Type of test or inspection performed and a listing of all items either tested
or inspected (a checklist is acceptable);
b) Owner's and manufacturer's serial numbers;
c) Test Date (Month and year);
d) Location of defects found and method used to repair each defect;
e) Name and address of person performing the test;
f) Disposition statement, such as “Cargo tank returned to service” or “Cargo
tank withdrawn from service”; and
g) Dated signature of inspector and owner.
The owner and the BVO, if not the owner, should each retain a copy of the test
and inspection reports until the next test or inspection of the same type is
successfully completed.
Additional test or inspection report requirements for LPG cargo tanks:
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 a) A statement indicating the methods employed to make repairs, the agent
making the repairs, and the date they were completed. Also, a statement
of whether or not the tank was stress relieved after repairs and, if so,
whether full or local stress relieving was performed;
b) A statement of the nature and severity of any defects found. In particular,
information should be furnished to indicate the location of defects
detected, such as in weld, heat-affected zone, the liquid phase, the
vapour phase, or the head-to-shell seam. If no defect or damage was
discovered, that fact should be reported.
c) A copy of the report should be retained by the carrier at its principal place
of business during the period the cargo tank is in the carrier's service and
for one year thereafter.

4. SELECTION AND MONITORING OF TRANSPORTERS

4.1 Management Practice
Due to the risks inherent in road transportation of petroleum products, careful
attention must be given to the evaluation and selection of Transporters to
transport/deliver products.

The process should be consistent with evaluation and selection criteria for
medium and higher risk services to ensure that Transporters are of sufficient
quality to meet expected standards.

The following is a listing of the general areas that should be addressed:

• Transporter Company Profile.
• Organizational Structure
• RTS Policies.
• Drugs and Alcohol Policy
• Standard Operating Procedures
• Driver Recruitment &Training
 Journey Risk Management
• Personal Protective Equipment
• Vehicle Equipment and Maintenance Requirements
• Incident Reporting, Investigation and Analysis
• Emergency Preparedness
 HSE Management System
 Contract Management

4.2 Contract Provisions

In addition to normal legal, economic and performance stipulations, Transport
Contracts should include specific provisions which should addressed the
following:

a. Safety Policies: Evaluation of how the transporter manages security and

safety issues in any of their operations and how they plan to manage
safety in the handling of petroleum products. Details of rapid response

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 units to attend to break downs and emergencies and location of such
units should be provided.

b. Fleet availability: Transporters shall indicate the number of trucks to be

committed for fuel haulage. These trucks should meet the industry
minimum standards.

c. Organisational capability: Transporters shall have the staff structure

set up to provide the transportation business.

d. Real-time truck tracking systems: Detailed mechanism of monitoring

the trucks.

e. Access to Parking yard: Transporter must have access to a secure

parking yard where trucks can be parked.

f. In-transit losses: Transporters shall provide systems that they have in

place to manage in-transit losses to within 0.5%.

g. MERA Registration: Transporters shall possess MERA LF&G

Transportation Licence

h. Emergency response: Emergency response planning and availability of

support equipment and personnel

i. Condition and age of the trucks: Transporters to provide vehicles in

good condition. Vehicle age policy shall be 17 years old

j. Right to audit: to verify compliance with safety requirements.

4.2.1 Sub-contractors
When it is allowed, and product delivery is accomplished using sub-contractors,
contract documentation shall include a process to sustain and improve motor
vehicle safety within the sub-contractor’s organization, working ultimately to
the same standards set and achieved by this RTS MS.
When selecting a sub-contractor, there shall be a mechanism in place to identify
companies with existing quality RTS Management Systems and demonstrated
road safety performance.
Transporters shall ensure that the ongoing road safety performance of its sub-
contractors is measured, monitored, and reported regularly to ensure timely
detection of nonconformities and effective corrective actions

4.3 Standard Operating Models/Procedures

A key aspect of safe fleet operations is to ensure safe operating practices and
procedures are established, that drivers are properly instructed in their use.

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Systems should be in place to develop and implement standard operating
procedures that ensure that day-to-day operations are carried out in
compliance with legislation, industry codes and standards, to protect people and
to minimize impact on the environment.

Activities in infringement of the RTD Policies or breaches of legislative

requirement or performance criteria, should be identified.

4.3.1 Guiding Principles

 Transporters should identify and prepare an inventory of all the
operations that are carried out.
 Each operation should be broken down into its individual tasks.
 Procedures should be developed for each task and the responsibility for
completing that task should be clearly defined.
 The operating procedures should cover the selection of proper equipment
for handling the products taking into account their hazards and relevant
national or international legislation and the precautions to be taken both
in normal and emergency situations.
 Where the operation involves interfaces with third parties, procedures
should ensure full alignment.
 Procedures should be updated whenever changes occur in the legislation
or in industry codes and standards. Procedures should be regularly
reviewed, covering all aspects of the operation.

4.3.4 Standard operating Procedures

Standard operating procedures may include the following:

• Safe Loading Procedures

• Safe Unloading Procedures

• Product Custody Transfer Procedures

• Critical Safety Equipment

• Temporary Disarming or Deactivation of Critical Safety Equipment

• Higher Risk Operations

• Interfaces / Shift Relief

With effective procedures, structured inspection and qualified personnel who

consistently execute SOPs and Practices, it is expected that no incidents will
occur.
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 4.4 Drivers Handbook

Appropriate and meaningful truck operating procedures should be developed for

all routine tasks performed by the driver under normal operating conditions.

These procedures serve as an ongoing detailed instruction reference for drivers.

Each driver should be issued a copy of the Drivers Handbook that contains
specific SOPs during the initial/induction training and receive all revisions
and/or updates.

4.5 High Risk Operations

Higher Risk Operations should be identified and have specific procedures

developed and approved before undertaking such operations.

4.6 Reporting & Evaluation of Incidents & Accidents

 The Road Traffic Act requires that all accidents involving the carriage of
dangerous goods be reported to Traffic Police within 24hours.

 Each accident or incident should be investigated. In addition to the

identification of the immediate cause, the root cause of the accident or
incident should also be ascertained. Corrective actions should be identified
to prevent a recurrence of similar events.

 A system should be in place for the recording of all accidents, incidents

and potentially hazardous situations, and for identifying and implementing
preventive measures.

 There should be a written reporting procedure to ensure the proper

logging of all accidents and incidents, and communication to all parties
concerned.
 The system should be well understood by all drivers to ensure that all
incidents/accidents are reported.

 All accident/incident reports should be periodically analyzed to search for

trends and common causes. Identification of trends allows additional
improvements to be developed.

4.7 Performance Matrices (Measuring KPIs) to be translated into

measureable indicators
Measures are required to monitor the effectiveness of the LFG Transport System.
As a minimum, the following items shall be monitored:
 In-transit losses: Losses shall be within the allowable of 0.5%. All
losses beyond 0.5% will not be acceptable.

