Purpose and scope iii Purpose and scope This publication aims to promote harmonisation and compatibility between offshore terminals and offtake tankers, by providing guidance on equipment and procedures for mooring and cargo transfer of crude oil and other petroleum products. The guidelines are aimed at tanker technical operators, terminal operators, tanker-based personnel, terminal-based personnel, offshore project development teams and regulatory officials. The main focus of the guidelines is on the safe management of the interface between offshore terminals and offtake tankers. This publication updates and supersedes the following OCIMF publications: • Offshore Loading Safety Guidelines with Special Relevance to Harsh Weather Zones. • Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO Facilities. • Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers at Single Point Moorings. This publication also includes work from an OCIMF work group on Dynamic Positioning (DP) bow loading tankers at offshore terminals, which was set up to develop the concepts in the Oil and Gas UK (previously UKOOA) Tandem Loading Guidelines for worldwide use. OCIMF is grateful to Oil and Gas UK for their permission to incorporate sections from the Tandem Loading Guidelines into this publication. Field operators should conduct field-specific risk assessments and set field-specific standards to ensure safe operations. Recommendations in this publication may be supplemented by requirements from project development teams, tanker technical operators and terminal operators. Some countries have enacted Coastal State regulations that address offshore tanker operations within their territorial waters or Exclusive Economic Zone (EEZ) which must be complied with. This publication should not replace, but provide additional guidance to, any Coastal State or international regulations or the individual terminal operator’s specific procedures. In addition to the guidance in this publication, further guidance on the risk management of F(P)SO operations is available in the following publications: • Guidelines for Managing Marine Risks Associated with FPSOs, International Association of Oil and Gas Producers (IOGP). • Tandem Loading Guidelines, Oil and Gas UK. Tandem mooring terminal operators and designers should appreciate that the different mooring configurations for F(P)SOs, combined with local environmental conditions, have a significant impact on the operability of tandem mooring configurations for the various size ranges of tankers. In 2007, the industry sponsored a project by the Maritime Research Institute Netherlands (MARIN) to develop a tandem mooring numerical simulation tool to help assess cargo transfer operability criteria. OCIMF sponsored a study into the use of this tool to test the adequacy of Single Point Mooring (SPM) mooring equipment recommendations. The results were published in the information paper Summary of the Results of the MARIN Study to Validate the Adequacy of SPM Mooring Equipment Recommendations (2007). The study focused on mooring loads and concluded that tandem mooring a conventional tanker to an F(P)SO increases the potential for imparting higher loads on tanker SPM equipment when compared to conventional SPM buoy moorings. The main new recommendations in this publication are: • To reduce operational risks to As Low as Reasonably Practicable (ALARP), operators should conduct a risk assessment for the design concept and development of cargo transfer alternatives. This should be based on prevailing conditions at the offshore terminal’s location. Guidelines for Offshore Tanker Operations iv • Hardware and software systems should be used to reduce the probability of single point failure if the failure would cause a significant loss of station keeping or loss of containment. Hardware in the Loop (HIL) testing can be used to review design concepts. • Failure mode effects on offtake tankers and offshore terminals should be analysed. Mitigating measures and solutions, where appropriate, should be tested and documented in Failure Mode Effects (and Criticality) Analysis (FME(C)A) and associated proving trial reports. Tanker crews and terminal personnel should understand the results of the analysis and tests. Operators should apply this FME(C)A concept to the original design and to any modifications undertaken during the operating life of offtake tankers or offshore terminals. • Appropriate guidance should be available on operational, environmental and station keeping limits and on potential equipment failure. Operators should give clear guidance to crews on when to change station keeping mode or when to abandon operations. Sufficient competent personnel must be available on both the offshore terminal and offtake tanker. • A strong management culture should ensure that all stakeholders are confident that a decision to disconnect or abandon operations for safety or environmental reasons will be fully supported by onshore management. • Operators should share information on