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VIETNAM OIL AND GAS GROUP
DUNG QUAT REFINERY PROJECT MANAGEMENT BOARD
DUNG QUAT PETROLEUM
PORT RULE AND REGULATION
FULL NAME
POSITION
Phan Hoàng Khánh
Marine dept.
manager
Nguyễn Văn Nam
Jetty leader
ELABORATED Lê Thanh Bình
SIGNATURE
vice
Marine engineer
Nguyễn Linh Vũ
SPM leader
Tôn Tịnh Biên
Mooring
assistant.
Phan Đông Hải
Marine
manager
master’s
REVIEWED
APPROVED
No:
Date of issue:
Revision: A
Date of update:
dept.
DUNG QUAT PETROLEUM PORT RULE AND REGULATION
INDEX
Contain
Page
Foreword ………………………………………………………………………… 3
Part 1: GENERAL INFORMATIONS………………………………………… 4
1. Definition of glossaries.............................................................................. 4
2. General terms and conditions for the operation of the Port....................... 4
3. Telephone and importance VHF channel.................................................. 5
4. General description of Dung Quat Petroleum Port.................................... 6
Part 2: PORT REGULATIONS………………………………………………... 8
1. Application/conditions of acceptance/charges........................................... 8
2. Information required prior arrival.............................................................. 9
3. Anchorage area........................................................................................... 10
4. Pilot regulations.......................................................................................... 10
5. Tugboat regulations.................................................................................... 10
6. Special requirements................................................................................... 11
7. Security....................................................................................................... 12
8. Insulating ship/shore connection................................................................ 12
9. Use main engine......................................................................................... 12
10. Avoidance of oil pollution.......................................................................... 13
11. To deal with garbage…….......................................................................... 13
12. Fire precautions.......................................................................................... 13
13. Instructions in case of fire.......................................................................... 15
14. Bunkering from lighter/barges while alongside berths.............................
16
15. Small crafts alongside tankers at berths..................................................... 16
Part 3: SPM OPERATION PROCEDURE.…………………………………... 18
I. General information of SPM………………………………………………. 18
1. The SPM buoy…………………………………………………………… 18
2. SPM mooring hawser assemblies............................................................... 18
3. Floating hose assemblies............................................................................ 18
4. Technical data and operation condition for SPM....................................... 19
II. SPM mooring procedures...................................................................... 19
1. Equipment and preparation for SPM, tanker, tugboats............................... 19
1
2. Preliminary preparation for mooring of the tanker to SPM........................ 21
3. Mooring the tanker..................................................................................... 22
4. Floating hose connection............................................................................ 22
5. The tanker preparation for unloading......................................................... 23
6. Transfer crude oil from tanker to storage tank on shore............................ 24
7. Completion crude oil offloading................................................................ 24
8. Floating hose disconnection....................................................................... 25
9. Unmooring the tanker................................................................................ 25
10. Emergency situations................................................................................. 25
11. Safety measurement................................................................................... 26
Part 4: JETTY OPERATION PROCEDURE.................................................... 27
I. Jetty information.................................................................................
27
1. Description................................................................................................. 27
2. Berths limitation......................................................................................... 27
3. Loading/ Unloading facilities..................................................................... 28
4. Loading rate................................................................................................ 28
5. Requirement of manifold………………………………………………… 29
II. Jetty topside operating procedure................................................................. 29
1. Pre-berthing preparation............................................................................. 29
2. Berthing….................................................................................................. 30
3. Loading operation...................................................................................... 30
4. Unberthing................................................................................................. 31
5. Cargo delivery............................................................................................ 31
6. Port due payment…………………………............................................... 31
Part 5. APPENDIX................................................................................................ 32
Annex 1. Jetty............................................................................................ 32
Annex 2. Figure for SPM operation procedures ........................................ 36
Annex 3. Forms.......................................................................................... 40
2
FOREWORD
DUNG QUAT PETROLEUM PORT
Dear Sir,
Welcome to the Dung Quat Petroleum Port. This booklet is intended to acquaint
Master’s of vessels, Owners and Charterers with conditions, facilities and procedures
at the Dung Quat Petroleum Port. It is not intended to replace any official publication.
Reference should be made to the appropriate Hydrographic office, Admiralty
publication and official charts to obtain relevant information.
All information, services and facilities provided by the above mentioned companies
including those of Pilots, Loading Master, Mooring Assistant, launches and equipment
are accepted at vessels own risk.
Although every effort has been made to ensure that the information in this booklet is
correct, changes do take place, hence the information can not be guaranteed.
Final responsibility must ( as always ) rest with the master.
3
Part 1: GENERAL INFORMATIONS
1.
Definition of terms:
In these regulations, these words and expressions have the following
meanings:
1.1.
Port: It is the Dung Quat Petroleum Port of Dung Quat Refinery Project
Management Board.
1.2.
Loading master: the person shall be the port appointed by his authorized
representative.
1.3.
Port authorities: It’s the Maritime administration of Quang Ngai.
1.4.
Director of Maritime administration: It’s the head of Maritime administration
of Quang Ngai.
1.5.
Vessel: Any ship or craft or other floating navigable object.
1.6.
Tanker: A vessel designed to carry crude oil and/or oil product in bulk,
including a combination carrier when being used for this purpose.
1.7.
Small craft: vessel not over 100 gross registered tons (GRT) such as: Any
agent/crew ferry boat, lighter boat, barge, tug and other than those operated by
Dung Quat Port Authority for tanker operations or non tank.
1.8.
Main deck: The main deck of a tanker is the steel plating forming the top of
the cargo tanks, hold spaces, ballast tank, cofferdams and pump-rooms.
1.9.
Operations: The loading/discharging and transfer of petroleum and chemicals,
ballasting/deballasting, bunkering, tank cleaning and gas freeing and any
other activity normally associated with handling petroleum cargoes.
1.10. Hot work: Any work which could generate heat or electrical or mechanical
sparks of sufficient temperature to ignite flammable gases, liquids or other
materials.
1.11. Naked lights: Open flames and fires, exposed incandescent material, lamps
and electrical equipment of a non-approved pattern of any other unconfined
source of ignition.
1.12. Petroleum: Crude Oil and its derivatives, whether solid, liquid or gaseous.
1.13. Liquefied petroleum gases: Petroleum Fraction or derivatives which is
gaseous at ambient temperature and pressure, but which may be readily
liquefied by pressurization or refrigeration.
1.14. Restricted area: The Area enclosed within the Port’s boundary fences and the
water within 200m of the jetty structure; 1000m radius of the SPM structure.
2.
2.1.
General terms and conditions for the operation of the Port:
Port shall ensure that substructures, facilities are safe and suitable for vessel
permitted or invited to use them. All facilities, substructures and assistance
provided by terminal when use shall be subjected to the following condition:
4
2.2.
Port shall not be responsible for damage caused as a result of the rendering of
any assistance while berthing/unberthing of jetty and SPM. The tanker Master
shall at all times remain solely responsible for the safety navigation of his
tanker.
2.3.
Port shall not be responsible for any loss, damage or delay with vessel, and
her cargo caused by weather, delay is due to any act, neglect, omission any
servant/agent or damage of substructures, facilities of terminal.