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  Theft: Loss of product due to theft, fraud, negligence or wilful default by
drivers. Classification of losses to be recorded and measures taken to
reduce theft incidents
 Road accidents: Records of injury rate, fatalities and near miss
incidents

 Fuel quality adulteration incidents

 Annual driver training and medical examination records (number of
trained drivers)
 Performance Appraisal
 Drug and alcohol Policy :Drivers shall not operate a vehicle while under
the influence of alcohol, drugs, narcotics or medication that could impair
the operator’s ability to safely operate the vehicle. Transporters should
keep an updated record of tests/screen conducted on a monthly basis
 Number of man hours
 Good vehicle maintenance: vehicles shall be maintained per the
manufacturer recommendations as a minimum. Company should have
vehicle maintenance policy that includes tire inspection and frequency of
replacement, vehicle maintain ace checklist
 Minimal number of truck break downs
 Number of tool box meetings: Number of Weekly meetings
 Number of trucks that are compliant
 Fatigue management : Within 6 months employment and refreshed
every 3 years
 Satellite visibility: Mechanisms put in place for 100% satellite visibility
number of deviations to be recorded
 Compensation of drivers: Salaries and allowances should be stipulated in
line with MERA minimum requirements. In house bonus incentives, for
reduction of losses and accident, for drivers
 Journey Risk Management :detailed information of the routes and mitigation
actions provided through training, toolbox meeting prior to the initial delivery for the
route and reviewed on yearly basis.

5. Driver Recruitment, Selection, Certification and Training

5.1 Driver recruitment

Key to driver recruitment is the identification and definition of the personal

attributes and characteristics required to meet the job requirements. These
attributes and characteristics should be documented in a job specification for
reference to help ensure consistency in the selection process over time

Road Transporters shall have a policy and procedure in place to address the
requirements in recruiting new drivers and to recruit the best driver available

A driver recruitment specification should consider such areas as:

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 • Driver training from a school approved by MERA
• Certificate of good conduct
• Driving Record (proven past safety performance)
• Employment Record (reference check)
• Personal Characteristics and Personality (polite/reliable/team)
• Motivation (wants to be best in class)
• Formal Qualifications (Diving License for Class of Vehicle)
• Existing Skills and Experience (min 4 years driving equivalent class of
vehicle)
• Health/Fitness/Physical Abilities (medical assessment)
• Level of Education (minimum MSCE)
• Demonstrated Intelligence (understands job requirements)

• Criminal Record (no criminal convictions)

5.2 Selection Criteria

It is essential that care be exercised in the selection of individuals for transport

management roles, that they possess the necessary qualifications, that they
receive appropriate training and that their effectiveness be appraised on an
ongoing basis.
Personnel selected as drivers for transport of liquid fuels should have a valid
driving license in class CE (PrDP-DG) from the Road Traffic and Safety Service.

All qualifications, for the driver position should be classified as either essential
or desirable. Essential qualifications are those that are either legal requirements
or considered mandatory by the affiliate. Failure to meet an essential
qualification should automatically disqualify a candidate from consideration.
Failure to meet a desirable qualification should not necessarily exclude an
otherwise suitable candidate who has offsetting desirable attributes or where
training will correct deficiencies.

5.3 License and Certification Requirements

Before any candidate is permitted to drive a tanker, accompanied or alone, it
will be mandatory that the driver possess and present for inspection by
transport management, a valid license for operation of the class of vehicle(s) to
be driven.
It is also a prerequisite that prospective drivers also possess the following:

• Bulk Vehicle Operator for Wet Cargo level II certificate

• Certificate of health from a recognized physician or general hospital. (This
should include a drug test.).
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5.4 Training

5.4.1 Induction Training

A documented system of initial or induction training should be in place to
ensure that new drivers are fully trained to meet the responsibilities and
functions of the job, and comply with governmental/regulatory requirements.
Induction training should include a combination of theory and practical work,
requiring a balance between classroom and “on the job” instruction. Reviews,
testing and other methods to confirm understanding of content should be
incorporated into the structure.

The following is a listing of items that should receive such attention:

• Oil Terminal Safety Rules and Procedures.

• Emergency Procedures
• Pre-start and Pre-move Checks.
• Trailer Un-couple and Couple.
• Refueling/Lubricants/Water/Air.
• Driving Principles and Techniques.
• Product Loading.
• Product Unloading

5.4.2 Defensive Driving Training

Developing skill in the use of “defensive driving” techniques (maintaining

continuous awareness of the surrounding road environment, planning ahead
and avoiding hazardous situations) is a fundamental requirement for safe
driving.

Comprehensive training in defensive driving techniques is an integral part of

any driver training program. Initial training should be included as part of the
induction training provided for delivery vehicle drivers and refresher training
provided every two years.

Good defensive driving programs are typically based on similar concepts and
include a series of interlocking techniques and practices for avoiding hazards
and/or preventing accidents.
The main features typically included are:
• Expanding the driver’s field of observation.
• Continuous visual search.
• Total awareness of the surrounding environment.
• Perceptive anticipation of the actions of others.
• Planning ahead.

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 • Timely and deliberate actions/reactions.

5.4.3 Ongoing and Refresher Training

Truck drivers must not be allowed to perform work tasks without being properly
trained. Ensuring proper training requires that a system be maintained to
identify training needs, provide a mechanism to carry out such training and
assess its effectiveness.

All training should be documented and records maintained for each individual
driver.

The need for training may stem from a variety of sources including:
• Induction gap analysis.
• Need for skills improvement identified by supervisors.
• Changes in equipment, procedures, regulations, etc.
• Incident investigation/follow-up (remedial).
• Driver Competency Evaluations
• Refresher training cycles.

Some more refresher trainings to be considered include:

Training area Frequency
Fatigue & Tiredness Within 6 months employment and
refreshed every year.
Fire Fighting Within 6 months employment and
refreshed every year
Journey Risk Management Prior to the initial delivery for the route
Plan for the specific route and review on yearly basis.
Product handling training. Prior to initial operations. Refresher
yearly
Emergency Management Within 6 months employment and
training refreshed every year
First Aid Training Within 6 months employment and
refreshed every year
Tire inspections and safety yearly
training
Pre and Post trip briefing Prior and after to every trip
Toolbox meeting Every week

5.4.4 Routine Driving Skills/Knowledge Training

Routine procedures and demonstrable skills should be periodically reassessed

and refresher training provided to all drivers.
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This refresher training should be mainly task oriented with Incident Prevention
Observations (IPO) being the primary tool used for identifying areas for
discussion and improvement.
This formal training should, as a minimum, be conducted every two years with
the duration of training sufficient to provide adequate time for practical tasks
and trainee review (typically a full day).
5.4.5 Accident Follow-Up (Remedial) Training
Training programs may be required to address specific areas of concern
following investigations of incidents or from observed trends in incident causes.
In addition, specific remedial training should be required for drivers involved in
any safety or environmental incident. Such training should focus on the root
cause of the incident but include adequate review, discussion of other tasks and
appropriate testing to confirm that the driver is fully competent.
5.4.6 In-the-Vehicle Driver Observation Training/ In Cab Assessment
Truck drivers should receive regular in-the-vehicle driver skills evaluation
training
Such training should equip drivers to both demonstrate safe driving and/or
defensive driving principles from behind the wheel.
Trained supervisors can in effect make each opportunity to ride with employees
a training session, follow up on previous evaluations, isolate problem areas and
provide direction with timeframe to help employees overcome driving
weaknesses.