the causes of incident, or potential incidents, with other operators to promote learning and reduce the risk of recurrence. The publication offers guidance on terminal design, equipment and operations at two main types of offshore terminal: • Floating (Production) Storage and Offloading (F(P)SO) facilities. • Single Point Mooring (SPM) buoy terminals. In this publication there is more guidance on operations at F(P)SOs than at SPM buoy terminals because OCIMF already has a publication that addresses SPM buoy operations: Single Point Mooring Maintenance and Operations Guide (SMOG). OCIMF recommends that operators of SPM buoy terminals read both publications. The two main types of offtake tanker are: • Conventional tankers. • DP bow loading tankers. Other types of offshore SPM terminals are described in this publication, such as the small numbers of Submerged Turret Loading (STL) and Single Anchor Loading (SAL) terminals, but their operational characteristics are location dependent and will be set out in detail in the relevant Field Specific Operating Guidelines (FSOG) documents. Transferring liquid hydrocarbons between an F(P)SO or SPM buoy and a moored tanker is now commonplace as operators increasingly develop offshore fields without a direct connection to shore-based terminals. Cargo transfer operations may be undertaken safely and reliably as long as suitable research, design and equipment has been used, and field-specific procedures and operational parameters have been followed. Incompatibility between a terminal’s mooring equipment and shipboard fittings can affect both the security of the mooring system and the safety of operations. It may also increase the time mooring operations take, increasing the risk to personnel involved. Matching the equipment and fittings between the terminal and the tanker can help avoid difficulties. The general acceptance of the guidance and recommendations in this publication, both structural and operational, will promote increased safety and efficiency of operations at offshore terminals. Structural issues include: • Number of moorings and fittings. • Safe Working Load (SWL) of moorings and fittings. • Relationship between the strength of mooring components, the dimension of chafe chains and attendant fittings, and the type and location of securing devices and fairleads on board. Purpose and scope v • Other features necessary to ensure correct and safe matching of equipment between tankers and terminals. Operational issues include: • Cargo transfer system design. • Equipment provided and its use. • Operational practices including station keeping. • Environmental limitations. • Managing the competence and training of personnel involved. Both structural and operational issues should be considered by project teams involved in the design and construction of terminals and tankers, and by operators at the execution stage, to provide mooring and cargo transfer facilities that keep operational risk ALARP. Project teams involved in the design and construction of terminals and offtake tankers should ensure that personnel with specialist knowledge and experience of conducting risk assessments are used to help them assess the risks involved in cargo transfer operations. Competent personnel with suitable experience of the types of cargo transfer operations under consideration should also be included in the teams conducting the risk assessments. These specialist personnel should use appropriate risk assessment tools relevant to the planned operations, for example Hazard and Identification Study (HAZID), Hazard and Operability Study (HAZOP), quantitative and qualitative risk assessment, FME(C)A, and HIL testing, where appropriate. Some terminals may have different requirements due to their location and operational practices. Although the recommended dimensions of all equipment and fittings should be used by all types of SPM terminals, terminals may vary the number of chafe chains and bow chain stoppers depending on tanker size. Terminal operators should make sure that any variations from the recommendations in this publication are well promulgated in port information publications, to shipping agents and to charterers. The layout of this publication is designed to describe common issues for all terminal and tanker types, and then to highlight where differences are needed for particular equipment or operations. Sections are designed to focus primarily on key functions such as design, equipment, procedures for different operations, risk management and support services.OCIMF: enquiries@ocimf.org Contents vii Purpose and scope iii Contents vii Glossary xi Abbreviations xviii Bibliography xx Section one Applicable codes and standards 1 1.1 Offshore terminals used for cargo transfer 2 1.2 Offtake tankers 5 Section two F(P)SO subsea mooring and cargo transfer philosophy 10 2.1 Definition and application 12 2.2 Operating environments 12 2.3 F(P)SO subsea mooring configurations 13 2.4 F(P)SO location relative to other structures 16 2.5 Basis of