rang dong terminal regulations

Transcription

Japan Vietnam Petroleum Co., Ltd.
Nippon Oil Group
RANG DONG
TERMINAL REGULATIONS
Document No.:
SNO-SM-001
Revision No.:
Rev 7
Copy No.:
01
Document no:
SNO-SM-001
Rev 7
Rang Dong Terminal Regulations
Page 2 of 44
SECTION INDEX
IMPORTANT NOTICE_____________________________________________________ 4
DEFINITIONS AND INTERPRETATION _____________________________________ 7
SECTION 1 - LOCATION AND DESCRIPTION OF TERMINAL_________________ 10
1.1
FSO “Rang Dong MV17” ________________________________________________ 10
1.2
Well Head Platforms ____________________________________________________ 10
1.3
Gas Pipelines ___________________________________________________________ 11
1.4
Rang Dong Crude Oil____________________________________________________ 11
1.5
Time __________________________________________________________________ 11
SECTION 2 - TIDES, CURRENTS, WIND AND WEATHER AND SEAS___________ 12
2.1
Currents ______________________________________________________________ 12
2.2
Winds_________________________________________________________________ 12
2.3
Waves_________________________________________________________________ 12
2.4
Climate _______________________________________________________________ 12
2.5
Sea Water Temperature and Salinity _______________________________________ 13
SECTION 3 - SUMMARY OF THE MOST ESSENTIAL REQUIREMENTS TO BE
MET BY OFFTAKE TANKERS LIFTING OIL AT RANG DONG TERMINAL______ 14
SECTION 4 - TERMINAL FACILITIES AND SERVICES_______________________ 18
4.1
Terminal Facilities ______________________________________________________ 18
4.2
Terminal general services ________________________________________________ 18
4.3
Port Control formalities__________________________________________________ 18
SECTION 6 – SAFETY PRECAUTIONS _____________________________________ 20
6.1
General Precautions _____________________________________________________ 20
6.2
Fire Precautions ________________________________________________________ 20
6.3
Watch Keeping and Lookout______________________________________________ 21
6.4
Precautions during Berthing and Mooring __________________________________ 21
6.5
Precautions during crude oil loading _______________________________________ 21
6.6
Pollution Control _______________________________________________________ 22
6.7
Emergency Responses ___________________________________________________ 22
SECTION 7 – OFFTAKE TANKER EQUIPMENT _____________________________ 23
7.1
Forecastle Deck Mooring Arrangement _____________________________________ 23
7.2
Offtake Tanker’s Manning _______________________________________________ 23
7.3
Propulsion System ______________________________________________________ 23
7.4
Lifting Equipment ______________________________________________________ 23
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7.5
Towing Lines___________________________________________________________ 23
7.6
Loading Manifolds and Hose Adapters _____________________________________ 24
SECTION 8 – BERTHING AND MOORING AT THE TERMINAL _______________ 25
8.1
Vessel Arrival and Notice Of Readiness (NOR)_______________________________ 25
8.2
Safe Access ____________________________________________________________ 25
8.3
Anchoring _____________________________________________________________ 25
8.4
Pilotage _______________________________________________________________ 25
8.5
Berthing sequence_______________________________________________________ 26
8.6
Decision of berthing _____________________________________________________ 26
8.7
Decision of unberthing ___________________________________________________ 26
8.8
Berthing assistance ______________________________________________________ 26
8.9
Berthing / Un-berthing in Foul Weather Conditions __________________________ 27
SECTION 9 – LOADING OF CRUDE OIL____________________________________ 28
9.1
Connection of Floating Hose ______________________________________________ 28
9.2
Disposal of Ballast_______________________________________________________ 28
9.3
Control of crude oil transfer ______________________________________________ 28
9.4
Suspension of crude oil transfer ___________________________________________ 29
9.5
Early Departure Procedure (EDP) _________________________________________ 29
SECTION 10 - TERMINAL CHARGES ______________________________________ 31
APPENDIX A - __________________________________________________________ 33
CONDITIONS OF USE OF THE RANG DONG TERMINAL _______________________ 33
APPENDIX B - __________________________________________________________ 36
SAFETY CHECKLISTS AND NOTICES_________________________________________ 36
FIRE INSTRUCTIONS ________________________________________________________ 41
APPENDIX C - __________________________________________________________ 42
MARINE EXCLUSION ZONE _________________________________________________ 42
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IMPORTANT NOTICE
THE ATTENTION OF OWNERS, CHARTERERS AND MASTERS OF OFFTAKE TANKERS
VISITING THE TERMINAL IS DRAWN TO THE IMPORTANCE OF TAKING EVERY PRECAUTION
TO ENSURE THAT NO OIL OF ANY KIND IS DISCHARGED OR ALLOWED TO ESCAPE TO THE
SEA.
IF THERE IS ANY SUCH DISCHARGE OR ESCAPE, ANY RESULTANT LOSS OR EXPENSE TO
THE COMPANIES WILL BE FOR THE ACCOUNT OF THE OWNERS AND/OR CHARTERERS OF
THE OFFTAKE TANKER.
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These Rang Dong Terminal Regulations (the “Regulations”) apply to Offtake Tanker Owners of
Offtake Tankers calling at Rang Dong Terminal (the “Terminal”) and are the conditions of use of the
Terminal. The Terminal, located at the position Lat. 10o01’12.62” N and Long. 108o16’08.29” E in
Block 15-2 offshore Vietnam, is operated by Japan Vietnam Petroleum Co., Ltd. (“JVPC”), a
company incorporated in Japan (“Company”). The Company has contracted for the provision and
charter of the Floating Storage and Offloading System (FSO) named “RANG DONG MV17” from
RANG DONG MV 17 B.V. (“MODEC”); Company and MODEC, their subcontractors, agents and
servants being herein referred to jointly as the “COMPANIES”.