2.4.
The owner of a tanker in berth, use of any part of the premises, of any gear or
equipment provided by Port shall be liable for and shall indemnity from
damage or delay of this property and including any neglect, omission any
servant.
2.5.
Port shall not be responsible for any complain from any third party that
caused by tanker/ agents.
2.6.
Port shall not be responsible for any loss, damage or delay, directly or
indirectly caused by, or arising from strikes, lockout, or labours disputes
whether or not Port.
2.7.
If any vessel sinks, grounds or otherwise become in the opinion of Port an
obstruction or danger in any part of the port or the approaches thereto, and the
Owner of the vessel fails to remove the obstruction or danger, Port shall
remove the obstruction and any expenses of such removal shall be recoverable
from the Owner of the vessel causing the danger or obstruction.
2.8.
The tanker Master is responsible for navigate the vessel to other berth to
suitable for loading cargo by Loading Master’s instruction.
2.9.
In addition to the observance of the Port’s Regulations as printed herewith,
Master should note the Byelaws of the port authority. They should familiarize
themselves with these Byelaws and must ensure that the both Byelaws and
Port Regulations are brought to the attention of crew member and their
provisions strictly observed.
3.
Telephone and importance VHF channel:
3.1.
Dung Quat Refinery Project Management Board (DQR):
• Add:
#208 Hung Vuong, Quang Ngai, Vietnam
• Telephone:
055 3825825
• Fax:
055 3825826
3.2.
Dung Quat Petroleum Port (Terminal no1, Jetty, SBM):
• Add:
Dung Quat, Binh Thuan, Binh Son, Quang Ngai, Vietnam
• Telephone: 055 3610 471/055 3610472
• Fax:
• VHF:
3.3.
055 3610431
68
Operation department:
5
• Telephone:
055 3610471/3610472
• Fax:
055 3610431
• VHF:
68
3.4.
Fire fighting:
• Quang Ngai:
114/ 055 3817525
• Dung Quat Economic Zone: 055. 3618 463
• DQR
3.5.
:
055. 3825 825
Ambulance:
• Telephone:
3.6.
115
Police of Dung Quat economic zone:
• Telephone:
055 3610598
3.7
Emergency oil spill DQR :
• Telephone:
055. 3825 825
• Fax:
055. 3825 826
• VHF:
3.8
4.
68
Quang Ngai maritime administration:
• Telephone:
055 3610598
• Fax:
055 3610105
• VHF channel:
16/12
General description of Dung Quat Petroleum Port:
Dung Quat Petroleum Port:
• Construction dock.
• Oil product Jetty.
• SPM.
4.1
Pilot station:
• Terminal 1 and oil product Jetty, The center of circle of Pilotage water has the
following position:
- Latitude : φ = 15o26’13’’1N;
- Longitude: λ = 108o45’10’’5E ;
- With the Radius is 1 nautical mile.
• SPM, The center of circle of Pilotage water has the following position:
- Latitude : φ = 15o25’30’’N;
- Longitude: λ = 108o51’30’’E;
- With the Radius is 0.5 nautical mile.
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4.2.
Single point mooring (SPM):
• Location:
SPM is installed at Viet Thanh bay, Quang Ngai Province, Viet Nam.
- Position:
- Latitude: 150 22’ 33”,1 N
- Longitude: 1080 51’ 41”,0 E
• Main characteristics of SPM:
- Color of buoy
: yellow
- Top symbol
: two serial aligned cones
- The lantern has characteristics: white light, signal Morse code “U”, 10
nautical miles of range, 3600 horizontal of visibility, (⋅⋅−), 15s of
frequency.
- Water deep:
20m
- Diameter of buoy body:
12m
- Diameter of skirt:
17m
- Height of overall
10m
- Height of buoy body:
6,5m
- Mean draft:
4,5m
- Weight of buoy:
390 tons
- Number of anchor leg:
12
• Tanker characteristics offloading at SPM:
- LBP (max):
240m
- Beam:
42m
- Draft (max):
15,4m
- DWT:
80.000 – 110.000 DWT
7
Part 2: PORT REGULATIONS
1.
Application/conditions of acceptance/charges:
1.1.
Application: These Regulations are to be observed all arrival tankers and
service boat at Dung Quat Petroleum Port defined herein.
1.2.
Conditions of acceptance:
• All Ship arrival at Dung Quat Petroleum Port, In addition to the observance of
the Viet Nam’s Regulations must observance of the International’s
Regulations as:
- International convention for the Safety of life at sea (SOLAS);
- International convention Prevention of Pollution from the Ships
(MARPOL 73/78);
- International Ship and Port Facility Security (ISPS);
- Protection and Indemnity (P&I);
- International safety Guide for oil tankers and terminals (ISGOTT);
- Oil companies international marine forum (OCIMF);
- The Ship’s documents are full, suitable and available.
• Dung Quat Petroleum Port accepts tanker for handing at her terminal on the
understanding that operations are conducted safely and expeditiously and that
berths are vacated as soon as practicable after operations are completed.
• Spillages and vapour release will be investigated by the appropriate
authorities and, part from the master and/or Owners of the tanker being
charged with the cost of cleaning up any spill or in dealing with a vapour
release emanating from the tanker and the sequences thereof, the Master
and/or Owner may be liable to prosecution and delay to the tanker could well
arise. Master are thereof required to ensure that every that precaution is taken
to prevent spillages and vapour releases at Dung Quat Petroleum Port.
• The port reserves the right to suspend operations and require the removal of
any tanker from terminal for:
- Flagrant or continued disregard of statutory and port Regulations, and all
Industry safety practices as per International safety Guide for Oil tankers
and Terminals (ISGOTT).
- Defects in tanker, equipment, manning or operations which in the
reasonable opinion of the terminal present a hazard to the terminal’s
operations.
- Operational performance appropriate to the type of tanker and operation
that fails to utilize satisfactorily the available terminal facilities and
thereby, in the reasonable opinion of the company constitutes unacceptable
constraint on the company’s operations.
1.3.
Charge:
8
• Port dues tariff will be charge by tanker.
• Tanker which has been ordered to leave the Terminal but fails to vacate the
Terminal with 3 hours (Weather permitting and pilot available), a fee for berth
occupancy will be apply by the port tariff.
• Port shall not be liable for any cost incurred by a tanker, its Owners, Charters
or Agents as a result to loading/discharging, or all part of nominated
shipment, delay to or suspension of loading/discharging, or a requirement to
vacate the Jetty arising from this Regulation, always provided that such cost
shall be due to reasons arising from the tanker.
2.
Information required prior arrival:
2.1.
72 hours prior arrival, the tanker Masters or tanker Agents must send directly
to the port by fax: 055. 610 431. They include:
• Tanker name, previous name (if any), call sign, flag.
• ETA (P/S) date and local time (GMT + 7).
• Master’s name/Nationality.
• GT, NT, SDWT and Light Displacement Tonnage.
• Last discharging/loading and intermediate port.
• Next discharging/loading and intermediate port.
• The Member of Crew and Nationality.
• Number of passengers.
• Grade and quantity of cargo on arrival, previous cargo and cargo to be loaded
at port and max loading rate-discharging rate.