Design and cargo transfer philosophy development 17 Section three Offshore terminal mooring configuration and equipment 20 3.1 Introduction 22 3.2 Mooring system design 22 3.3 Using simulation of motions and forces to assess likely hawser loads 25 3.4 Single and dual hawser mooring systems 27 3.5 Mooring system equipment 29 Section four Offshore terminal cargo transfer configuration and equipment 44 4.1 Configuration 46 4.2 Cargo pumping system 46 4.3 Custody transfer system 47 4.4 Manifold 47 4.5 Hose flushing configurations 48 4.6 Cargo hoses and equipment 49 4.7 Quick release couplings 56 4.8 Cargo hose end fittings 59 4.9 Overpressure and surge protection 59 4.10 Cargo containment 60 4.11 Lifting and other equipment 60 4.12 Terminal interface for offtake tanker surge prevention and overpressure protection 61 4.13 Terminal interface for offtake tanker equipment maintenance and repair 61 Contents Guidelines for Offshore Tanker Operations viii Section five Offtake tanker mooring and cargo transfer equipment and configuration 62 5.1 All offtake tankers 64 5.2 Offtake tanker technical operator responsibilities 64 5.3 Conventional tankers 65 5.4 Bow loading tankers 70 Section six Station keeping 82 6.1 Conventional tankers 84 6.2 Station keeping using tugs 87 6.3 Mooring layout for tug escort and pull-back, and aft mooring deck design 93 6.4 Stern mooring winch configuration 94 6.5 Disconnection of towline 94 6.6 DP systems 95 Section seven Personnel transfer facilities 102 7.1 General 104 7.2 Support vessel transfer 104 7.3 Basket transfer 105 7.4 Helicopter transfer 105 7.5 Other information 106 Section eight Conventional tanker operations 108 8.1 Introduction 110 8.2 Night operations 110 8.3 Competence of offshore operations personnel 110 8.4 Communication requirements for operations 112 8.5 Terminal operational factors 112 8.6 Conventional tanker approach to terminals 115 8.7 Pre-arrival preparations 119 8.8 Pre-mooring preparations 119 8.9 Mooring operations 120 8.10 Pre-transfer conference 120 8.11 Cargo hose connection 120 8.12 Station keeping management 121 8.13 Cargo handling 128 8.14 Disconnection and unmooring 129 8.15 Manning and watch standing 129 8.16 Environmental limitations for cargo transfer operations 129 8.17 Requirements for support vessels 130 8.18 Mooring and line handling 131 8.19 Cargo hose handling 131 8.20 Tug assistance overview 131 8.21 Offshore terminal: organisation and responsibilities 132 Contents ix Section nine DP bow loading tanker operations 136 9.1 General 138 9.2 Safety critical elements 138 9.3 Operational safety 139 9.4 Training and competence of offshore operations personnel 141 9.5 F(P)SO operational factors 145 9.6 Approach to terminals 146 9.7 Pre-transfer conference 148 9.8 Station keeping operations 148 9.9 Cargo handling 154 9.10 Disconnection and unmooring 155 9.11 Manning and watch standing 155 9.12 Requirements for support vessels 155 9.13 Use of Tanker Assist Vessels at offshore terminals 156 9.14 Offshore terminal: organisation and responsibilities 163 Section ten Risk management 166 10.1 General 168 10.2 Offshore cargo transfer operations: general 168 10.3 Hazards and effects management process 168 10.4 Offshore terminal to conventional tanker cargo transfer hazard identification 169 10.5 Risk assessment 170 10.6 Risk control 171 10.7 Mitigated risk assessment 172 10.8 Recovery measures 172 10.9 Primary field risk management methodology: field operator and offtake tanker technical operator interface 173 Section eleven Emergency and contingency planning 176 11.1 Emergency scenarios 178 11.2 Emergency towing and standby vessel specifications 181 Appendices Appendix A: Types of offshore terminals 184 A1 General 184 A2 Surface F(P) SOs 185 A3 Surface Single Point Mooring systems 197 A4 Sub-surface loading systems 201 A5 Offshore terminals for use in ice 205 A6 Dynamically Positioned Loading Terminal 207 Appendix B: Recommendations for DP bow loading tanker training and experience 208 B1 DP offtake tanker training: general 208 B2 Offshore loading training 212 B3 Emergency tow training exercises 214 Guidelines for Offshore Tanker Operations x Appendix C: Assurance processes for DP bow loading tankers 215 C1 Purpose 215 C2 Background 215 C3 Acceptance of new offshore terminals and new offtake tankers intended to be regularly used in the field (primary and secondary pool tankers) 216 C4 Ongoing acceptance of regularly used offtake tankers (primary or secondary pool tankers) 217 C5 One-off acceptance of previously unapproved alternative tankers at short notice 217 Appendix D: Tanker Assist Vessel for DP bow loading operations 220 D1 Overview 220 D2 Equipment requirements 220 D3 Tanker Assist Vessel operations 224 Appendix E: Examples of conventional tanker–terminal information exchanges 227 E1 Pre-mooring checklist (Mooring Master and conventional tanker Master exchange) 227 E2 Pre-cargo transfer conference checklist 227 E3 Pre-departure checklist 227 E4 Watchkeeper SPM position reporting guide 228 Appendix F: DP