Offtake Tanker Owners agree to comply strictly with the provisions of the Regulations and all the
safety measures the Companies consider appropriate to take under any given circumstances.
At the time of the Terminal representatives boarding Offtake Tanker, the Offtake Tanker Master
thereof shall sign THE CONDITIONS OF USE OF THE RANG DONG TERMINAL in the form of
Appendix A hereto, evidencing in particular that they have knowledge of these Regulations and that
they accept the terms hereof.
However, should this formality not occur for any reason whatsoever, the provisions of the
Regulations shall in any case remain full applicable.
The information in the Regulations is believed to be accurate at the time of publication, but the
COMPANIES make no warranties in respect of and assume no responsibility regarding its accuracy
or that of any information, which may appear in supplemental publications, additions or corrections.
This information does not supersede or replace any information, laws or regulations, official
documents, charts or publications with respect to the waters and areas to which it pertains. The
locations given are approximate and should not be taken as being sufficiently precise for navigational
purposes. Reference should be made to the appropriate publications of the United Kingdom
Hydrographic Office and official charts for the purposes of obtaining navigational and meteorological
information.
In no case shall the COMPANIES be responsible for any direct or indirect damage whatsoever
caused to personnel or equipment of any Offtake Tanker, and without the following list being
limitative, when such damage is caused by the following:
- Defects or failures in the installation, equipment and craft belonging to or chartered to or
operated by the COMPANIES, in particular loading equipment such as anchoring chains,
buoys, flexible hoses, moorings, hawsers, craft for line handling and transfer of personnel,
and tug/supply boat.
- Services rendered, notifications, information or instructions given by the COMPANIES.
- Lock-outs, strikes or any other circumstances interrupting or slowing down the activity of
the COMPANIES.
Any Offtake Tanker waiting or manoeuvring at the Terminal shall be responsible for any direct or
indirect damage it may cause to the COMPANIES or any third parties.
Any person with an interest in the operation of the Offtake Tanker, which is waiting or manoeuvring
at or in the vicinity of the Terminal shall waive all rights of recourse against the COMPANIES for any
damage the Offtake Tanker, its personnel or equipment may suffer owing to the COMPANIES and/or
third parties. He shall also indemnify the COMPANIES from the effects of any proceedings to be
taken against them as a result of any direct or indirect damage caused by the Offtake Tanker to third
parties.
None of the provisions hereof shall be interpreted in a manner contrary to:
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- International Regulations.
- Laws, decrees and regulations in force in the territory and waters of the Socialist Republic
of Vietnam.
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DEFINITIONS AND INTERPRETATION
In this Terminal Regulations, the following words have the following meanings:ABS
Means American Bureau of Shipping.
Cargo Inspector
Means an independent inspector appointed by Company or a lifting party
to witness and verify the quantity and quality measurement and sampling
activities.
CCR
Cargo Control Room
DWT
Deadweight Tonnes
ETA
Means the estimated date and time of arrival at the Terminal of the
Offtake Tanker in question.
EDP
Early Departure Procedure as set out in clause 9.5 of the Regulations.
FSO
Means the Floating Storage and Offloading System named Rang Dong
MV17
FSO Manager
Means the manager of FSO Rang Dong MV17
Government
Means the government of Vietnam, including all relevant governmental
authorities, agencies and ministries.
ICS
Means the International Chamber of Shipping
IMO
Means the International Maritime Organisation
International
Regulations
Means all kinds of international laws and regulations which are applicable
to maritime transportation.
ISGOTT
Means the International Safety Guide for Oil Tankers and Terminals
JVPC
Japan Vietnam Petroleum Company Limited, the Operator of Block 15-2
within which the Rang Dong Field and Terminal is located.
JVPC OIM
Means a JVPC Offshore Installation Manager who is stationed on CPC
being responsible for and supervises the offshore operation in Block 15-2
on behalf of JVPC.
JVPC
Representative
Means the person appointed by JVPC to supervise offtake operations
with special responsibility for issuance of bill of lading(s), cargo
documents and other offtake documentations.
MARPOL
Means the International Convention on Marine Pollution 1973 / 1978
MEZ
Means Rang Dong Marine Exclusion Zone, the zone as declared by
Vietnam National Maritime Administrations, as shown in Appendix E
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Mooring Master
Means the team leader of the Terminal offtake team with main
responsibilities for the safety of the Terminal offtake team personnel, the
overall safe and environmentally kind execution of the offtake operation
aboard Offtake Tanker.
Notice of
Readiness
Means a notice given by Offtake Tanker Master to COMPANIES prior to
the commencement of loading operations when the Offtake Tanker
arrived at five nautical miles from the Terminal and is ready to load
without delay in compliance with the Regulations.
OCIMF
Means the Oil Companies International Marine Forum
Offtake Tanker
Means the oil tanker, which requires the Terminal’s services to be
provided or performed in connection with the lifting of crude oil from the
Terminal by that oil tanker.
Offtake Tanker
Master
Means a master of Offtake Tanker which comes to the Terminal for the
purpose of lifting crude oil.
Offtake Tanker
Owners
Means jointly and severally the Offtake Tanker, its owners, charterers
(demise or otherwise), owners of cargo and/or bunkers aboard the
Offtake Tanker, and their respective directors, officers, employees,
servants (including Offtake Tanker Master and crew), agents and
contractors, as applicable.