• Whether previous cargo or any cargo on board has high H2S content and H2S
concentration in tank vapour spaces.
• Arrival draft (Fwd/Aft).
• Any leaks which would cause pollution or affect loading/discharging.
• Pratique granted: Place/Date. If any sickness on board or clean Bill of health.
• Ship owner or Charters.
• Confirm inert gas system operational and all cargo tanks are inerted on
arrival.
• Length of overall, breath and the distance from bow to the centre of manifold.
• confirm manifold arrangements comply with OCIMF standard for oil tanker
manifold standard and associated equipment.
• Is tanker fitted with segregated ballast tank.
• For crude oil tanker it must be confirm that bow mooring equipment is
available.
9
2.2.
Damage tanker, the master of arrival tanker must:
• Sustained damage, affect her seaworthiness before berthing.
• The master of tanker which sustained damage shall immediately notify the
Maritime administration such damage and shall thereafter act as directed by
the director of Maritime administration.
2.3.
When within range of VHF communication, tanker can communicate to Dung
Quat Petroleum Port on VHF. For foreign tanker, all communication in the
Port is in English.
2.4.
Entry formalities: (Refer to the Decree 71/2006/NĐ-CP 25/7/2006).
Owners will be via Agents informed early to special officer authorities when
to make necessary documents.
3.
Anchorage area:
3.1.
Area insulates and quarantine was stipulated by Quang Ngai maritime
administration.
3.2.
Tanker is required to anchor at the anchor area.
Pilot regulations: (Refer to the Decree 173/2007/NĐ-CP 28/11/2007).
4.
4.1.
Tanker berthing/unberthing to port only at 06:00 to 16:00.
4.2.
Pilotage shall be applied for the following:
• Passenger ships, oil tankers and LPG tanker which her displacement are 1,000
GT and over.
• All foreign vessels which are 100 GT and over.
• All Vietnamese vessels which are 2,000 GT and over.
4.3.
Ship’s owner or agent order pilot from Pilot Company - zone 4. Pilot will be
on board the vessels by pilot boat at Pilot station. All tanker should have their
pilot ladder ready on the lee side, two meters above the water level in order to
facilitate the boarding of the pilot. Tanker can communicate to pilot on VHF
channel 12 in order to refer detail instructions about transfer pilot from pilot
boat to the tanker.
4.4.
The pilot present onboard the tanker does not relieve the master of tanker
from responsibility for a manoeuvring of the tanker during the approach and
mooring operation to berth. The pilot shall act as an adviser to the tanker
master. In case of pilot’s incompetent actions the master may action direct
manoeuvring the tanker. When leaving the bridge the master must inform the
pilot about an officer being in charge of the tanker while the master is out.
5.
Tugboat regulations:
5.1
For jetty:
• The use tugboat of a vessels are Compulsory, when berthing/unberthing.
10
• All berthing/ unberthing tanker must observer regulations of tugboat’s
assistance the following:
- Tanker with Overall length (LOA) up to 110m: shall be assisted by at
least two Tugboats with engine capacity of at least 500 HP of each.
- Tanker with LOA from over 110m up to 140m: shall be assisted by at
least two Tugboats one with engine capacity of at least 800HP and other at
least 1000HP.
5.2.
For SPM:
All tanker mooring/unmooring at SPM shall be assisted with two multipurpose tug, one with engine capacity at least 1.500HP and another at least
3,000HP.
5.3.
When tugboat assistance is order for berthing/unberthing, the Master of
tugboat must ensure that:
• All members of crew are already available, professional degrees and safety
certificates are suitable with regulations.
• Tugboat’s main and auxiliary engines must be in good conditions and always
already.
• Capstans, towing wires and equipments system for tugboat assistant must be
in good conditions.
• Emergency plans and rescue equipments for emergency accident must be in
good conditions, already.
• Carrying out towing procedure, support for berthing/unberthing.
• Tugboats are always ready on the 68 channel VHF for information update.
6.
Special requirements:
6.1.
Tanker must keep sufficient crew on board to be able to deal with emergency
and assist all operations when oil spillage and fire. Make sure that crews to be
on watch are enough and necessary for full safety of tanker.
6.2
Emergency towing wires to be positioned on the offshore bow and quarter.
The eyes of the wires should be maintained not more than 2m above the
waterline and adjusted during operations they should be made fast on the
ship’s bitts while having sufficient slack on deck to provide towing length of
50m
6.3.
Tanker alongside the port must comply with the Marine Environmental.
6.4.
Loading master will check for safety, prevent oil pollution following the
ship/shore safety checklists. The ship/shore safety checklists are strictly
observes during ships are berthing and loading.
11
6.5.
The time safety checking will be carry out on berth after formality completed,
and on the contraries if ships make formality on berths after the formality are
completed. The tanker Master is responsible for inform to the Supervisor of
port’s safety which Articles were not complied or unsatisfactory on board the
ship and can be carry out to reduce/ adjust.
6.6.
Port safety supervisor shall have the right to board any tanker at any time to
check that port Regulations are being observed and have the right to stop
loading/unloading in the event of contravention of the Regulations.
6.7.
Entry in to a tanker’s tank or any enclosed space is not permitted while tanker
is along side the port unless loading Master has established that, in principle,
the proper safety procedures will be adopted by the tanker and in accordance
with the provisions of ISGOTT and ICS tanker safety guide as appropriate. It
must be understood that the master will remain fully responsible for ensuring
that all operation are carried out safely.
6.8.
All tankers must by day show flag “B” or the international code of signal and
by night exhibit an all-round red light.
7.
Security:
7.1.
Dung Quat Petroleum Port is a prohibited area. Access only by authorized
persons.
7.2.
It is prohibited business activities of goods and oil products in port area.
7.3.
It is not allowed to carry on port any arms, drugs, toxic…. according to the
Viet Nam law.
7.4.
It is not allowed that crews use alcohol, dope while tanker is along side the
port.
7.5.
No Cameras, video in port area.
7.6.
No use hand phones in port area.
7.7.
No fishing activity in port area.
7.8.
It is not allowed to vessels or crafts to enter the port’s water area.
7.9.
When tanker along side. It is not allowed crewmembers on port, unless the
permission of the loading master.
7.10. Crew members go ashore and return must use port’s means of transport for
movement from tanker to port gate.
8.
Insulating ship/ shore connection:
Insulated flanges are fitted on all shore hoses and bonding wires are not to be
used at shell wharves. Ship impressed current system (cathodic protection)
should be switched off while alongside.
9.
Use main engine:
M.E must at all times be kept ready for immediate use. For vessel at SPM
main engine must be on short notice.
12
10.
Avoidance of oil pollution:
10.1. Port is located in an extremely pollution sensitive area, it is therefore
imperative that all pollution of the sea is avoided. Master will be held liable
for all clean up costs and third party claims.
10.2. NO oil or ballast water, other than clean ballast contained in segregated
ballast tank, shall be discharged or allowed to escape from a tanker in to the
harbour water, unless they comply with MARPOL 73/78, under permit of port
authority and supervise of loading master.
10.3. During operations, all scuppers of vessel shall be effective plugged and No
leakage or spillage onboard. Clean accumulated water onboard must be
drained periodically under supervise of Loading Master.