bow loading operational checklists 229 F1 Example of DP bow loading tanker and terminal operations checklists 229 F2 Example offshore terminal checklists 235 F3 Example DP bow loading tanker checklists 239 © Copyright OCIMF 2018 F(P)SO subsea mooring and cargo transfer philosophy Section two 2.1 Definition and application 12 2.2 Operating environments 12 2.3 F(P)SO subsea mooring configurations 13 2.4 F(P)SO location relative to other structures 16 2.5 Basis of Design and cargo transfer philosophy development 17 Guidelines for Offshore Tanker Operations 12 2.1 - Definition and application More detailed guidance regarding the practical operation of SPM buoy terminals can be found in OCIMF’s Single Point Mooring Maintenance and Operations Guide (SMOG) and is not reproduced here. This section offers the equivalent practical operation guidance for non-SPM buoy terminals, as well as field layout and design options for all types of offshore terminals. An FPSO facility is a floating system that is designed to: • Receive crude oil, condensate and/or gas from subsea wells or from a nearby wellhead facility. • Conduct subsea well management. • Separate and treat oil, gas, sediment and water. • Store the liquid hydrocarbons in dedicated storage (cargo) tanks within the hull structure. • Transfer the liquid hydrocarbons to an offtake tanker. • Perform production water and gas management. FPSOs typically have a ship or barge shaped hull, although spar shaped hulls (deep draught caisson) and other types exist. The general design and operational principles in this publication can be applied to any shape of FPSO hull, although some recommendations are specifically for ship or barge shaped FPSO hulls. FPSOs may be designed and constructed as new vessels or converted from existing tankers. The hull size will depend on field production rates, resultant cargo capacity, space required for ballast and produced water treatment, production chemicals and utilities, and the commercial consideration of optimum cargo volume for transfer to an offtake tanker. The term FPSO is commonly used for all types of offshore floating hydrocarbon processing facilities. FPSOs are defined by their function – they produce or process, store and offload liquid hydrocarbons – and not the hull shape or the nature of the cargo. A Floating Storage and Offloading (FSO) facility is similar to an FPSO, but hydrocarbons are not processed on board. An FSO is a floating system that is designed to: • Receive processed liquid hydrocarbons from an external processing facility. • Store the liquid hydrocarbons in dedicated tanks within the hull structure. • Transfer the liquid hydrocarbons to an offtake tanker. • Perform produced water management. Within this publication, the term F(P)SO is used to describe both an FPSO and an FSO. The terms offtake tanker and offshore terminal are used as generic terms. Offtake tanker is used for tankers both taking cargo from or delivering cargo to an offshore terminal. When referring to specific operations, the terms for offtake tanker and offshore terminal type are used, i.e. conventional tanker, DP bow loading tanker, F(P)SO, SPM buoy, etc. 2.2 - Operating environments During the planning and development phase for any new offshore terminal, specific environmental data from the proposed operational location should be collected over an adequate period, e.g. across all seasonal variations and preferably over many years. This data should be recorded using frequent sampling periods, e.g. one per second. Peak values may not be adequately recorded if longer sampling periods, e.g. four hours, are used. It is recommended to use long-term historic data to capture the extreme variations that need to be taken into account for the facility design. This may extend to calculating 100 and 1,000 year extreme waves and even greater periods for assessing maximum environmental forces and their various rates and frequency of change. The environmental data should be analysed and used in simulations and modelling to determine the optimal mode of operation for predicted maintenance downtime. For many Section two: F(P)SO subsea mooring and cargo transfer philosophy 13 locations, it may be necessary to conduct extensive computer simulations of multi-modal wave forms, wave focussing and infra-gravity wave actions, including the effects of the rates of change and frequency of change of the various environmental data. Field-specific environmental data may include: • Wind speed and direction. • Wind wave height, direction and period. • Swell heights, directions and periods. • Current direction and rate, at various depths. • Tidal variation. • Air temperatures. • Sea temperatures. • Precipitation rates and type. • Wind squall activities and other extraordinary events, e.g. solitons or river flow surges. • Visibility, which may be restricted due to local phenomena, e.g. Harmattan in West Africa. • Ice formation. • Hurricanes, cyclones, typhoons. This publication addresses tandem mooring and other SPM type