Offtake Support
Vessel
Means the vessel supplied by JVPC to assist in the mooring and
offloading operations as a towing vessel that provides static tow to
Offtake Tanker.
Offtake Vessel
Questionnaire
Means the questionnaire issued by JVPC to and filled in by the Offtake
Tanker Owners for the purpose of Offtake Tanker vetting for the Terminal.
P&I
Means Protection and Indemnity.
P&I Club Insurance
Means an insurance which is recognized with such name in the maritime
industry.
Rang Dong Field or
Rang Dong
Means the oil field with such name located in Block 15-2 Offshore
Vietnam
Shall
A mandatory instruction
Should
A recommended instruction
SOLAS
Means the International Convention for the Safety of Life at Sea 1974 and
its Protocol of 1978
SWL
Means Safe Working Load, herein expressed in metric tonnes
Terminal
Means Rang Dong Terminal
UTC
Means Coordinated Universal Time
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Vessel
Means every description of water craft, including non-displacement craft,
used or capable of being used as a means of transportation on water. In
specific cases, a vessel coming to the Terminal to load crud oil is referred
to as the Offtake Tanker
Vietnamese Pilot
Means the maritime pilot who conducts pilotage service in compliance
with the requirements of Vietnamese maritime laws
Vung Tau Maritime
Administration
Means the Maritime Administration of Vung Tau
Vung Tau Pilot
Boarding Area
Means the pilot boarding area regulated by the Maritime Administration of
Vung Tau
WHP(s)
Well Head Platform(s) means fixed production platform(s) located in
Rang Dong Field.
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SECTION 1 - LOCATION AND DESCRIPTION OF TERMINAL
1.1
FSO “Rang Dong MV17”
1.1.1
Location:
The FSO “Rang Dong MV17” is located offshore Vietnam, at the position of Lat. 10o01’12.62”
N and Long. 108o16’08.29” E.
Navigation charts and publications for the area are as follows:
1.1.2
-
British Admiralty Chart numbers 3986, 1216 and 2660A;
-
China Sea Pilot Volume 1.
Descriptions
TYPE:
Floating Storage and Offloading System
CLASSIFICATION:
ABS
PORT OF REGISTRY:
Panama
OFFICIAL NUMBER:
37128-TJ
CALL SIGN:.
3EQR9
DISPLACEMENT:
65,721 tonnes
DEADWEIGHT:
50,500 DWT
BUILD DATE:
2008
The Terminal consists of the tanker-shaped floating storage and offloading system, FSO
“Rang Dong MV17”, moored by means of a single point mooring installed at the bow. The
Terminal is designed to accept Offtake Tanker up to 150,000 DWT. The FSO “Rang Dong
MV17” has export quality crude oil storage capacity of approx 56,160 m3 (at 98%, excluding
slop tanks) and contains equipment necessary for dehydration, storage and transshipment of
crude oil. The Terminal is loading crude oil continuously from the WHPs.
During the hours of darkness the FSO “Rang Dong MV17” will show lights with the distinctive
characteristics of the Morse code letter “U”. In periods of poor visibility the fog signal will
sound the Morse code for the letter “U”.
1.2
Well Head Platforms
WHP Legends
Coordinates
Operation Mode
CPC
9o59’54.21’’ N, 108o16’07.13” E
Manned
C1
9o57’44.32” N, 108o15’26.81” E
Un-manned
E1
9o58’56.81” N, 108o17’38.52” E
Un-manned
S1
9o56’45.04” N, 108o13’42.23” E
Un-manned
WHP-PD
10o04’13” N, 108o24’28” E
Un-manned
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1.3
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Gas Pipelines
There are numerous in-field sub-sea pipelines for transferring well fluids, gas, crude oil
between the WHPs and from WHPs to FSO Rang Dong MV17.
A 16” sub-sea gas pipeline connects the CPC with Bach Ho Field, which is a neighbour oil
field situated approx. 30 nautical miles southwest of FSO “Rang Dong MV17”.
Refer to the Appendix C “Rang Dong Marine Exclusion Zone” for more details about sub-sea
pipelines.
1.4
Rang Dong Crude Oil
Approximate characteristics of the Rang Dong crude oil are as follows:
-
Density @15oC
0.8265 g/ml
-
API Gravity @60oF
39.6oAPI
-
Viscosity
5.00 cSt @50oC
-
Pour Point
+30oC
-
Reid Vapour Pressure
4.25 psi
-
Temperature Range of the crude oil
35 - 40oC
Rang Dong crude oil shall be heated anh maintained within the temperature range during
transportation.
1.5
Time
The time zone at the Terminal is UTC plus 7 hours.
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SECTION 2 - TIDES, CURRENTS, WIND AND WEATHER AND SEAS
2.1
Currents
The surface currents of the South China Sea are influenced mainly by the monsoon winds
which control the flow of water into or from the Sulu Sea, Java Sea and through Taiwan
Straight. The main current flows on the West side of the region and sets Southwest during
the Northeast monsoon (November to March) and Northeast on the Southwest monsoon
(May to August). During the regime of either monsoon the appropriate current has a high
constancy but some variations, and even occasionally reversals may occur with irregularities
in the monsoon.
The main current trends with the monsoonal wind direction, at up to 3 knots on the surface.
2.2
Winds
The direction of prevailing winds is determined by monsoonal activity. Between May and
September, the south-west monsoon period, south-westerly winds are predominant. Wind
direction is variable in October and then during the north-east monsoon from October to
January, the winds are from the north to east.