10.4. Any leakage or spillage, shall report immediately to the Loading Master and
port authority. The tanker shall be cleaned up to the satisfaction of the
Loading Master and port authority. The Loading Master may be mobilize
resources to assist in the containment and cleaning of pollution caused by a
ship, without the authority of the Master but in such action, he shall be
considered to be acting on behalf of the Master and his approval.
10.5. If for any reason (including a result of air surveillance or inspection of a
vessel on arrival).
An authorized Government Representative advises the Terminal that he may
be instituting legal proceedings against Master or owner on the grounds of
pollution, the company shall have the right to suspend/delay cargo operations
and, after consultation with the representative, may require the vessel to
vacate the berth. On receipt of written confirmation of intent to prosecute, the
company shall have the right to refuse to load /discharge the vessel.
11.
To deal with the Garbage:
11.1
No garbage, hot ashes or other hazardous materials nor shall any other
objectionable materials, either solids or fluid, be thrown overboard or
discharge from the vessel at the Terminal.
11.2
garbage shall be collected, classed and kept in respective bins
12.
Fire precautions:
12.1. Fire fighting equipments:
• Tanker’s fire fighting equipment, including main and emergency fire pumps
shall be ready for immediate use and pressure shall be maintained on the fire
line while alongside.
• At least two fire hoses, fitted with jet/fog nozzles shall be uncoiled and
connected to the line on the main deck.
• An international Ship Shore Connection shall be available on the ship’s fire
main in the vicinity of the gangway.
13
• At least two potable extinguishers, preferably of the dry chemical type, shall
be appropriately placed in the vicinity of the cargo manifold.
• The Master is responsible for ensuring that the shore Fire Notice and
Instructions are understood on board.
12.2. Smoking:
• Smoking is not permitted on all the berths and its adjacent areas.
• Once the Tanker is alongside berth, smoking onboard is only permitted in
those enclosed spaces aboard the ship specifically designated by the Master in
consultation with the port as “smoking area”. Smoking room nominated by
the Master shall be situated abaft the cargo tanks and shall have no doors or
ports opening directly onto or above the main deck. The port safety supervisor
may when circumstances warrant, prohibit smoking altogether. Specifying the
approved smoking rooms shall be conspicuously exhibited on board while the
vessel is alongside.
12.3. The carrying matches and lighters are prohibited on port area, except as
authorized by port safety supervisor for a specific purpose. Where the
carrying and use of matches is permitted, such matches must be of the
approved safety type.
12.4. Prevention of sparking and excessive funnel smoking:
• Opening and closing hatches, connecting and disconnecting loading arm or
hose and any other operation on deck involving the use of metal instruments
shall be carried out in a manner that avoids the generation of the sparks.
• Soot blowing and excessive funnel smoking is prohibited and immediate steps
must be taken to eliminate sparking from funnel.
12.5. Use of naked lights: The use of naked lights is prohibited except:
• In the places where smoking is permitted.
• As provided under regulation 12.8, 12.9, 12.10.
12.6. Ship’s radar and radio station transmission equipment including secondary/
emergency transmitters, satellite communications equipment, etc. except
permanently and correctly installed VHF equipment, shall not be used while
alongside.
12.7. Use of portables:
• Portable R/T sets, such a mobile phone, lamps, electric or otherwise shall not
used unless of an approved type.
• The use of portable electric lamps and equipment on wandering electric cables
is prohibited in any cargo or adjacent ballast space, pump-room, cofferdam,
bunker compartment, hold or anywhere over the cargo tanks.
12.8. Repair, maintenance works:
14
• Repair, maintenance works involving either hot or cold work or the use of
naked lights are prohibited unless the permission of the Port leader and port
authority has been requested and granted in writing.
• Before carrying out repairing and maintenance (in emergency case), tanker
master must list of works, shore worker employed and safety procedure on a
tanker must be given to the port safety supervisor.
12.9. Boiler fires:
So as not immobilize the tanker, boiler fires shall only be extinguished when
the port safety supervisor in consultation with the master, decides that the
maintaining of boiler fires constitutes an undue hazard.
12.10. Galley stoves and other cooking equipment:
The use of galley stoves and other cooking equipment shall be permitted,
provided the Master and the Loading agree that no hazard exists, LPG stoves
are not allowed.
13.
Instructions in case of fire:
13.1. Ship fire alarm:
• Fire instructions in case of fire do not hesitate to raise the alarm.
• If a fire breaks out on a Tanker, the Tanker must raise the alarm by sounding
the recognized alarm signal consisting of a series of long blast on the ship’s
whistle, each blast being not less than 10 seconds in duration, supplemented
by a continuous sounding of the general alarm system.
• When the fire alarm is sounded, ships should stand by for possible stoppage
of operations. Ship’s Staff must not initiate any action of their own
concerning shutting down of valves.
• Ship shall await instructions from the loading master taking action regarding
cargo or bunkering operation. Master will be advised by loading master
regarding the movement of their ships. No attempt must be made to unmoor
and leave the wharf without instruction from Jetty control centre.
13.2. Terminal fire alarm:
• Fire: One sounding of arising and falling tone of fire sirens for approximately
30 seconds.
• All clear: One sounding of continuous tone for approximately 30 seconds.
• Telephone: 055. 3610 471.
• VHF: channel 68.
13.3. Action by ship.
• Fire on your ship:
- Raise the alarm.
- Fight fire and prevent fire spreading.
15
- Inform Oil movements control room and shore emergency services. Be
precise but brief with
- Your message.
- Stop all cargo operations and then close all valves.
- Assess extent of fire. Stand by to disconnect loading arms.
- Bring main engine and Crew to stand by ready unberth.
• Fire on other ship or ashore:
- Inform Oil movements Control room, then stand by and when instructed:
- Close all valves once cargo operations have stopped.
- Assist with disconnecting loading arms.
- Bring main engines and Crew to standby ready to unberth.
13.4. Action by Terminal:
• Fire on a ship:
- Raise the alarm.
- maintain contact with ship.
- Cease all cargo operations and then close all valves.
- Standby disconnect loading arms but ensure it is safe to do so if action is
executed.
- Assist with Fire fighting.
- Implement Terminal Emergency plan.
• Fire on ashore:
- Raise the alarm.
- maintain contact with ship.
- Inform all ships at effected berths and maintain contact.
- Cease all cargo operations and then close all valves.
- Standby disconnect loading arms but ensure it is safe to do so if action is
executed.
- Assist with Fire fighting.
- Implement Terminal Emergency plan.
14.
Bunkering from lighter/barges while alongside berths:
Bunkering from lighters/barges while berthing is not permitted.
15.
Small crafts alongside tankers at berths:
Small crafts wishing to proceed to tanker alongside at berths shall observe the
following:
16
15.1. All small crafts required to service a vessel at any of the terminals that will be
permitted by Dung Quat immigration, port authority and Loading Master.
15.2. No small crafts will go alongside any Berth/SPM area for the purpose of
landing personnel or equipment onto the berth. Unless areas where are
designated anchoring ground provided.