6.0 JOURNEY MANAGEMENT AND TRIP MANAGEMENT

Why Journey management:
The objective of journey management is to eliminate driving related incidents
that bring harm to people and property. Organizations can minimize injury and
damage by identifying and managing hazards and minimizing exposure to
unnecessary travel. Addressing these issues provides the added benefit of
reducing trip delays due to weather and mechanical breakdowns
Defining Journey Management and Trip Management

There is often confusion when distinguishing between a ‘journey’ and a ‘trip’

and the appropriate management of each.

 Journeys are considered to involve a single piece of travel and long

distances thus a journey consists of one or more trips.

 Trips are often considered short travel periods. A trip is a short

journey.

For the purposes of this presentation

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Journey management is a planned and systematic strategy to reduce
transportation-related risks within a company’s operations. Trip management is
one component of journey management.

Trip management is the day-to-day process drivers and supervisors follow to

minimize risk for necessary trips.

In addition to trip management, journey management requires a process to

assess and minimize transportation related hazards. A defined mechanism to
eliminate unnecessary trips is also required.

Routine trips
- Typically involve travelling within a pre-determined locale such as a plant
site, to and from the job site, and trips around a town or a city.
- Routine trip does not involve the use of maps or GPS.
- Routine trips are the most common types of trips and they often have the
lowest risk.
- Escalating factors such as poor weather or poor visibility increase the risk
exposure for routine trips
- Worksite location, type of road and time of day are some of the factors
that can impact this risk profile significantly and must be considered in a
journey management program.

Non-routine trips may involve travelling long distances on infrequently

travelled roads. These trips can pose a significantly higher risk than routine
trips.

Establishing a Journey Management Program

Transporters are required to establish practices and procedures related to trip
management, which mostly evolve over time into a program integrated within a
larger management system.
Importance of a journey management plan

 Formal pre-trip briefings are held and documented. This will

include a review between driver and Supervisor of routes,
stops, hazards, loads, the requirement for the driver to
report completion of the journey, and contingency plans for
en-route emergencies.

 Appropriate means of communication between driver and

Supervisor are available and a communications protocol
agreed.

 The route is clearly defined and mapped.

 Potential driving hazards are identified in advance, taking

into consideration the terrain, time of day, weather, known
dangerous routes, speed limits and holidays (especially those
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 that involve fasting or alcohol).

 Appropriate vehicles are assigned to the journey.

 Only qualified and experienced drivers are assigned with

current certification for the type of vehicles to be used.

 Drivers should be physically and mentally fit.

 Journey planning should take into account potential fatigue.

For example, the number of hours worked beforehand and
prior sleep should be considered. Appropriate rest stops for
food and drink intake should be scheduled.

 Vehicles are inspected before the journey begins.

 All trips during the hours of darkness or during times of

reduced visibility will be systematically reviewed for risk and
may be subject to formal management approval before they
begin. Risk assessment will consider the risk of the terrain,
snow, dust, smoke, fog, heavy rains, security risks, and local
driving practices.

 Journey planning will consider the risk brought about by the

environment, culture and local wildlife (examples will vary by
location, but might typically include livestock, moose, deer,
etc.).

 In environments where visibility of the vehicle can be

problematic for other people (road users and pedestrians),
and where permitted by local law, vehicles will drive with
their lights illuminated at all times, unless specific risks (e.g.,
security) determine that such a practice is not recommended.
This includes low beam (dipped) headlights, side marker
lights and tail-lights to ensure vehicles are visible from all
directions.

 Adequate arrangements have been made for rescue/recovery

in the event of a breakdown.

The success of a journey management program requires management

commitment

Trip Management

Trip management requires proper planning and preparation. Although routine

trips are likely to pose a lower risk than non-routine trips, both may require
development of a trip plan.
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TRIP PLAN shall be drawn to document the following details of the trip:

The key elements of a trip plan are detailed below.

Determine necessity of the Trip

 Is the trip is necessary
 In some cases the trip can be postponed until necessary or conditions are
more favourable.
 In some cases, this consideration reveals the trip is not necessary and it
is cancelled

Assess Trip Hazards

 A trip hazard assessment should be conducted to identify possible hazards
that may harm workers, their equipment and cargo, and the surrounding
environment.
 When a hazard assessment is conducted, it is important to record specific
details, including:
 assessment date
 assessor

 start point
 end point
 Communication methods including contact details
 number of vehicles
 number of passengers
 inspections

Hazard Register

A hazard register shall be developed and used to capture specific details of the
hazards, as well as the corresponding controls.

The register shall include detailed records such as:

o Hazard location (mile marker, GPS coordinates)
o Risk level (ranking)
o Availability of phone service/correct two-way radio frequency, etc.
o Hazard detail (e.g. conditions impacted by daylight or darkness,
construction, weather/road/visibility conditions)
o Controls
o Comments or Remarks

Aspects to be Considered in Assessments

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As part of a comprehensive assessment, the following aspects shall be
considered

1) Road Hazards

 The route should be clearly defined and mapped.

 It is important to consider the road conditions for the selected route.

Important road conditions to be considered include

 speed limits (regulatory and company/client policy based)
 road conditions e.g. unpaved, loose packed gravel, poor
drainage, frequent mud, over-graded shoulders, runoff, etc.

 other road users: recreational (campers, cyclists, ATV’s), work

operations (over dimension loads, logging trucks, farming
operations), school areas (children)

 weather conditions

 light e.g. day, night, dusk, etc.

 consideration for wildlife movement

 temperature

 road directions and detail

 hazardous areas e.g. intersections, crossings, merging lanes,

road work projects, speed changes, weight restrictions on roads
/ bridges

 obstructions, low clearance

 railroad crossings

.
2) Driver Considerations
a) Driver suitability includes the following:
 Qualifications (training) - ensure drivers are qualified for the
trip
 Competency – do the driver’s skills match the assigned task?
(e.g. towing a trailer, travel off-highway)
 Experience
 Additional requirements for commercial versus non-
commercial drivers
 Fitness for duty - consider possible alcohol or drug
impairment, fatigue, low alertness, sickness and health /
wellness, as well as how this can or will be evaluated
 Fatigue

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 FATIGUE (to include maximum working hours on fatigue
management)

Fatigue poses a risk for drivers in the Oil and Gas industry. The
driver’s schedule shall, as required, be compliant with hours of service
regulations align with accepted fatigue management practices

A detailed hazard assessment should consider:

 circadian dips and night driving
 time since last sleep
 travel duration

3) Vehicle Considerations

The type of vehicle shall be suitable for the terrain, trip conditions and
task. The risk assessment should consider:
 whether the vehicle been serviced and inspected
 traction conditions – controls may include 4 wheel drive, tire
chains
 trailer towing – although “rated” to tow, is the tow also vehicle of
appropriate size and properly equipped (brake control, hitch) to
handle a trailer in these conditions? (steep grades, off-highway)
 whether the vehicle will be required to carry cargo or passengers
 does the vehicle have the proper communications equipment and
frequencies for the area of travel? (GPS, two-way radio, satellite
phone)
 is the vehicle equipped to respond to an emergency or mechanical
breakdown? (e.g. first aid kit, survival gear, tow device, booster
cables, reflector devices)

It is important to consider the makeup of your organization’s fleet. In

some cases, temporary rental or contract vehicles will be utilized in
the execution of work and may not be suitably equipped.