The winter months are subject to prevalent strong winds commencing in October. This
period is also subject to monsoonal surges which may be associated with winds up to 50
knots. This is likely to affect mooring and offtake operations.
In February and March the dominant wind direction is south-east and in April, winds are
again variable with the transition from the winter to summer monsoons. Typhoons, which can
create wind speeds over 100 knots, are likely to be encountered in the latter months of the
year.
2.3
Waves
Sea and swell conditions are directly related to the monsoons and since the Northeast
monsoon (November to March) winds are stronger than those of the Southwest monsoon
(July to August), the maximum sea and swell conditions therefore occur during the winter
months.
During the height of the Northeast monsoon (December/February), seas are predominantly
moderate with the occasional rough sea. In February 50% of the sea and swell conditions
can be expected to be consistently moderate to rough and calm seas are the exceptions
throughout the area.
During the change between the monsoon seasons in April/May and again in October, there
is a marked improvement in the sea and swell conditions where an expectancy of 80% for
smooth to slight seas can be experienced.
2.4
Climate
The region, influenced by the north-east and south-west monsoonal systems, is subject to
seasonal wind shifts. The south-west or summer monsoon period, which extends from May
to October, is characterized by prevailing south-westerly winds and high rainfalls (greater
than 200mm/month). The north-east or winter monsoon, from November to February, is a
period of predominantly north-east winds and lower rain fall (less than 70mm/month). During
the change from the winter monsoon to the summer monsoon (February to April), winds are
variable and rainfall is low (less than 30mm/month).
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The minimum air temperature is 21°C and maximum 35°C.
2.5
Sea Water Temperature and Salinity
The average seawater temperature is about 26° Centigrade, the minima being experienced
during February and maxima during August.
The salinity of the China Sea is extremely variable and is in direct contrast to the near
uniform sea surface temperatures experienced. In general, water masses of low salinity form
at the surface and high salinity water of oceanic origin is found at depth. Between these two
masses, a large area of mixed water is formed. These different water masses are
transported by the monsoonal currents to and fro such that many regions are alternately
filled with waters of different origin resulting in large seasonal variations of salinity.
The sources of low salinity are the mouths of the big rivers; the Mekong in Vietnam is a
typical example where the discharge of the river has a greater influence on the salinity than
the actual rainfall.
The bottom is gently undulating from 60 metres, generally sandy.
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SECTION 3 - SUMMARY OF THE MOST ESSENTIAL REQUIREMENTS TO BE MET BY
OFFTAKE TANKERS LIFTING OIL AT RANG DONG TERMINAL
3.1
Offtake Tanker Size:
The Terminal only accepts Offtake Tanker between 20,000 and 150,000 DWT class. The
Offtake Tanker shall be required to moor in tandem at the FSO “Rang Dong MV17” with the
bow of Offtake Tanker being made fast to the stern of FSO “Rang Dong MV17”.
3.2
Compliance with Vietnamese laws
The Terminal has been classified by the Government as an offshore crude oil export terminal
residing within the Rang Dong Marine Exclusion Zone, over which Vung Tau Maritime
Administration has jurisdiction. Offtake Tankers visiting the Terminal shall comply with the
provisions of the Vietnamese maritime laws, as they apply to the Terminal in this context,
and other applicable Vietnamese laws and regulations. Where there is no specific
regulation in Vietnamese law, Offtake Tanker shall follow good international practices.
Offtake Tanker shall enter the MEZ only at the request or permission of the Terminal.
Offtake Tanker Owners shall comply with all directions by the Government having jurisdiction
over the Terminal, the Regulations or any controversies arising from acts done upon or
relating to the sea or continental shelf. Procedures specified by the Government whether
relating to health, customs and immigration or otherwise shall be strictly adhered to.
3.3
Compliance with the international laws, codes
Offtake Tanker shall comply with latest SOLAS and MARPOL conventions and protocols,
and other relevant conventions of the IMO. They shall be in possession of valid certificates
as required by above conventions, including a Safety Management Certificate and Document
of Compliance as specified in the International Safety Management (ISM) Code.
Operations at the Terminal are to be conducted by Offtake Tanker calling at the Terminal in
accordance with the recommendations of the current issue of the “International Safety Guide
for Oil Tankers and Terminals” (ISGOTT).
3.4
Compliance with the provisions of this Terminal Regulations
Offtake Tanker Owners agree to comply strictly with the provisions of the Regulations and all
the safety measures the COMPANIES consider appropriate to take under any given
circumstances.
At the time of Terminal Offtake Team boarding the Offtake Tanker and before the Notice of
Readiness is accepted by the JVPC Representative, the Offtake Tanker Master thereof shall
sign THE CONDITIONS OF USE OF THE RANG DONG TERMINAL in the form of Appendix
A hereto, evidencing in particular that he has knowledge of these Regulations and that he
accepts the terms hereof.
However, should this formality not occur for any reason whatsoever, the provisions of the
Regulations shall in any case remain fully applicable.
3.5
Offtake Tanker Vetting
Before being accepted to lift crude oil from the Terminal, Offtake Tankers shall pass JVPC
ship vetting procedure which includes technical review of the completed Offtake Vessel
Questionnaire and submitted Forecastle Deck plan(s). The vessel’s forecastle deck plan(s)
shall conform in terms of details and clarity to OCIMF “Mooring Equipment Guidelines”
example diagrams. The Offtake Vessel Questionnaire and the forecastle deck plan(s) shall
be completed and duly signed by the Offtake Tanker Owners.
After having boarded the Offtake Tanker, JVPC Representative and Mooring Master shall
conduct a final inspection to confirm the vessel’s acceptability. This final acceptance is a
condition, which shall be satisfied before the Offtake Tanker may approach, berth and lift
crude oil from the Terminal.