15.3. Any small craft providing service to a vessel on any berths shall strictly
observe the relevant no naked light requirements as well as other terminal
safety requirements. Once personnel have been transferred on board, such
craft will proceed to clear area at least 50 meters away from the tanker and
wait in that area until requested by the tanker to approach in order to
disembark persons.
15.4. Master of tanker will remain responsible for ensuring that any small craft
attending to his tanker.
15.5. No small crafts are allowed alongside LPG vessels at terminal.
17
Part 3: SPM OPERATION PROCEDURES
I. GENERAL INFORMATION OF SPM
1.
The SPM buoy:
It is located approximately 3.2 km offshore in Viet Thanh Bay in approx 30m
water depth. Connection from the moored tanker to the SPM is by mooring
hawsers. The unloading will be performed with the tanker cargo pumps,
through two dedicated floating hoses to the buoy. The fluid is then routed
through the turntable piping, through the swivel, to the buoy body pipe work.
Finally two subsea hoses will convey the oil to the PLEM, transfer to the
refinery is via two subsea pipelines.
2.
2.1
SPM mooring hawser assemblies:
Mooring bridle (Figure 1- Annex 2)
The mooring bridle connects to mooring line by the mooring hawser shackle
located at the mooring platform.
2.2
Mooring Hawser.
• The mooring line connects to the anti- abrasion chafe chain (the anti-abrasion
chafe chain includes 2 parts: chafe chain mooring line side has 76mm
diameter and chafe chain tanker side has 54mm diameter). The after part of
the chafe chain is pickup equipment (include messenger line and marker
buoy). Between the mooring line and chafe chain has support buoy. Figure 2 –
Annex 2.
• The mooring hawser is allowing the safe stay of tanker of DWT up to 110,000
tons.
3.
Floating hose assemblies: (Figure 3- Annex 2)
• The floating hose assemblies are double floating hoses with length is
241.72m. Both floating hose assemblies are equipped with a marker buoy,
pick up chain, hanging-off chain, and shackles.
• Each floating hose assembly MBC is fitted with shear bolts designed to break
if axial loading on the hose reaches 35 tons.
18
4.
Technical data and operation condition for SPM:
DWT
Loading rate
Operation pressure
Significant wave height
Wind speed (3 second gust)
Maximum current speed
Crude oil temperature
DWT = 80,000T – 110,000T
6,000m3/h
7kg/cm2
2.5m
25 knots
1.3m/s
400 – 600C
II. SPM MOORING PROCEDURE
The mooring of Tanker to SPM should be carried out only from 6.00 am to
16:00 pm for this operation and the weather conditions meet the criteria
specified in paragraph of section 4 above.
1.
Equipment and preparation for SPM, tanker, tugboats:
1.1.
Equipment and preparation for SPM:
• Floating hose string and assemblies to be in working order.
• “CAMLOCK” of the Tanker rail hose, pick-up chain, hose hang – off chain
and pick – up rope assembly should be in working order.
• Mooring hawser with chain supporting buoy, pick-up rope should be in
working order.
• SPM and SPM assemblies must be in stand by condition.
1.2.
Equipment and preparation on tugboat:
• Tug boats must install stern view and stern roller.
•
The tugboat is fully operational, fuelled and safety equipment is available.
• Tug boats must install personnel transfer platform.
• The tugboat has essential mooring equipment onboard.
• Pneumatic line throwing gun.
• Hand held communications equipment has been checked and spare batteries
are fully charged
• Hose power of tugboat: 01 tugboat has minimum 1,500 HP; 01 tugboat has
minimum 3,000HP;
• On tugboat is used for keeping floating hose string:
Towing winch; towing wire with breaking strength is 20 tons; 02 shackles
SWL 20 tons; 02 heaving lines with hooks, length 50m each; 02 heaving
lines; 02 poles with hooks, length 6m; a mooring gang (consists of 4 trained
persons) is instructed about forthcoming operation;
19
• On tugboat is used for picking up SPM mooring hawser and floating hose
string:
Towing winch, pick-up chain; 02 heaving lines with hooks, length 50m
each(These lines must have positive buoyancy); 02 poles with hooks, length
6m; Tool box for connect and disconnect; rportable VHF equipment; Crewteam (consists of 4 trained persons is instructed about forthcoming operation;
1.3.
Equipment and preparation on the tanker:
• To proceed with mooring the tanker to SPM, on tanker should be prepared the
sufficient equipment and ensured safety as below:
- Gangway;
- Personnel basket; if there are not, tanker master must give the method to
transfer personnel onboard the tanker safety.
- One 76mm (3”) or 54mm (21/8”) chain stopper with SWL not less than
200tons on a forecastle deck;
- 02 heaving lines with length 100 m, diameter 12mm; (These lines must
have positive buoyancy).
- 02 synthetic ropes, diameter 30mm, length 100m.
- 02 sledge - hammer;
- 01 spike
- 01 winch with towing force not less 15 tons (at bow);
- 02 crowbars;
- Trained and instructed mooring gang of not less than 5 persons under
command of Chief Officer.
- Keeping communications between navigation bridge and reliable
forecastle.
• To proceed connection the hose floating string to the port side amidships
manifold on the tanker must be prepared the sufficient equipment and ensured
safety as below:
- 02 headers at Manifold have 16 inch of diameter with international
standard flange (ANSI 150 FLANGE)
- Amidships crane or derrick with SWL of not less than 15 tons;
- 4 hanging-off synthetic fibre ropes with length 10m, 5tons SWL
- 05 x5 tons SWL wire slings, length 3m;
- 2 x5 tons SWL chain blocks;
- 3 x 5 tons SWL natural fibre sling, length 10m;
- Oil spill equipment, leakage.
- Fire-fighting equipment ready for immediate use;
20
- Trained and instructed crew – not less than 5 persons.
2.
Preliminary preparation for mooring of the tanker to SPM:
The tanker is ready at pilot station.
2.1.
Pilotage is compulsory. The Pilot presence on board the tanker does not
relieve the Master of the tanker from responsibility for manoeuvring of the
tanker during the approach and mooring operation to SPM. The Pilot shall act
as an adviser to the Master. In case of pilot’s incompetent actions the Master
may assume direct manoeuvring the tanker
2.2.
When leaving the bridge the Master must inform the Pilot about an officer
being in charge of the tanker while the Master is out.
2.3.
The Mooring Master has his equipment prepared for mooring operation, gives
command to hose handling boat to recover the free end of floating hose string.
Based on weather condition, technical conditions of SPM and all the
equipment, the Mooring Master authorizes the commencement of mooring
operation
2.4.
The tanker Master is in charge of mooring operation and loading operations
on his tanker, gives command to tugboats and through a pilot or himself
directly coordinates activities of all boats taking part in mooring operation,
hose transfer/connection.
2.5.
Prior to proceeding to SPM for mooring operation, the Mooring Master shall
carry out terminal inspection of the tanker on safety, pollution prevention,
emergency response preparedness, mooring equipment. As per the standard
ship-shore safety check list in the publication “international safety guide for
tanker and terminal” (ISGOTT).
2.6.
Prior to commencement of the mooring operation, the Mooring Master should
establish a reliable radio communication between all participants, such as
SPM-tanker –tugboat on VHF working channel.
2.7.