4) Environmental Considerations
 weather – near freezing temperatures, rain pooling on roads, strong
/ gusting crosswinds
 visibility – low light conditions, rain, fog, smoke, blowing snow
 traffic
 security risks
 animal activity
 current road conditions – snow, ice, wet surface, ruts, mud,
potholes

Other Requirements

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Develop and / or Reference a Consolidated Risk Register
 A risk register shall be developed to document additional risks for relevant
routes.

 Previous incident reports and driver experiences shall be included with the
hazards identified for different routes in a risk register.

The consolidated information can be used to improve the risk assessment

of future trips.

Develop Risk Controls

 Once potential hazards are identified, controls should be developed that
are appropriate for each risk exposure. Risk controls can focus on:

 eliminating the situation, condition or activity that generates the risk

SAFE LOADING PASS SYSTEM (SCHEME)

MERA shall ensure that tankers deployed to petroleum terminals are fit, safe
and roadworthy for the trips they are deployed to run.
A critical number of technical inspectors shall be developed and trained in
collaboration with TEVETA and RTSS to conduct regular joint inspections/
assessments of road tankers with MERA before they (tankers) are allowed to
load petroleum products.

The Safety Management Committee shall identify tankers and trailers that have
been inspected at least every six months by technical inspector. If deemed
compliant with specified safety standards the committee shall recommend to
MERA for admittance to fuel loading terminals.
In this proposed Safe Loading Pass System/ Scheme only tankers that qualify
shall be issued permit documents along with patented stickers of recognition to
display on their windscreen.
Variations and perfections to this proposal may be sought from Oil
transporters, OMCs. The scheme if started shall apply to both local and
international oil haulages

Procedure for Safe Loading Pass System/Scheme(To develop a process

on SLPS)

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An example of a Sticker for an SLPS

STANDARD OPERATING PRROCEDURES

Loading/Unloading Procedures

All suppliers must meet the minimum requirements and regulations for tank
truck loading/unloading established by the Joint Safe management Team of oil
transportation.
These procedures will be established so that transporter drivers understands
the site layout, knows the protocol for entering the Site and unloading product,
and has the necessary equipment to respond to a discharge from the vehicle or
fuel delivery hose.

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The depot managers or their designee supervises oil deliveries for all new
suppliers, and periodically observes deliveries for existing, approved suppliers.
Vehicle/equipment filling operations shall be performed by operating personnel
trained in proper discharge prevention procedures.
The driver or equipment operating personnel shall remain with the
vehicle/equipment at all times while fuel is being transferred. Transfer
operations shall be performed according to the minimum procedures outlined in
the table below.

TASK PROCEDURES
DESCRIPTION
Prior to  Visually check all hoses for leaks and wet spots.
loading/unloadin  Verify that sufficient volume is available in the storage
g tank or truck.
 Secure the tank vehicle with wheel chocks and
interlocks.
 Verify that the vehicle’s parking brakes are set.
 Verify proper alignment of valves and proper functioning
of the pumping system.
 Establish adequate bonding/grounding prior to
connecting to the fuel transfer point.
 Turn off cell phone.

During  1Driver must stay with the vehicle at all times during
loading/unloadin loading/unloading activities.
g  Facility manager or designee should observe the delivery
driver during loading/unloading.
 Periodically inspect all systems, hoses and connections.
 When loading, keep internal and external valves on the
receiving tank open along with the pressure relief valves.
 When making a connection, shut off the vehicle engine.
When transferring Class 3 materials, shut off the vehicle
engine unless it is used to operate a pump.
 Maintain communication with the pumping and receiving
stations.
 Monitor the liquid level in the receiving tank to prevent
overflow.
 Monitor flow meters to determine rate of flow.
 When topping off the tank, reduce flow rate to prevent
overflow.
After  Make sure the transfer operation is completed.
loading/unloadin  Close all tank and loading valves before disconnecting.

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 g  Securely close all vehicle internal, external, and dome
cover valves before disconnecting.
 Secure all hatches.
 Disconnect grounding/bonding wires.
 Make sure the hoses are drained to remove the
remaining oil before moving them away from the
connection. Use a drip pan.
 Cap the end of the hose and other connecting devices
before moving them to prevent uncontrolled leakage.
 Remove wheel chocks and interlocks.
 Inspect the lowermost drain and all outlets on tank truck
prior to departure. If necessary, tighten, adjust, or
replace caps, valves, or other equipment to prevent oil
leaking while in transit.

What is fatigue ?

ANSI/API RP 755:

Reduced mental and physical functioning caused by sleep deprivation and/or

being
awake during normal sleep hours. This may result from extended work hours,
insufficient opportunities for sleep, failure to use available sleep opportunities,
or the
effects of sleep disorders, medical conditions or pharmaceuticals which reduce
sleep
or increase sleepiness.

What are the consequences of fatigue ?

Accidents

Performance decrements
Fatigue can contribute to the risk of accidents by impairing performance in
many different
ways:
−− Diminished ability to perform certain tasks (e.g. slowed reaction times;
periods of
delayed response or no response (lapses) during vigilance-based tasks;
increased
errors of omission (forgetting to do something); impaired selective attention;
reduced
accuracy of short-term memory).
−− Changes in emotional state and willingness to apply effort (e.g. being more
quiet
Page 48 of 77
or withdrawn than usual, lacking in energy, lacking in motivation and being
irritable
and grumpy).
−− Changes in the way we communicate (e.g. diminished ability to
communicate
effectively).

7.0 EMERGENCY RESPONSE PLAN, INCIDENT REPORTING AND

EVALUATION

7.1 Definition of Emergency

An emergency is one which has any of the following characteristics:
 Potential to cause injury or loss of life
 Potential to incur damage and loss of property
 Potential to cause disruption inside and/or outside the premises
 Potential to cause harm to the environment
An emergency may be caused by incidents due to:
 process failures
 human error
 mechanical failures
 external factors such as lightning, wind, floods, transport vehicle crashes
or even sabotage.

a. Emergency Response Plan (ERP)

Emergency response plans should be prepared for all major contingencies
involving delivery vehicles, including potential incidents involving third
parties and facilities located outside terminals.

Response plans should be reviewed for accuracy and updated on an

annual basis, and when personnel or organizational changes occur.

A system should be in place to enable a rapid and effective response to

any accidents occurring during logistics operations. The following
scenarios should be considered:


Medical emergency

A serious injury/fatality of driver personnel and/or third party(s).

Significant road accident.