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If the particulars given in the Offtake Vessel Questionnaire change in any respect or
otherwise become inaccurate, the Offtake Tanker Owners shall promptly notify the Terminal
in writing. Without prejudice to any other consequence of such inaccuracy or change,
failure to so notify may cause delay or rejection at the Terminal, and all and any cost
incurred shall be to the account of Offtake Tanker Owners.
Notwithstanding the other parts of this clause 3.5, COMPANIES reserves the right to refuse
to accept any Offtake Tanker with deficiencies that in their opinion constitute a safety or
pollution risk or any other findings that would jeopardize the safety and efficiency of the
offtake operation. COMPANIES shall not liable for any damages, direct, indirect or
consequential due to the refusal to accept for berthing the nominated Offtake Tanker due to
non-compliance with the Regulations.
3.6
Tandem Mooring
Offtake Tanker shall be fitted with the appropriate equipment in accordance with the latest
OCIMF “Recommendations for Equipment Employed in the Mooring of Ships at Single Point
Moorings” and “Mooring Equipment Guidelines”. The equipment shall include a 200 MT
SWL chain stopper designed for use with 76-mm chafe chain regardless of OCIMF category.
3.7
Offtake Tanker’s Equipment
Offtake Tankers shall be equipped with equipment and systems as described in detail in the
Section 7 “Offtake Tanker’s Equipment”.
3.8
Oil Pollution Insurance
Offtake Tanker Owners (including Bare Boat Charterer) shall have in place maximum P&I
Club Insurance for oil pollution liability (at least US$ 1 billion).
Offtake Tanker Owners shall at all times remain responsible for any liability for pollution or
contamination or the direct or indirect consequences of same (including, without limitation,
death, injury or illness or any person, loss or damage to property, statutory and civil liability
for penalties and/or damages, liability to all person having a claim against the Terminal,
COMPANIES and/or the Offtake Tanker Owners) where such pollution or contamination
occurs as a result of the escape, for whatever reason, of crude oil or any other pollutant from
the Offtake Tanker.
Offtake Tanker Owners shall at all times indemnify and hold COMPANIES harmless against
all actions, suits, proceedings, claims, demands, damages, liabilities, losses, costs or
expenses of whatsoever nature arising in connection with any pollution or contamination
occurring as a result of the escape of crude oil or other pollutants from the Offtake Tanker.
3.9
Ballast System Configuration
Offtake Tanker shall be fitted with segregated ballast tanks (SBT) meeting the requirements
of the MARPOL 73/78 Convention. The Terminal has no facility for the disposal of Offtake
Tanker’s dirty ballast.
3.10
Helicopter Operations
Offtake Tanker shall comply in all relevant respects with ICS “Guide to Helicopter/Ship
Operations” requirements relating to any helicopter operations advised as a contingency.
The standard of helicopter operations contingency is public transport helicopter winching.
JVPC shall state helicopter model and type of activity planned when advising of the need for
helicopter operations.
3.11
Vessel History
Offtake Tanker with a history of major safety and environmental incidents such as fire on
board, spill of crude oil cargo, non-conforming effluent disposal, serious injury/loss of life,
stranding or reported violations of maritime law shall be reviewed with particular care before
acceptance by JVPC. The management organisations of such vessels if nominating any
other vessel to JVPC shall be subject to similar careful review prior to acceptance of the
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vessel.
3.12
Offtake Tanker Master, Officers and Crew
The Master of Offtake Tanker shall in all circumstances remain solely responsible for the
safety and safe navigation of his vessel and its crew complement and for compliance with all
applicable laws, rules and regulations.
Senior personnel of the Offtake Tanker who will be required to liaise with the Terminal
personnel during any part of the lifting operation shall be fluent in spoken and written
English.
The crew of the Offtake Tanker is required to perform all operations of mooring, connecting
and disconnecting hoses, and unmooring.
3.13
Arrival Conditions
Offtake Tanker must arrive with not less than 30% of DWT on board, which can be made up
of either ballast or cargo or a combination of both and be able to maintain this condition
during the loading period.
Offtake Tanker must arrive with a trim by the stern not in excess of 0.0015L (where L being
the overall length of the Offtake Tanker) with the propeller(s) fully submerged.
3.14
Berthing
Berthing and unberthing shall be at the discretion of the FSO Manager. The presence of
the Mooring Master and the Vietnamese Pilot (the Pilot) is compulsory.
3.15
Personnel Transfer in Bad Weather
During monsoonal seasons, weather conditions prevailing can prevent the transfer of
personnel to or from the Offtake Tanker in the vicinity of the Terminal for a considerable time.
In these circumstances the Offtake Tanker may be required to embark or disembark
Terminal personnel at the Vung Tau Pilot Boarding Area.
3.16
Drugs and Alcohol Policy
No alcohol or non-prescription performance affecting drugs may be consumed under any
circumstances by any Terminal or Offtake Tanker personnel whilst at or in the vicinity of the
Terminal. The Mooring Master may cease oil transfer operations and disconnect the
Offtake Tanker for failure to comply with this requirement. All and any costs incurred by
such failure shall be to the Offtake Tanker Owners’ account.
No person under the influence of alcohol or drugs shall be permitted on duty. The opinion
of the Mooring Master on the fitness of any individual shall be final unless an independent
medical physician present at the time decides otherwise.
3.17
Cargo Heating
Due to the high pour point of Rang Dong crude oil, Offtake Tanker shall be equipped with a
cargo heating system capable of maintaining the Rang Dong crude temperature at approx
40oC, or at a temperature stipulated in the charter party.