The mooring can begin only when the Mooring Master, Master of the tanker,
tugboats confirm that they are ready to proceed. If the actual weather
condition does not allow safe handling of the floating hose, the mooring of the
tanker to SPM should not commence. In case the mooring operation has
already been carried out, and hose handling boat is unable to transfer to hose
due to bad weather conditions, the tanker should be unmoored and shifting to
anchor awaiting weather improvement.
2.8.
After consultation with all the participants, the tanker Master shall make up
the final decision on whether or not to go ahead with mooring operation.
2.9.
The tanker Master has the right to refuse to moor if he has any doubt in
absolute safety of the tanker caused by prevailing wind, sea and current
conditions. His refusal must be in writing and addressed to shipagent.
2.10. The tanker Master through the pilot gives commands to or exchange
information with the tugboats during mooring operations. To ensure safe stay
of the tanker at the SPM, the tanker must continuous watch keeping on the
tanker bow, bridge, and cargo control rooms.
21
3.
Mooring the tanker: (Figure 4- Annex 2)
3.1.
When the sea wave height is less than 2.5m and the prevailing wind speed is
less than 25m/s. The SPM team will boarding tanker by tugboat. When wave
height less than 1.25m, SPM team transfer from tugboat to the Tanker is via
gangway, for wave heights 1.25m-2.5m by personnel basket; if there are not,
tanker master must give the method to transfer personnel onboard the tanker
safety.
3.2.
The pilot briefs the tanker Master about SPM mooring line arrangement.
3.3.
After all participants are ready for mooring, the Mooring Master commands
that the tugboat No 1 move the floating hoses and keep it so that the floating
hoses is not disturbed the mooring tanker operations.
3.4.
The pilot brings the tanker to a position of 1,000m. Direction of the tanker is
against current and wind.
3.5.
At this point, the tugboat No2 move to the position near the tanker forecastle,
on the port side, keep safety distance with the tanker, prepare receive the
messenger line.
3.6.
The tanker approaching close the SPM, when distance between SPM and
tanker is about 500m, the tanker speed must be 0.5 knot. When this distance is
about 150m, the tugboat No2 move to forward of the tanker for supporting the
tanker collects the mooring messenger line. During this period, the Mooring
Master and chief officer must be present at the tanker forecastle for
cooperation with the tanker Master and the tugboat. After the tanker received
the SPM mooring messenger line, the tugboat No.2 promptly move to pickedup floating hoses position.
3.7.
After receiving the SPM mooring pickup line, it is passed through fairlead,
through chain stopper to the prepared winch by the tanker crew.
3.8.
The approaching speed of the tanker towards SPM must be kept to minimum
sufficient for maintaining tanker steerage. At the same time a slack of
messenger line is being taken up continuously. Keep in watch so that the
mooring line should not be taken up in unduly high tension until the chafe
chain of a SPM mooring line securely stopped on the bow of the Tanker.
3.9.
When the chain of a mooring assembly is made fast on the chain stopper, the
tanker should fall back under the action of the wind and the current or to kick
main engine astern, avoiding a jerk in the SPM mooring assembly.
3.10. After the tanker is moored at SPM, the tanker chief officer must keep on
watch the distance between the tanker and SPM during the change of current,
wind, sea and in other similar circumstances.
4.
4.1.
Floating hose connection:
Prior to the beginning connection of floating hose operation, the way of
transferring the floating hose from the service boat to the tanker should be
agreed between the tanker Master, the tugboat Master and the Mooring
Master.
22
4.2.
The tug No 2 takes floating support line of the inside floating hose and
approaches to the port side amidships of the tanker under the hook of the
crane.
4.3
The crane hook with wire slings of the tanker is lowered onto the tugboat
deck and hooked up with the hose pick up chain end ring. The hose is lifted
up from water at the height that the pick up chain end ring is about 0.5 - 1.0
meter above the tanker hose rail. (Figure 5- Annex 2).
4.4.
Under the bad weather (ware height is from 2.0 up to 2.5 meter) the boat with
the floating hose approaches to the tanker side within the reach of heaving
line. The messenger line is passed onto the tanker by means of the heaving
line thrown from the tanker. The tanker rail hose is lifted by heaving in the
hose pick up rope on the deck mooring winch to the level of the main deck.
Then the crane hook is hooked up with the end ring of the hose pick up chain.
4.5.
The hose is lifted from water on such height, that the ring of pick up chain is
0.5 - 1.0 meter above the hose rail.
4.6.
The hose is secured by means of two messenger line of 30 millimetres onto
the bollard to avoid tanker rail hose movement off the manifold flange.
4.7.
The hose hang off chain is secured to the tanker deck either with a wire sling
or a chain stopper and shackle.
4.8.
By lowering the crane hook, the “CAMLOCK” of the hose section should be
rested on the grid of the manifold drip tray, next to the manifold presentation
flange.
4.9.
The "CAMLOCK" blind flange is removed and the hose is connected to the
manifold.
4.10. After proper tightening of the "CAMLOCK" cams, the tanker rail hose is
secured by two chain blocks rigged on both side .The hose bending area is
supported on the crane hook by mean of the broad webbing sling fastened to
hose bend.
4.11. The hose pick up rope is recovered onto the tanker deck and secured on the
bollards. (Figure 6- Annex 2).
4.12. After completed with the floating hose No.1, the tug No.2 replace with
floating No.2 in same procedures.
4.13. After finished connecting hose procedure, if tanker Master required keep
direction of the ship, the tug No.2 keep tug line at the stern of tanker and do
the action following the requirement of tanker Master.
4.14
5.
5.1.
During the tanker is moored at SPM, the tugboat must keep watching and
standby for emergency situations.
The tanker preparation for unloading:
Chief officer, BSR representative and surveyor carry out measurements of
ullages and temperature and free water level of crude oil in the tank. On the
basic of the obtained data and sample analyses, the quantity and quality in the
23
tanker tanks is determined and Pre-discharge Certificate of Quantity and Predischarge Certificate of Quality are issued before loading to the SPM.
5.2.
Communication has to establish between tanker and SPM control centre by
the Mooring Master.
5.3.
SPM control centre and the tanker must to prepare all equipment necessary to
start transferring.
5.4.
The Mooring Master and assistances explained propose of action for the
tanker Master and agreed the action of procedure start and finish loading,
action in emergency condition.
5.5.
Enclose the outlet on deck and arrange the oil pollution equipments around
manifold area.
6.
Transfer crude oil from tanker to storage tank on shore:
6.1.
Following the notice about ready for receiving flushing oil from SPM control
centre, the tanker Master gives a command to open import butterfly valve on
the end of floating hose No1 and start pumping crude oil.
6.2.
Following the command of the Loading Master, the tanker pump is gradually
increased the pumping rate of 1300 m³/hr.
6.3.
On the tanker and SPM control centre are checked and verified for correct
line, functioning and leakage of pipe and floating hose string.
6.4.
If there are not abnormities, via the notice from SPM control centre, the
tanker Master will gives a command to pump crude oil for floating hose No2
with similar procedure as the floating hose No1. At this time, the flow rate of
the floating hose is controlled at 1300m3/h for each. The flow rate will
increase to design flow rate 3000m3/h for each pipeline when receive SPM
control centre command.