Significant product spill or leakage

Vehicle fire outside the terminal

Incident which could potentially attract media/public attention or could
escalate to any of the above.
7.3 Code of Practice

Each Transporter engaged in petroleum products transportation shall have an

up-to-date, operational transportation Emergency Response Plan with the
following described elements:
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 a. Identifies organization, roles and responsibilities to respond to a
petroleum transportation incident.
b. Identifies means of dealing with the hazard, whether to people, property
or the environment, and describes the measures to contain and clean up
the spill.
c. Identifies emergency response resources whether in-house, through a
mutual aid plan or from a contractor, to be deployed in the event of a
transportation incident.
d. Identifies how technical advice will be provided as to the informational
aspects of a petroleum transportation incident including media relations.
e. Identifies the amount and type of specialized equipment and materials
required to respond to a transportation incident.
f. Defines responder competency, training, and personnel competency
assessment requirements.
g. Identifies how and when the plan will be field tested, audited and
updated.
h. Identifies how the key elements of the ERP will be communicated with the
public authorities having jurisdiction in order to gain their on-going
cooperation and support.

7.3 Emergency Response Team (ERT)

7.3.1 Roles and Responsibilities of ERT

The ERT consists of the members of the organization or where subcontracted
there should be a lead person coordinating with the external agency (service
provider) who are responsible of the safety of all employees at the overall site.
The ERT reports to the Incident Commander.
The core duties and responsibility of the ERT are:
i. Direct actions to reduce the threats
ii. Search and rescue
iii. Provision of First aid
iv. Evacuation of people
v. Call for assistance (deploy addition emergency response team,
emergency services).
vi. Focus on training to maintain a high degree of preparedness,
conducting drills

7.4 Emergency Response Resources

7.4.1 Emergency Equipment for Road Tankers and wagons

a) Each Fuel Transporting Company shall provide in its transportation

emergency plan a list of response equipment that will be available to
manage up to 42,000 litre tanker petroleum transportation incident.
b) The equipment described in the plan must be readily available and in
good working order.

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 c) The response equipment used in hazardous areas of the spill site must be
appropriately rated for such use (i.e. intrinsically safe or spark proof).
d) There shall be monthly audits and testing of the equipment to establish
functionality. The following response equipment needs to be available:

 Fire-fighting gear
 Spill containment and recovery equipment (vacuum truck, tank truck,
absorbents)
 Breathing Apparatus Set,
 Oxygen tank complete with suit,
 audio alarm systems,
 Complete Standard First Aid Kit,
 Tool box,
 Portable CO2 and fire extinguishers,
 Fire Water Hoses,
 Personal Protective Equipment

A personnel and equipment inventory list must be prepared. The list also covers
the condition and serviceability of equipment and new equipment that may
need to be procured to continue with the company’s business.

7.5 Incident Reporting

Fast, efficient and effective communication and information flow are of vital in
the handling of the emergency actions. The various means and methods of
passing information, and the task of keeping people accurately informed about
what has happened and what plans are and will be in operation to help restore
matters, are important in managing the emergency.

7.6 Emergency Communications

The designated communications coordinator will be responsible for
dissemination of information to the mass media, general public, shareholders
and local authorities. Other personnel must not pass information or
communicate with the mass media, general public, shareholders and local
authorities. The communications coordinator shall regularly brief the mass
media on the development of the incident and provide press release as
appropriate, from time to time.

7.6.1 Emergency Information Centre

On receiving advice of an incident, the emergency information centre shall
immediately alert the relevant emergency and support services. The emergency
information centre shall remain on standby and divulge as far as reasonably
practicable, information on the dangerous goods involved in the incident when
requested to do so by officials of the emergency services.

7.6.2 First Responder Requirements

When calling the emergency information centre, the first responder or the
emergency services shall provide as much information as possible about the

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incident. The following information is typically required by the emergency
information centre:
i. Name of the caller and a call back number
ii. The general nature, location and time of the incident
iii. The extent of any spill or fire
iv. Causalities, or life threatening situations
v. Details of any visible placards
vi. Any information available from the vehicle list

7.6.3 Response to Media

If the emergency attracts the media and the public, the Communications
Coordinator will be in charge of responding to them. The Communications
Coordinator or any other authorised person will be the person in charge of
media relations. No other personnel should be authorized to give any comments
or statements to the media or to the public with exception of the
Communications Coordinator. During an emergency, the company should
prepare a holding statement which can be released promptly when necessary.

7.6.4 Emergency telephone Numbers

Emergency list of contact numbers shall be made available. The list of the Key
personnel will be provided to all employees in the case of emergency.
Emergency telephone numbers may include emergency hotline numbers.

7.7 Debriefing
Debriefing will be conducted after the emergency has been terminated. The
following will be addressed during a debriefing session:
i. History of the event (how the emergency started, if known)
ii. Actions taken during the emergency as outlined in the Emergency
Procedure
iii. Any additional actions taken to control the incident.
iv. Safety measures to be taken after the emergency
v. Reports on the number of injuries and fatalities as a result of the
emergency
vi. Feedback from the ERT
vii. Recommendations to prevent future recurrence or to improve emergency
response
viii. Discuss the adequacy of the ERP and available emergency equipment

7.8 Incident Report

A comprehensive incident report must be prepared to evaluate the actual

emergency response and the effectiveness of the emergency response plan.
This shall include:
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 a) Organizations or services which responded to the emergency

b) Emergency response logistics

c) Debriefing

d) Consequences

e) Number of injuries and fatalities

f) Environmental impact

g) Cost of the emergency

h) Cause or nature of the emergency

i) Safety measures

j) Analysis of the emergency

k) Comments and recommendations

Reports of incident will be submitted to MERA within 24 hours. Depending on

the level of emergency, the Transporter may determine if the report may be
shared with any other government agencies such as Police, Ministry of
Transport, City Assembly etc

7.9 Review and Update of ERP

The ERP will be a living document. The ERP will be reviewed and updated to
correct deficiencies or omissions and to reflect changes in emergency response
resources and capabilities which will occur from time to time.

8.0 LICENCE APPLICATION

8.1 PROCESS AND REQUIREMENTS FOR LIQUID FUELS AND GAS
TRANSPORTATION

The process flow of obtaining Liquid Fuel and Gas transportation licence is
summarized as follows:
1. The applicant submits an application letter

2. The applicant submits the completed application Form (Appendix 1) to

MERA with the following documents:
a) Proof of Business registration /business names registration certificate (if
operating under a name other than your name) (accompanied with
Identification of the Directors).
b) Memorandum and Article of Association

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 c) Proof of applicants ownership or acquisition of approved motor vehicles for
the transportation of liquid fuels and gas

d) Motor Vehicle Registration Certificate,

e) Motor Vehicle Certificates of Fitness,

f) Operator certificate

g) Trade Entity Certificate

h) Cross boarder permit/B permit

i) and Motor Vehicle’s total holding Capacity

3. Payment of application fees.

4. The Motor vehicles are is inspected by MERA officials using appendix 11

which presents checklists of what will be expected to have been complied
with during inspections.

5. Upon verification of the documents and inspection, MERA will forward the
application with their recommendation to the Energy Technical &
Licensing Committee for recommendation to the Board.