3.18
Provision of accommodations
Offtake Tanker shall provide accommodation, where available, and meals for all members of
Terminal offtake team who stay onboard the Offtake Tanker to undertake offloading
operations and which includes but not limited to the following:
01 x
Mooring Master
01 x
JVPC Representative
01 x
Vietnamese Pilot
01 x
Ship’s agent
01 x
Cargo Inspector
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Bow man (Mooring Master’s assistant)
This list is subject to change as the circumstances require.
3.19
Removal of wrecks
Should any vessel sink or become an obstruction in any part of the Terminal, oil field or
approaches thereto, or the area of the submarine pipelines, the COMPANIES shall be
empowered and shall have the right to take any step it may deem necessary to remove the
obstruction without notice to Offtake Tanker Owners. All expenses of such removal shall be
borne by Offtake Tanker Owners and the COMPANIES shall be entitled to reimbursement by
them for any such expenses incurred by the COMPANIES.
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SECTION 4 - TERMINAL FACILITIES AND SERVICES
4.1
Terminal Facilities
4.1.1
Offtake Tanker using the Terminal will be moored in tandem, Offtake Tanker’s bow to the
FSO “Rang Dong MV17” stern, by means of a mooring hawser approximately 50 metres in
length at the end of which is a 7.5-metre length of 76-mm diameter chafe chain. The chain
will be made fast to the Offtake Tanker by means of the Offtake Tanker’s bow chain stopper.
4.1.2
During the period when Offtake Tanker is moored at the Terminal, an Offtake Support Vessel,
provided by the Terminal, will remain secured to the stern of the Offtake Tanker for a static
tow. The Offtake Support Vessel will be directed by the Mooring Master. Should the
Offtake Tanker Master disagree with the Mooring Master’s directions, he shall provide his
reasons for the disagreement promptly and in writing to the FSO Manager.
4.1.3
The Terminal is equipped with a single 10” floating hose string. The floating hose is fitted
with 10” ANSI 150lb flat face flange with camlock couplings. Offtake Tanker shall have
adapters and fitting to enable the hose to be connected to the Offtake Tanker’s manifold.
4.2
Terminal general services
4.2.1
The COMPANIES do not perform general agency functions. Offtake Tanker Owners shall
arrange for their own agents.
4.2.2
There are no bunkers, no fresh water, no stores, no small boat hire, no shore leave, no
shore cervices, no medical assistance (except in cases of emergency) available at the
Terminal. Information on port services in the area should be obtained from the Offtake
Tanker’s agents.
4.2.3
Should it be necessary to supply divers, boats, materials, equipment or labour, to carry out
repair work to enable the Offtake Tanker to continue loading, any costs involved will be
charged to the Offtake Tanker’s account at rates to be established at that time. These
services will only be provided in emergencies.
4.2.4
Crew members cannot leave the Offtake Tanker at the Terminal except in cases of extreme
urgency. A valid passport is required. No crew changes will be permitted during the
period an Offtake Tanker is in the Terminal area.
4.2.5
There is no garbage disposal facility at the Terminal and it is expressly forbidden to dump
garbage.
4.2.6
The nearest international airport is in Ho Chi Minh City.
4.3
Port Control formalities
4.3.1
The Government defines the Terminal as an offshore crude oil export terminal. The
Terminal and its Marine Exclusion Zone are put under the jurisdiction of the Maritime
Administration of Vung Tau (or sometimes called Vung Tau Port Authority). Any Offtake
Tanker entering or leaving the MEZ and Terminal shall comply in all respects with the port
control, customs, immigration, quarantine and pilotage requirements.
4.3.2
The Offtake Tanker Master via his local agent shall have the Offtake Tanker cleared all
arrival and/or departure formalities required by the Government for foreign vessels entering /
leaving ports and navigational waters of Vietnam.
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SECTION 5 - COMMUNICATIONS
5.1
Telex or telefax
It is most important that arriving Offtake Tanker advise their ETA 72 hours, 48 hours, 24
hours, 12 hours, and 4 hours in advance of arrival, described in UTC or in local time.
-
Terminal name
:
FSO “Rang Dong MV17”
-
Call sign
:
3EQR9
-
IMO number
:
9406568
-
Terminal VHF channels
:
Marine channel 16, 9
-
Terminal Inmarsat phone no
:
764854111
-
Terminal Inmartsat fax no
:
764854112
-
Terminal telex no
:
Sat C Nr: 351461000
-
Helideck NDB beacon
:
Freq 239 kHz, Callsign JBUZ
-
Terminal Inmarsat ocean area
:
IOR or POR
5.2
The Terminal maintains a listening watch on VHF Marine channels 16 and 9 for 24 hours a
day.
5.3
On receipt of the first message from the Offtake Tanker, the Terminal will respond to the
Offtake Tanker giving the preliminary Terminal requirements. Offtake Tanker Master shall
comply with these requirements in all details in order to facilitate Offtake Tanker turnaround
and Government formalities.
5.4
Once an Offtake Tanker is within 4 hours of the Terminal, communications shall be available
with FSO “Rang Dong MV17” on the international marine VHF channel 16. When contact
has been established on this channel, further communication will be conducted on a working
channel advised by the Terminal.
5.5
Offtake Tanker Master is informed that insufficient or inaccurate ETA messages can cause
delays since formalities officials are not based at the Terminal but arrive from elsewhere.
Acceptance of “Notice of Readiness” may be affected by such insufficiency or inaccuracy of
information.