6.5.
For the whole period of tanker mooring at SPM, a watch should be
maintained on the tanker to observe the condition of chain, chain stopper and
position in interrelating between tanker - SPM and floating hose in port side.
The watch keeper is equipped with walkie-talkie and maintains radio contact
with bridge on VHF working channel.
7.
Completion crude oil offloading:
7.1.
Two hours before the completion of offloading, the tanker Master should be
in the tanker control room for direct communication with SPM operation
section for controlling of the pumping rate and final stop of the tanker pumps.
7.2.
On completion of the tanker transfer, it is essential that ship's valves remain
open until all oil flow has ceased completely and floating hoses are
depressurized.
7.3.
When offloading is stopped, close the butterfly valve at the end of the floating
hose. Then communicate with terminal control room to operate the flushing
warm oil system to clean crude oil in the submarine hose into crude oil store
area.
24
7.4.
Chief Officer with all part relative carry out the survey procedure.
8.
Floating hose disconnection:
Hose disconnection is carry out in reverse sequence of the hose connection.
Cast off the end ring of the hose pick up chain from the crane hook is carried
out using slip-hook or strop with large eyes. The floating hoses slowly lower
in to the sea. The mooring Master controls this operation.
9.
Unmooring the tanker:
9.1.
When hose disconnection is completed and tank ullages on the tanker are
taken, depending on prevailing condition of current and wind, tugs, tanker for
unmooring. After the tanker Master agreed with pilot, he gives the order for
cast off the tanker from SPM.
9.2.
The pilot leads the tanker slowly to go ahead for giving slack on the mooring
line.
9.3.
Heaving up the hawser pick up rope until the chafe chain clears the stopper
tongue or blade. Open the chain stoppers and lower the hawser into the sea.
10.
Emergency situations:
10.1. Irrespective of the cause of the emergency, in every case, the tanker transfer
must be shut down emergency, alarm all board and close export valve at
manifold in order of the tanker Master.
10.2. Emergency situation is performed in accordance with the approved
emergency response plans on the tanker.
10.3. In case of fire on the tanker or SPM, the tanker must be immediately stop
pumping, disconnect the floating hoses and mooring hawser system, then it
shall move or be towed to a safe place. For these purposes, on the tanker
starboard side forward and aft the Fire Wire is rigged.
10.4. The main engine of the tanker should always ready during the tanker is
moored to SPM.
10.5. In case the mooring line is broken off, the tanker and SPM crew with all
efforts to disconnect the floating hoses in the following sequences:
• Stop immediately crude oil pumps on the tanker.
• Depressurize the floating hoses.
• Close the tanker manifold valve.
• Close the tail hoses butterfly valve and drain the residual crude oil inside.
• Disconnect the floating hoses from the tanker manifold by free all cams of
CAMLOCK.
• Clean the hose end and close the CAMLOCK with blind flange.
• Free the floating hoses from all secure ropes on deck of the tanker.
• Cast off the floating hose from the tanker.
25
• During this period, the towed ropes (in case the tanker requires the tug keep
the stern) must be kept slack to avoid any pulling tension created the tanker to
fall back off SPM.
• The tanker Master and the pilot giving the main engines with the command
“dead slow ahead” so that slack the mooring line and then disconnect the
lower the hawser into the sea.
• The tanker move to safe anchorage. Incident and cargo documents to be made
up.
• The Mooring Master and the tanker Master to note sea protests which to be
notarized by the Maritime administration representative.
• The Dung Quat Petroleum Port and relevant department of Binh Son Refinery
Company take urgent measures for replacement the mooring line.
• The mooring Master notifies the Dung Quat Petroleum Port and Binh Son
Refinery Company leader about the emergency to request supports gang
assistances.
11.
Safety measurement:
11.1. During the mooring and unmooring, the Tanker is not allowed to drop the
anchor due to the tanker anchor can damage the SPM catenary’s anchor and
the sub sea hoses.
11.2. Synthetic ropes given to tugboat from the tanker (in case the tanker requires
the tug keep the stern) must be securely fastened on the tanker bollards. It is
not allowed to tie them to the winch drums. Ropes must have positive
buoyancy.
11.3. To keep continuous watch on the tanker, SPM and the tug boat during crude
oil unloading. The tanker Master is responsible for safe stay of his tanker and
directly gives instruction to the tugboat in complicated situations (egg: change
of currents, squalls…). Pilot and the Mooring Master should cooperate with
the tanker Master during the tanker moored.
11.4. All participants in unloading operations must have safety explosion walkietalkie and maintain on the tanker working channel. In case emergency
situation, SPM control centre should not shut the valve on SPM before
receiving the tanker confirmation on complete stop pumping crude oil.
11.5. In case of deterioration of weather conditions –wind speed of more than
25m/s, crude oil unloading operation must be stopped. The floating hoses and
mooring line must be disconnected. The tanker crew and SPM team have
responsibilities for carrying out of these operations.
11.6. If the tanker has bow thruster, be careful the mooring line system and tugboat.
26
Part 4: JETTY OPERATION PROCEDURE
I. JETTY INFORMATIONS
1.
Description:
The Jetty including six berths is designed for loading oil and gas products
from product tank farm to tankers via jetty topside facilities.
- Berths 1 and 2 are ocean berths for ocean tankers up to 50.000DWT.
- Berths 3,4,5 and 6 are coastal berths for coastal tankers up to 5.000DWT.
There are Quick Release Hooks, Fuel oil supply for bunkering (FO only),
portable water supply and ect. on each berth .
The slop oil and oily water system is installed only on the Berth No6 for
receiving ballast water from FO tankers which maximum flow rate of
700m3/h and maximum received quantity of 3000m3.
1.1.
Berths No1 & 2:
There are 2 berthing dolphins (the distance between two berthing dolphin is
55 meters), and 6 quick release hooks (125 tons) on each berth. The distance
between the two farthest deadmans is 215 meters.
1.2.
Berths No3, 4 and No5, 6:
There are 2 berthing dolphins (the distance between two berthing dolphins is
48 meters), and 10 quick release hooks (75&100 tons) on each berth. The
distance between the two farthest deadmans is 160 meters.
1.3.
The water depth of the berths:
- Berth No1: -14.2m
- Berth No2: -14.3m
- Berth No3: -15.1m
- Berth No4: -15.0m
- Berth No5: -11.2m
- Berth No6: -8.3m.
2.
Berths limitation:
Berth LOA DWT
No.
(m)
(T)
1,2
190 50,000
3,4,5,6 130 5.000
Manifold Height from waterline
(m)
Maximum
Minimum
(when without loaded)
(when fully loaded)
14
4
7
1
Draft of berthing tanker must be appropriate to the water depth at each berth.
27
3.
Loading/ Unloading facilities:
Products
Mogas
Auto Diesel
JetA1/
Kerosene
Berth No 1;2
Berth No 3;4
Berth No 5;6
No. of Diameter No. of Diameter No. of Diameter
loading of lading loading of lading loading of lading
arms
arm
arms
arm
arms
arm
4
12”
3
10”
4
12”
3
10”
-
2
10”
-
LPG
-
-
2
Propylen
-
-
1
Fuel oil
-
-
1
10”(L)/
6”(V)
10”(L)/
6”(V)
12”
Note:
- (L): For liquid loading;
- (V): For vapour return.