offshore terminal operations with offtake tankers. Side-by-side operations are not generally addressed here as the OCIMF publications Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases and The Safe Transfer of Liquefied Gas in an Offshore Environment (STOLGOE) provide specialised guidance for such side-by-side operations. Practical operating limits should be established for: • Personnel transfer. • Station keeping. • Mooring, unmooring. • Connection, disconnection of the cargo hose. Where the environmental conditions prevent conventional tanker tandem mooring operations or use of SPM buoys other methods of offtake should be considered, e.g. the use of more specialised configurations such as tandem mode DP bow loading tankers or DP offshore terminals. 2.3 - F(P)SO subsea mooring configurations The selection of a subsea mooring system for an F(P)SO depends on project- and location- specific requirements. F(P)SOs are typically moored using one of the following: • A spread mooring system, with the F(P)SO orientated into the predominant environmental forces to minimise motions, i.e. excessive rolling (see figure 2.1). • A fixed, rigid connection to an internal or external turret or a Catenary Anchor Leg Mooring (CALM) buoy, with the F(P)SO free to weathervane (see figure 2.2). • A soft mooring connection to a CALM buoy, with the F(P)SO free to weathervane (see figure 2.3). • A soft yoke mooring to a jacket structure, with the F(P)SO free to weathervane (see figure 2.4). • A submerged turret (STL) (see figure 2.5). • DP F(P)SOs, where the only connection to the subsea system is via the production risers (see figure 2.6). Guidelines for Offshore Tanker Operations 14 Oil and gas processing equipment Risers Mooring lines Helidecksandquarters Figure 2.1: Spread mooring system for F(P)SO Swivel stackProduction equipment Rotatingturret Mooringlines Oil storagein hull Figure 2.2: Fixed rigid connection with F(P)SO free to weathervane Hawser Mooring lines CALM with rotation Figure 2.3: Soft mooring connection to a CALM buoy free to weathervane Section two: F(P)SO subsea mooring and cargo transfer philosophy 15 Jacket structure with rotation Figure 2.4: Soft mooring to a jacket structure and free to weathervane Risers Mooring lines Submerged turret Figure 2.5: Offtake tanker mooring by means of a submerged turret (STL) Hawser and cargo transfer hose DP bow loading tankerDP F(P)SO Derrick Figure 2.6: DP F(P)SO with production riser as the only subsea connection See appendix A for more detailed descriptions of the types of F(P)SOs and other offshore terminals. Guidelines for Offshore Tanker Operations 16 F(P)SOs have been successfully operated in water depths from only 30m to more than 2,000m. The mooring system may consist of a combination of chain, wire or synthetic rope. Anchors may be high holding power drag anchors, deep penetrating high-lift anchors, or driven or suction piles. The proposed mooring system will be subject to analysis and computer modelling to determine its optimum configuration and it will be designed for minimum intervention throughout its field life. In-service performance checks should be made to validate the design and if changes are made an updated analysis should be conducted. The subsea mooring system for an F(P)SO is selected based on: • Water depth and holding capabilities of the seabed. • The prevalent environmental conditions. • The size of F(P)SO and the design offtake tanker size. • The field life of the operation. • The complexity of production equipment (for F(P)SOs), e.g. production flow lines, gas lift lines, gas or water injection lines, instrumentation and control umbilical, cargo transfer flow lines, etc. Mooring system selection and design is covered under industry recommended practices, e.g. ISO 19901-7 and API RP 2SK. Mooring systems are designed with a requirement for redundancy, which means that a failure (e.g. of one mooring leg) will not necessarily prevent operations continuing, as long as the F(P)SO does not move outside of its permitted excursion envelope. The subsea mooring system design should include a way to monitor the mooring system components for any failures, e.g. using individual leg load monitors, chain angle indicators, side-scan observation or other methods. Weathervaning F(P)SOs may be fitted with thrusters to help maintain their heading during mooring and cargo transfer operations. The heading control function may be used to limit change of heading during the offtake tanker approach and connection, to reduce ‘fishtailing’ motions when the offtake tanker is moored and to help the F(P)SO find a compromise heading in confused sea. A compromise heading balances the weathervaning preference with the need to keep the F(P)SO as steady as possible, as excessive rolling action can affect process plant operations. The design environmental conditions and redundancy needs must be taken into account when deciding how many thrusters to install and the thruster power. 