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SECTION 6 – SAFETY PRECAUTIONS
6.1
General Precautions
6.1.1
Offtake Tanker personnel are responsible for the safety of the Offtake Tanker and
themselves and must take all necessary precautions whether or not so advised by the
Mooring Master or other Terminal personnel. The Mooring Master may refuse to accept for
loading, or may suspend or delay the loading, or may unberth the Offtake Tanker when the
Offtake Tanker does not comply with the Regulations and/or safety precautions imposed by
the Mooring Master. All and any costs incurred by the Offtake Tanker by such rejection or
termination shall be for the Offtake Tanker Owner’s account. In addition the time required
to bring the Offtake Tanker into compliance shall not count as used laytime.
6.1.2
Lifebuoys shall be available throughout the Offtake Tanker and in particular in the loading
manifold area and at all points of entry and exit at the Offtake Tanker’s sides.
6.1.3
Offtake Tanker personnel are to be adequately instructed by the Offtake Tanker Master to
avoid breathing any escaped gas. The Offtake Tanker shall be equipped with fresh air
masks, gas masks and resuscitators which shall be kept in a conspicuous and readily
accessible position ready for immediate use.
6.1.4
All accommodation doors, port holes and ventilators shall be closed during loading
operations and doors and openings to machinery spaces in vicinity of Offtake Tanker tanks
shall be closed.
6.1.5
The Offtake Tanker shall show in day and night appropriate signs, lights and shapes
required by Government and International Regulations.
6.1.6
No swimming in the sea is permitted.
6.1.7
No fishing is permitted.
6.2
Fire Precautions
6.2.1
Fire fighting equipment shall be kept at instant readiness throughout the Offtake Tanker with
additional equipment available at the loading manifold whilst the Offtake Tanker is moored.
Fire water shall be available on deck service at all times, and fire hoses connected and
flaked out at all fire stations ready for immediate use.
6.2.2
The Terminal has only fire-fighting equipment sufficient for its own purposes. Only limited
aid may be given to Offtake Tanker in the event of fire utilising the field standby vessel if
available.
6.2.3
Foam monitors forward and aft of mid-ship manifolds shall be directed toward the port
manifold.
6.2.4
When the Offtake Tanker is moored or in the vicinity of the Terminal, boiler tubes shall not be
blown. Every precaution must be taken that no sparks escape from the funnel and every
other source of hot exhaust.
6.2.5
No electrical appliances of any kind may be used on deck unless certified for use in
hazardous petroleum areas and subject to the approval of the Mooring Master.
6.2.6
Smoking shall not be permitted on deck whilst the Offtake Tanker is moored and shall only
be permitted in places approved jointly by the Offtake Tanker Master and the Mooring
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Master. There may be occasions when smoking will be entirely prohibited. Cigarette butts
etc. shall not be thrown overboard or through portholes at any time.
6.3
Watch Keeping and Lookout
6.3.1
A responsible English speaking ship’s officer with authority to manoeuvre the main engines
is required to be on deck and in the control room at all times.
6.3.2
The bridge and/or CCR areas shall be kept unlocked and so arranged to allow immediate
entry at all times by the Mooring Master.
6.3.4
The Offtake Tanker shall be adequately and properly manned at all times. Not less than
one deck officer in the CCR and three seamen shall be on duty equipped with hand-held
radios, sober, alert and available at all times. One of the seamen shall be kept always on
lookout duty on the bow to observe and report on the relative distance and aspect and to
avoid contact between the Offtake Tanker and the Terminal. The loading manifold shall
further be continuously manned by a competent seaman to tend the floating hose so as to
avoid chafing, kinks or rubbing, which could cause the hose damage and to report any
manifold leakage whatsoever.
6.4
Precautions during Berthing and Mooring
6.4.1
When an Offtake Tanker is moored at the Terminal or in the vicinity thereof, its engines must
remain on standby with full power always available for immediate use. Deck machinery
shall be kept at immediate readiness. No repairs of any sort affecting the availability of
Offtake Tanker’s machinery or engines are permitted. Other repairs (including all painting)
which present any hazard to the loading operation are strictly prohibited.
The Offtake
Tanker whistle shall be kept at instant readiness at all times.
6.4.2
Anchors of the Offtake Tanker shall be positively secured at all times against accidental
movement from the time of berthing commencement.
6.4.3
When manoeuvring in MEZ, the Offtake Tanker shall comply with all aspects of the
International Regulations for prevention of collision at sea.
6.5
Precautions during crude oil loading
6.5.1
The Offtake Tanker’s officers shall be responsible for the ballasting operation and the safe
loading of the crude oil. They shall maintain radio communication with the Mooring Master
and the CCR on the FSO “Rang Dong MV17” throughout the loading operations.
6.5.2
Under no circumstances are the Offtake Tanker’s valves to be closed against the loading
flow of crude oil.
6.5.3
The cargo tanks of the Offtake Tanker shall be fully inerted at all times and the inert gas
system shall be operable while the Offtake Tanker is at the Terminal.
6.5.4
After completing the discharge of ballast from the dedicated clean ballast tanks, the Mooring
Master and the Cargo Inspector shall witness closing and sealing of pump room sea
suctions.
6.5.5
The Mooring Master is authorized to shutdown loading operations during electrical storms, if
another unauthorized craft of any description comes alongside the Offtake Tanker, whilst
helicopter operations to or from the Terminal or the Offtake Tanker are in progress, and under
any other circumstances which in the opinion of the Mooring Master may imperil or endanger
the loading operations. The COMPANIES shall not be liable for any demurrage loss, claims,
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or demands resulting from such shutdown.