Hose connection flanges for Fuel Oil bunkering are 4” in diameter size.
The standard of all loading arm flanges is 300#ANSI B16.5.
4.
Loading rate:
Products
Mogas 92/95
Mogas 92/95
Mogas 90
Mogas 90
Auto Diesel Oil
Auto Diesel Oil
Jet A1/kerosene
Fuel oil
LPG (1)
Hơi LPG (1)
Propylene (2)
Hơi Propylene (2)
Berth
No
1, 2
3, 4
1, 2
3, 4
1, 2
3, 4
3, 4
5, 6
5, 6
5, 6
5
5
Loading rate
(m3/h)
3,000(3)
750
3,000(3)
750
2,800(3)
700
700
700
400
4,522 kg/h
400
10,823 kg/h
Pressure at Ship connection
(Kg/cm2g)
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
10.1
8.0
20.1
18.0
Notes:
- (1): For LPG, the pressure at ship depends on the vapour pressure
corresponding to the actual composition and temperature. The values
given are based on an LPG composition of 60 mol % C4s and 60 mol %
C3s supplied to the ship at 40oC.
28
- (2): Propylene liquid and vapour conditions are based on a supply
temperate of 40oC.
- (3): Total flow rate in case of simultaneously loading via 2 loading arms
at berth 1 &2.
5.
Requirements of manifold:
Or
Description
Loading arm 10” Loading arm
(mm)
12”
(mm)
1 The distance from manifold center to
drip tray
min 700
2 The distance from manifold flanges to
min 2500
ship rail
max 5000 (FO)
min 1000
min 2500
max 6000
max 4500 (LPG,
Propylene)
3 Free area behind the manifold flanges
neck
min 400
min 500
4 The distance from manifold center to
neighbouring (*)
-
min 1500
max 3000
(*) In case of simultaneous loading on 2 loading arms.
II. JETTY TOPSIDE OPERATING PROCEDURE.
1.
Pre-berthing preparation:
1.1.
For berths:
• Loading master shall arrange berths for tankers and send Notice of acceptance
to Port authority.
• Loading master commands Field operators and mooring team to prepare for
berthing based on Notice of acceptance.
1.2.
For tanker:
• After receiving permission of berthing from Port authority, Tanker Master get
contact with Loading master on VHF channel 68 for berthing.
• Tanker master shall prepare suitable mooring lines in quantity and quality in
according with mooring diagram at Appendix 1.
• The arrival tanker is required to indicate by means of a flag the manifold that
will be use for loading.
29
2.
Berthing:
• Tanker master coordinates with Loading master to command berthing
process.
• It is not permitted to drop anchor during berthing operation unless in urgent
situations for preventing direct damage.
• Tugboats must realize immediately and exactly the order command of tanker
Master/ Pilot.
• Tanker Master/ Pilot continue to gradually manoeuvre the tanker berthing in
the suitable distance, mooring lines will be slacked 1 meter down over water
surface at this time.
• Mooring boats approach the tanker to obtain mooring lines and coordinate
with mooring team to make fast the tanker.
• Tanker Master/ Pilot coordinates with Loading master to regulate the position
properly, make sure that the loading manifolds are aligned to the Loading
arms correctly.
3.
Loading operation:
3.1.
Preparation and connection:
• After completing the mooring work at the berth, the Master shall install gang
way for access to tanker as well as to onshore safely.
• Tanker master/ ship agency shall complete formalities. Loading master checks
safety condition as the ship/shore safety checklist and agrees with Tanker
master about emergency and loading procedure.
• When completing above, Loading master accepts the Notice of readiness
(NOR).
• When completing pre-inspection, tanker crew support loading team to connect
the loading arm and manifold.
3.2.
Pumping:
• Carrying out the pumping shall follow the agreed procedure. Tanker master
shall inform Loading master at least 15 minutes before any change of the
procedure.
• During loading, operation shall be conducted in accordance with the
requirements of the current edition of the International Safety Guide for Oil
Tankers and Terminals (ISGOTT) and International Chamber of Shipping
(ICS) Tanker Safety Guide, as appropriate.
• Tanker shall maintain safety condition during loading process. When the
safety condition is not ensured, Loading master will stop loading. Loading
process will be continue when the safety condition is satisfied.
• The tankers are to monitor the weather condition as the Dung Quat area can
catch them unexpectedly. The loading operation must stop promptly as soon
as:
30
9 Lightning is available nearly
9 Stop loading, disconnect the loading arm when the windy speed over
15m/s. Depending on actual condition, the tanker must depart away the
berth.
3.3.
Loading completion, and disconnection:
• After finishing drainage and ensure the loading arm empty, Loading master
commands disconnection the loading arm from manifold.
• Tanker master, loading master and other relevant parties carry out for
inspection and documentation.
4.
Unberthing:
• Tanker master coordinates with Loading master to command unberthing
process.
• Tanker master/Pilot commands relevant participants to manoeuvre the tanker
leave from the berth safely.
5.
Cargo delivery:
Chief officer, independent surveyor and loading master shall do works below:
• Checking the cargo tanks and making an inspection report before loading to
affirm the tanks is proper for receiving cargo.
• The independent surveyor issues quantity certificate.
• Sampling to store and analyzing to test cargo quality if necessary before and
after loading.
• Cargo documents shall be completed and provided shipside after inspection
finished.
6.
Port due payment:
Agency/ship-owner representative must pay all port due before sailing.
31
Part 5. APPENDIX
Annex 1. JETTY
Figure 1. Jetty overview plan
32
MOORING LINES PLAN VIEW AT BERTH 1,2
Legends:
: Fender
: Berthing dolphin with quick relieve hooks
: Breast lines (fore/ aft)
: Spring lines (fore/ aft)
: Head lines/ stern lines
Required mooring lines at least:
-
Head lines/ forward spring lines: 2/2
-
Stern lines/ aft spring lines: 2/2
-
Forward breast lines/ Aft breast lines: 2/2
33
MOORING LINES PLAN VIEW AT BERTH 3,4,5,6
Legends:
: Fender
: Berthing dolphin with quick relieve hooks
: Breast lines (fore/ aft)
: Spring lines (fore/ aft)
: Head lines/ stern lines
Required mooring lines at least:
-
Head lines/ forward spring lines: 2/2
-
Stern lines/ aft spring lines: 2/2
-
Forward breast lines/ Aft breast lines: 2/2
34
Annex 2. FIGURE FOR SPM OPERATION PROCEDURES
Mooring bridle
Figure 1: Mooring bridle on SPM.
35
36
Phao
Figure 4: Tanker moored on SPM.
37
Figure 5: Pulling up the floating hose to the Tanker.
38
Figure 6: Connecting the floating hose with the tanker.
39
Annex 3. FORMS
1. SPM safety check-list
2. LPG/Propylene Ship/shore safety check-list
3. Mogas/Kerosene/Diesel/Fuel Oil Ship/shore safety check-list
40

TẬP ĐOÀN DẦU KHÍ VIỆT NAM - Inchcape Shipping Services

Transcription

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