6. MERA Board issues the licence

8.2 DRIVERS PERMIT ISSUANCE

8.2.1 Licence and Certification Requirements

Before any candidate is permitted to drive a tanker, accompanied or alone, it
will be mandatory that the driver possesses a Driver permit.
It is also a prerequisite that prospective drivers also possess the following:
1. Valid driving license in a relevant classification from the Road Traffic and
Safety Service. ()
2. Bulk Vehicle Operator for Wet Cargo level II certificate
3. Valid Driving Licence (Class EC)) and Professional Driving Permit (GD)
4. Level of Education (minimum MSCE)
5. Certificate of health from a recognized physician or general hospital. (This
should include a drug test.)

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 Upon verification of the above documents, MERA will issue the Drivers
permit

9.0 PRICING FRAMEWORK FOR TRANSPORTATION OF PETROLEUM

PRODUCTS AND INCENTIVES FRAMEWORK
Being a regulated segment of the Liquid Fuels (Production and Supply) supply
chain, road freight rates are set by the Authority through a rate calculating
formula. The Road Freight Rate determination formula provides for full recovery
of costs for the transporters and a reasonable return on their investment.
The arrangement allows for more investment and appropriate maintenance of
the equipment to meet the minimum standards.
The model allows recovery of Capital costs, standing costs and running costs for
transporters.

9.1 Assumptions in the model

The following assumption are made in the rate calculating formula;
• Replacement of tractor unit – 5years
• Replacement of trailer unit – 8years
• Depreciation – 25% per annum
• Residual value for tractor unit
• 46 trips a year – about three trips in a month

9.2 Standing/ Fixed Costs

The standing costs that rea recoverable by transporters as provided for in the
rate calculating formula are;
• Depreciation
• Interest
• License and Permits
• Insurance – comprehensive
• MERA License fees
• Drivers wages – MK140,000.00
• Overheads
9.3 Running/ Variable Costs
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 The variable costs recoverable through the rate calculating formula are as
below;
• Fuel – 1.5km/litre
• Oils and Lubricants
• Tyres
• Toll fees
• Port fees
• Satellite tracking – airtime
• Insurance – foreign
• Driver travel allowances – MK55,000.00
• Repairs and Maintenance
The rate calculating formula, therefore, provides incentives to transporters to
make improvements on their fleet based on the minimum requirements and any
improvements as required since all costs are recoverable.
10.0 AWARENESS STRATERGY
Goal:
This awareness strategy is designed to guide communications regarding public
creation of awareness on use of licensed petroleum road tankers and to promote
compliance with the guidelines for the transportation of Liquid Fuels and Gas.

Specific Awareness Goals

To advance compliance on guidelines for the transportation of LFG by road tankers in
Malawi, public awareness strategy efforts aim to:
 Create a greater understanding of compliance for the transporters of LFG by
road tankers
 Build support and understanding for compliance across by LFG tanker
transporters
 Encourage continued action and investment to strengthen sustainability of
compliance by LFG tanker transporters.
Audiences
To achieve these public awareness goals, the partners outlined above will target the
following audiences:

Internal
 Leadership and staff within the core stakeholders partners (DRTSS, IHB and
MERA). These are critical initial audiences as these groups will be called upon to
consistently communicate about compliance for the transporters of LFG by road
tankers to internal and external groups.

 Organizational Boards: With representatives from across key constituencies,

organizational Boards especially for IHB and transporters should be targeted for

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 outreach—and supported for continued outreach/validation activities with their
institutions.

Decision-Makers

 MERA: As an independent regulatory body, the Malawi Energy Regulatory

Authority (MERA) is responsible for making key decisions that will affect the
sustainability of guidelines for the transportation of LFG.

 DRTSS: The directorate can influence policies can can enforce compliance with
the guidelines.

Influencers

 IHB: The broker has a role not only to influence but also to provide sanity and
measures within the system.

 Workers Unions: Unions that include IHB workers (and other relevant workers),
must be engaged to ensure that accurate information about tanker driver’s road
safety is conveyed.

 Business/Consumer Groups:

 Transporters Association

 Organizations working to serve a key constituency (e.g. the Chamber of

Commerce and CAMA) can help to amplify accurate information to their own
audiences and serve as strong validators for efforts.

 Media: The media serve as a means to reaching broader groups with a

consistent message. Ensuring that information from core partners is accurately
reported via the media will help to amplify compliance.

Materials

Item Target Audience

Talking points Varies (tailored per audience/use)
Fact sheet putting reforms in Leave behind for high-level meetings
context
Standardized Brief PPT Higher-level/more technical audiences and
presentations nontechnical
SOPs IHB and transporters
Checklists IHB , transporters , drivers

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Implementing Plan

Audience Goal of Engagement Tactics/Channels Task

Internal
 Clarify goals and roles  Talking points to leadership
Internal Support efforts and
 Mitigate confusion  Regular updates to staff
leadership share accurate
 Prepare staff to be messengers to reach  Staff meeting to share
and staff information
further audiences information
 Outline facts and framing of compliance on
Champion compliance in
guidelines
 Talking points/updates to their own
 Prepare Board members to champion
Organizational members organization/roles and
compliance
Boards  One-on-one meetings broader spheres of
 Build support for compliance on guidelines
influence during
 Encourage Board members to spread
engagements
messaging
Decision-makers
 One-on-one meetings
 Clarify impact of guidelines/compliance to  Regular updates to officials Encourage inspections,
LFG transporter  Media reports fact checks, Promote
MERA
 Encourage ownership of compliance  Convene discussions to compliance in meetings
leverage validators (business with transporters
leaders, Board members, etc.)
 Media articles Approve compliance on
 Clarify context of guidelines for tankers
DTRSS  Champions, such as DRTSS guidelines; support
 Build support
Board continued guidelines
 Share accurate information Champion compliance,
 One-on-one meetings
 Build support share messaging with
 Media reports
IHB  Prepare tanker drivers to share accurate own constituencies to
 Regular updates
information with constituents amplify accurate
 Champions
information

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Audience Goal of Engagement Tactics/Channels
Influencers
 Media roundtable w
 Encourage sharing of accurate
 Invitations to
information
Media compliance milesto
 Highlighting opportunities to engage
to illustrate context
champions
 Success stories
 Mitigate concerns  Union meetings
 Define positive frame for compliance  On-site materials
Workers Unions efforts  Drivers handbook
 Share accurate information before  Information and up
misinformation is conveyed IHB leaders

 Build support around new opportunities  Meetings

Business/Consumer
 Encourage progress with Malawian  Electronic and p
Groups
government adverts

Page 59 of 77
 11.0 APPENDICES(RELEVANT CHECKLISTS

A. FUEL ROAD TANKER INSPECTION CHECK LIST

Head Office: 2nd Floor Development Phone: +265(1) 927 920/921/924

House, City Centre
Fax : + 265 (1) 772 666
Private Bag B-496

Capital City E-Mail : [email protected]

Website: www.meramalawi.mw
Regulating Energy for Sustainable Development

Form/Insp/.......

FUEL ROAD TANKER INSPECTION CHECK LIST

1.0 PARTICULARS OF THE TANKER

NAME OF THE COMPANY:

……….........................................................................

TRUCK REG. NO.:................................ TRAILER REG.

NO.:..............................

TRUCK C.O.F. VALIDITY........................ TRAILER C.O.F.

VALIDITY.....................