2.4 - F(P)SO location relative to other structures To determine the optimum location of the F(P)SO for tandem mooring cargo transfer operations in relation to field obstructions, e.g. fixed platforms, SPM buoys, shallow water areas or subsea equipment, consideration should be given to offtake tanker approach and departure routes and weathervaning when an offtake tanker is moored. The minimum recommended distance from other structures and obstructions will be calculated based on: • Maximum allowable excursion of the subsea mooring system F(P)SO length. • Mooring hawser length. • Maximum mooring hawser extension. • Maximum offtake tanker length. • Maximum towline length for conventional tanker. • Maximum towline extension for conventional tanker. • Maximum length of the pull-back tug for conventional tanker. • For DP bow loading tankers, the drift distance from time taken for a Tanker Assist Vessel (TAV) to reach an offtake tanker, attach emergency towline and start towing operation. • A risk-based safety margin. Section two: F(P)SO subsea mooring and cargo transfer philosophy 17 Depending on Coastal State legislation, and in accordance with UNCLOS Article 60.5, exclusion safety zones of up to 500m may be established around fixed structures. F(P)SO operators may apply to the coastal authority to establish an exclusion safety zone beyond the swinging circle of the F(P)SO, offtake tanker and pull-back tug. 1.2km approx F(P)SO F(P)SO PrevailingweatherPull-back tug Conventional tanker Restricted zone (prohibited berthing approach) Berthing approach aligned with heading of F(P)SO Installationexclusionzone Safety factor (e.g. of 2, from risk assessment) for F(P)SO location Figure 2.7: Example of likely F(P)SO location in the field When determining the F(P)SO location within a field, the risk and consequences of offtake tanker breakout and drift under all likely operating conditions should be considered (see section ten). Sufficient water depth and Under Keel Clearance (UKC) for both the F(P)SO and offtake tanker should also be determined, including allowances for subsea structures and obstructions, squat, roll, pitch, heave, trim, static towline loads and effects and a further appropriate safety margin. A safe anchoring area should be established away from all subsea and field obstructions. For conventional tanker operations, locations for pilot and Mooring Master boarding and pull-back tug approach should also be established. Similar considerations and processes should be used for decisions on location of SPM buoys and other terminal types. 2.5 - Basis of Design and cargo transfer philosophy development An F(P)SO or other terminal project will have a BOD document that has been prepared after alternative field development plans have been considered and analysed, but before any definitive field development planning. The BOD includes design objectives, instructions, specifications and factual information, including: • Designated location, water depth and extreme environmental conditions. • Product (oil, gas, water) specification and nature. • Product parcel size and trading expectations. • Predicted field life, production, storage and cargo transfer requirements. • Applicable Class, international and Coastal and Flag State requirements and standards. • Design size of offtake tankers. • Anticipated environmental operating limits. • HSE and sustainable development requirements. Guidelines for Offshore Tanker Operations 18 • By-products and waste data. • Equipment-specific requirements. • System operating and cargo transfer philosophy. • Maintenance philosophy. The BOD should be considered a critical and ‘live’ document that acts as a record of decision making and is updated if regulations or circumstances change. Without a good BOD, the field development contractor cannot effectively understand and translate the field operator’s actual intentions and wishes into the final operational facility. Experienced personnel with expertise in all aspects of F(P)SO or other appropriate terminal operations and associated offtake vessel operations should be closely involved with design engineers. This helps ensure the cargo transfer philosophy is practical and that it is central to the design and construction phases and is complementary to (and does not compromise) the long term operational phase. The cargo transfer philosophy covers the terminal mooring and cargo transfer systems, ancillary equipment, operations and personnel. It drives how activities are managed, including preparations for mooring the offtake tanker, connection of the cargo transfer hose, cargo transfer operation, measurement and documentation, disconnection and unmooring. A maintenance and spare parts inventory philosophy should be established to identify critical spare parts and guarantee the continued integrity of the equipment. The maintenance philosophy should also cover inspection, maintenance processes, supply and logistics for maintenance activities, processes for minor modifications and impact assessments on safety and operations applicable to the terminal.