TRUCK INSUR VALIDITY………….............. TRAILER INSUR

VALIDITY.....................

TANK CAPACITIES.........................................

MERA LICENCE VALIDITY Valid Not valid

2.0 CHECKLIST

A GENERAL APPEARANCE STATUS REMARKS

C NC NA
(a) Vehicle body condition i.e. free from
cracks, corrosion and dents
(b) Paint (free from cracks)
(c) Free from leaks

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B CABIN STATUS REMARKS
(CONDITION/DOCUMENTS/EQUIPMENT) C NC NA

Cab to tank distance:≥150 mm

Is the cab made of steel and insulated with
class II fire rating?
Rear window: non- opening
Provision for removable orange diamond
Provision of document holder in conspicuous
position
Availability of speed limiting device
(a) Windscreen is fit for purpose i.e. free
from cracks/blemishes and provide clear
visibility
(a) Availability of rear view mirrors
(c) Availability of Fire extinguishers
-one 4.5 kg extinguishers with pressure
gauge)
-Must be unlocked
(d) Availability of cones and Triangles in
case of breakdown
(e) Availability of Spill kit
(f) Availability of First Aid Box
(g) Horn functional?
(h) Wipers functional?
(i) Wheel chokes available (min. 1 pair)
(J) Are lights functional
(k) Availability of Material Safety Data
Sheets (MSDS)
(l) Availability of driver safety kits (Helmet,
Safety Shoes, Reflective Jacket, Safety
Goggles & Hand
Gloves)

C VALVES AND CONTROL STATUS REMARKS

C NC NA
(a) Discharge Valves
(b) Foot Valves

D HOSE AND HOSE CARRIAGE STATUS REMARKS

C NC NA

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(a) Electrical continuity
(b) No signs of wear
(c) Carriage box available

E EXHAUST SYSTEM STATUS REMARKS

C NC NA
Discharge: right side, ≥1m from tank outlet
g+-`
Spark arrestor available?
100mm clearance, thermal shield

F ELECTRICAL WIRING AND BATTERY STATUS REMARKS

(a) Condition of Insulation C NC NA

(b) Functional master switch available near
the battery?
(c) Earthing points (area for bonding)
available
(d) Battery and battery cover available?
(e) Lights covered?
(f) Exposure of conductors

G PUMP AND FITTINGS STATUS REMARKS

C NC NA
(a) Pump Properly Installed, Secured &
Operates.
(b) All Connections from & to the Pump
Proper Without Any Leaks.
(c) Drip Tray Provided at Pump Area.
(d) Pump Quick Shut-Off Valves Operate.
(e) Pump Properly Installed, Secured &
Operates.

H AVAILABILITY OF THE FOLLOWING STATUS REMARKS

MARKINGS C NC NA
(a) Hazchem signs
(b) No smoking
(c) No naked flame
(d) Data plate
(e) Tank serial number
(f) Hazchem signs
(g) 24hrs contact numbers

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(h) Compartment capacity

I AVAILABILITY OF RELEVANT STATUS REMARKS

APPURTENANCES C NC NA
(a) Safety rail for manhole opening
(b) Overturn protection
(c) Manholes and filling opening
(d) Vents
(e) Access ladder
(f) Skid proof catwalk
(g) Tank mounting
(h) Over – fill protection
(j) Rear bumper
(k) Reflectors (rear and sides)
(l) Number plates
(m) Tyres (minimum 3mm tread)
(n) Spare wheels (2)

3.0 SUMMARY OF FINDINGS

______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
________________________________________

4.0 INSPECTING OFFICERS RECOMMENDATION

______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
_________________________

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NAME OF
INSPECTOR:................................SIGNATURE:...........................

COMPANY REPRESENTATIVE:................................
SIGNATURE:...............

COMPANY REPRESENTATIVE’S PHONE

NUMBER:.......................................

INSPECTION
DATE:....................................................................................

FOLOW UP INSPECTION
DATE…………………………………………………………….

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 B. CHECK LIST FOR PERIODIC INSPECTION OF ROAD TANK
VEHICLES

1.0 PARTICULARS OF THE TANKER

NAME OF THE COMPANY:

……….........................................................................

TRUCK REG. NO.:................................ TRAILER REG.

NO.:..............................

TRUCK C.O.F. VALIDITY........................ TRAILER C.O.F.

VALIDITY.....................

TRUCK INSUR VALIDITY………….............. TRAILER INSUR

VALIDITY.....................

TANK CAPACITIES.........................................

TYPE OF TEST OR INSPECTION

PERFORMED………………………………………………………………

2.0 CHECKLIST

A EXTERNAL VISUAL INSPECTION COMPLIANCE REMARKS

Are the tank shell and heads free from Yes/ No
-corroded or abraded areas (to be thickness tested);
-dents;
-distortions;
-defects in welds; and
-leakages?
Are the piping, valves, and gaskets free from Yes/ No
-corroded or abraded areas (to be thickness tested);
-dents;
-distortions;
-defects in welds; and
-leakages?
Are devices for fastening manhole covers operational Yes/ No
Condition of emergency devices and valves including Good/fair/bad
self-closing stop valves, excess flow valves and remote
closure devices
Are all bolts, nuts and fusible links or elements available Yes/ No
and tightened?
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Check if markings on the cargo tank are legible. Good/fair/bad
Condition of the following major appurtenances and Good/fair/bad
structural attachments on the cargo tank
-suspension system attachments;
-connecting structures; and
-elements of the upper coupler (fifth wheel) assembly
Do the gaskets have cracks or splits caused by weather Yes/no
or wear?

B INTERNAL VISUAL INSPECTION AND TESTING COMPLIANCE REMARKS

Are the tank shell and heads free from Yes/ No
-corroded or abraded areas (to be thickness tested);
-dents;
-distortions;
-defects in welds; and
-leakages?
Condition of the tank liners (integrity of the lined cargo Good/fair/bad
tanks to be verified at least once every year)

3.0 SUMMARY OF FINDINGS

______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
________________________________________

4.0 INSPECTING OFFICERS RECOMMENDATION

______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
_________________________

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NAME OF
INSPECTOR:................................SIGNATURE:...........................

COMPANY REPRESENTATIVE:................................
SIGNATURE:...............

COMPANY REPRESENTATIVE’S PHONE

NUMBER:.......................................

INSPECTION
DATE:....................................................................................

PREVIOUS INSPECTION
DATE…………………………………………………………….

NEXT INSPECTION
DATE…………………………………………………………………….

C. SAFE VEHICLE PRE-OFFLOADING CHECKLIST AND TRUCK GATE PASS

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Vehicle Number:………………………. Date:………………………

Driver name:………………………………

Transporter:…………………………… Time in:…………………… Time out:

……………………….

1. GENERAL CHECKS

 Are fire extinguishers tested and properly mounted ? ………………………

 Is the driver briefed on emergency procedures eg fire, spill ……………………..
 Is the driver free from influence of alcohol ? ………………………
 Does the tanker have wheel chokes ? (minimum of two) ……………………..
 Is the driver briefed on the hazards associated with
working at height (climbing on top of a tanker) ……………………..
 Collect all prohibited items like cell phones, matches, lighters for
safe keeping before entry. …………………….

2. TANK EXTERNAL LOOK

 Are facilities for sealing dome covers adequate and seals intact ? ………………
 Does the tank shell have adequate warning signs and not leaking? ...................
 Is the tanker fitted with the 110 mm couplings and is of the height not exceeding
4 metres to pass through the above ground pipelines ? …………………
 Does the tanker have a designed- well marked area for bonding ……………………

3. TANKER/HORSE
 Does the Master switch work ? Please test ……………………….
 Does the vehicle have a valid Calibration chart ? ……………………….
 Is the battery cover available and correctly fitted ? ………………………
 Are all tyres fitted and spare tyres available ……...……………...
 Are all lights covered ? (ensure no naked lights) …………………………

4 . CORRECT PPE
Is the driver safely dressed in correct PPE i.e
 Safety boots …………………
 Gloves ……………………
 Hard hat ……………………
 Overall / uniform ……………………

REMARKS:
……………………………………………………………………………………………………………………

Driver`s signature:………………………………………Depot Rep`s signature :………………………

PRODUCT TO BE RECEIVED:…………………………… RECEIVING TANK NO :………………………

OFFLOADING AUTHORISED BY :…………………………..............… DATE:……………………….

…………………………………………………………………………………………………………………………
…………………..
Emptiness of the tanker has been verified by the Security guard after offloading.

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NAME:…………………………………… SIGNATURE:……………………………
DATE………………….

D. PRE-LOAD VEHICLE INSPECTION CHECKLIST

1.0 PARTICULARS OF THE ROAD TANK VEHICLE

NAME OF THE COMPANY:

……….........................................................................

TRUCK REG. NO.:................................ TRAILER REG.

NO.:..............................

DEPOT NAME………………………………………………..
………………………………………………………………

2.0 CHECKLIST

HORSE OK NEEDS NOT

REPAIR APPLICABLE
Windscreen
Front number plate
Front head lights,
indicators and fog lights
Battery isolator decals
Dangerous Goods
diamond
Mirrors
Accident damage
Body damage
Steering axle tyres-not
re-caps

TRAILER OK NEEDS NOT

REPAIR APPLICABLE
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 Tank top cleanliness and leakage
Fire Extinguishers - External
Bonding Cable and Clamps
Wheel Chocks
Spill Tank Levels
Rear No. Plate and Reflective
Marking Tape
Side and rear accident damage
A-frame and damage

NAME OF
INSPECTOR:................................SIGNATURE:...........................

INSPECTION
DATE:....................................................................................

E. APPLICATION FOR LICENCE TO TRANSPORT LIQUID FUELS AND

GAS

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 LIQUID FUELS AND GAS (PRODUCTION AND SUPPLY) ACT

(Cap. 50:03)

LIQUID FUELS AND GAS (PRODUCTION AND SUPPLY)

REGULATIOS 2008
(reg.24)

FIRST SCHEDULE, PART III

APPLICATION FOR LICENCE TO TRANSPORT LIQUID FUELS AND GAS

SECTION A FORM
LFG 3

PARTICULARS OF APPLICANT

A.1 Full Name of Applicant …………………………………….……………....................

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 ………………………………………………………………………………………………

A.2 Address of applicant, or in the case of a body corporate, the registered

office …………………………………………………………………………………………….

………………………………………………………………………………………………

A.3 Physical Address………………………………………………………………………..

A.4 Telephone Number of Applicant ……………………... …………………………….

A.5 Fax Number of Applicant ……………………... ……………………………………

A.6 E-mail of Applicant …………………………………………………………………..

A.7 Contact Person

Name …………………………………………………………………………………..

Telephone No. ……………………………………………………………………………

Fax No. …………………………………………………………………………………..

E-mail …………………………………………………………………………………….

A.8 Legal Personality of applicant …………………………………………………………..

………………………………………………………………………………………………

A.9 If the Applicant is a registered company or organisation, enclose the

following:

(a) Full names of shareholders and their holding percentages;

(b) Full names and occupations of Directors;

(c) Certificate of Incorporation;

(d) Memorandum and Articles of Association/ Trust Deed or

Constitution; and

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 (e) Past experience in transporting Liquid Fuels or Gas or any other
dangerous

cargo.

SECTION B

COMMENCEMENT DATE OF LICENCE

B. Desired date from which the licence (if granted) is to take effect.

………………………………………………………………………………………………

SECTION C

PROOF OF OWNERSHIP OR ACQUISITION OF APPROVED MOTOR

VEHICLES

C. Proof of applicant’s ownership or acquisition of approved motor

vehicles for the transportation of liquid fuels and gas attaching
certified copies of the following in respect of each and every motor
vehicle intended for use thereof:

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 (a) Motor Vehicle Registration Certificate;

(b) Motor Vehicle Certificate Fitness,

(c) Motor Vehicle’s total holding capacity,

(d) Operator Certificate

(e) Trade Entity Certificate

(f) Cross boarder permit

SECTION D

FINANCIAL INFORMATION

E.1 Income Statement

Provide statements and one-year business plan stating the proposed

investment plan replete with projected sales and cash flow statements,
profit and loss balance sheet and market projections. Attach copies of
the current and/or budgeted balance sheet, rate of return, profit and
loss account and source and application of funds for current and next
five years. Indicate major cost items such as staff costs,
maintenance etc.

E.2 Investment Programme

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 Provide an Investment Programme for current year and means of
financing the operations.

E.3. Fixed Assets

Provide the Applicant’s summary of total assets available and intended

for use in the production process. This information should be
accompanied by a certificate of verification from certified public
accountants.

E.4 Audited Accounts for Limited Company

Provide copies of the latest audited accounts of the applicant certified

by Certified Public Account

E.5 Bank Reference Letter

In the case of an Applicant registered in Malawi, attach copy of a letter

of recommendation of the Applicant’s credit worthiness from at least
one commercial local bank.

In the case of an Applicant who is foreign owned, attach a copy of a

letter of recommendation of the Applicant’s credit worthiness from at
least one reputable commercial bank and one reputable international
bank.

SECTION F

INFORMATION ON HUMAN RESOURCES

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F. Personnel

(a) Submit details of the number of staff and employees and their
categories and grades in the service of or to be recruited by the
applicant including mechanics and workshop team showing their
qualifications and number of years of experience in similar jobs.

(b) Provide curriculum vitae of top management personnel of the

applicant.

SECTION G

PERMITS FROM OTHER GOVERNMENT DEPARTMENT OR REGULATORY

AUTHORITIES

Submit copies of the following permits or approvals issued by public or local

authorities or other regulatory agencies:

(a) Certificate of Registration of Workplace under the Occupational

Safety, Health and Welfare Act, Cap 55:07;
(b) Provide the emergency response plan
(c) Provide an approved environmental Management plan for the
garage/ parking yard/workshop

(c) any other certificates or permits.

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SECTION H

ADVERTISING NOTICE

Attach a draft copy of the notice of advertisement as to representations or

objections.

SECTION I

ENVIRONMENTAL CONSIDERATION

Provide a brief description of the likely negative impact of the motor vehicles
on natural resources and environment and mitigation measures proposed.

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