6.5.6
If an emergency stop of loading is required and communications between the Offtake Tanker
and Terminal fail, the Offtake Tanker whistle shall be continuously sounded. THIS SIGNAL
STOPS ALL LOADING.
6.6
Pollution Control
6.6.1
The Offtake Tanker shall comply fully with all relevant provisions of the MARPOL and with all
applicable Vietnamese environmental laws.
Any infringement of the International
Regulations or Vietnamese laws regarding pollution of sea by oil may by dealt with most
severely. Pollution of the sea by oil, dirty ballast water, bilge discharge or any other means
may result in heavy fines being imposed, and, in severe cases, may result in imprisonment
of the Offtake Tanker Master and the arrest of the vessel concerned.
6.6.2
Offtake Tanker must arrive with clean ballast only. It is the Offtake Tanker Master
responsibility to see that no oil of any kind is pumped, spilled or leaked overboard from the
Offtake Tanker. This includes oily water from bilges, decks, crude residues from previous
voyages or any other matter that may result in pollution of the sea. Any fines imposed on or
third party claims against the COMPANIES or any of them shall be for the Offtake Tanker
Owners account.
6.6.3
All scuppers shall be plugged before and throughout the crude oil transfer. Refusal to plug
scuppers shall result in the Offtake Tanker being rejected. Drain trays and all materials
necessary to clean up any oil spillage on deck shall be available for immediate use.
6.6.4
Any oil leakage or spillage shall be immediately reported to the Mooring Master. Loading
operation shall be suspended until the cause of the spill is established and remedied and
cleaning completed to the satisfaction of the Mooring Master and Government. Without
derogating from the Regulations provisions, liability for any pollution caused by oil, which has
passed the first flange of the loading manifold of the Offtake Tanker shall be for the account
of, and recoverable from, the Offtake Tanker Owners.
6.7
Emergency Responses
The Companies have in place an emergency response plan, which is coordinated with JVPC
‘s office in Vung Tau. Through this plan, shore based emergency support can be initiated
and controlled. Nonetheless, the Offtake Tanker Master remains ultimately responsible for
the Offtake Tanker, its crew and passengers at all times.
If an emergency situation arises on the Terminal, the Mooring Master shall inform the Offtake
Tanker Master of the situation and advise of actions the Offtake Tanker Master should take.
If any emergency situation arises on the Offtake Tanker, the Offtake Tanker Master shall
immediately inform the Mooring Master or his delegate of the situation and the actions being
taken, who shall advise the Terminal.
Where feasible the Mooring Master shall coordinate these and ensuing emergency response
procedures with the masters of the various vessels concerned, who retain legal ultimate
responsibility for the safety of their vessels, crew and other persons onboard. Each such
vessel shall follow the emergency response procedures already in place for that vessel but
retaining coordination so as not to prejudice the safety of any other vessel, if applicable.
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SECTION 7 – OFFTAKE TANKER EQUIPMENT
7.1
Forecastle Deck Mooring Arrangement
7.1.1
Offtake Tanker shall be fitted with appropriate equipment in accordance with the
“Recommendations for Equipment Employed in the Mooring of Ships at Single Points
Moorings” and “Mooring Equipment Guidelines” of OCIMF. The equipment shall include a
200 tonne SWL chain stopper designed for use with 76-mm chafe chain regardless of the
ship tonnage categories.
7.1.2
Offtake Tanker’s bow windlasses or winches to be used for mooring shall be capable of
picking up the mooring hawser and its chafe chain.
7.1.3
Only winch drums shall be used for hauling the mooring pick-up lines. Under no
circumstances shall the warping drum ends be used to heave in the pick-up lines.
7.2
Offtake Tanker’s Manning
7.2.1
The Mooring Master may reject an Offtake Tanker if it is not, upon inspection, properly
equipped or if it is not suitably manned or if he deems it to have dirty ballast or tanks
unsuitable for receiving the cargo. The Offtake Tanker is suitably manned only if it has a
full complement of Officers and Crew in a sober condition, competent and willing to carry out
their duties and orders, and sufficient English is spoken so that the Mooring Master can
understand and be understood. The COMPANIES shall in no circumstances be liable for
any loss, damage or delay arising or resulting from any decision, justified or not, by the
Mooring Master to reject the Offtake Tanker pursuant hereto.
7.3
Propulsion System
7.3.1
Offtake Tanker must be equipped with good working propulsion unit(s) as passed by an
appropriate classification society. Inoperative Offtake Tanker or partially inoperative Offtake
Tankers will be rejected. Should the Offtake Tanker become inoperative whilst moored at
the Terminal, it may be removed from the Terminal area by the COMPANIES at the expense
of the Offtake Tanker Owners.
7.3.2
Additionally, Offtake Tanker must have both anchors and ground tackle in good working
condition and in such sizes and amounts as to meet either Lloyds, ABS or Bureau Veritas
standards although it may be in fact classified by other societies. When underway and
whilst moored at the Terminal the Offtake Tanker anchors must be properly secured against
accidental dropping.
7.4
Lifting Equipment
Offtake Tanker must be adequately equipped with a 10 tonne SWL crane or derrick boom,
blocks, tackles, wire runners and sundry equipment on both sides to efficiently hoist the
floating hose to the loading position. Equipment and tools shall include wrenches, drift pins,
nuts and bolts, wire and fibre strops, drip pans, gaskets, hammers, shackles etc. To assist
in Offtake Tanker turnaround, it should have all necessary derricks or cranes and cargo gear
rigged and ready before being boarded by the Mooring Master.
7.5
Towing Lines
7.5.1
Normally the Offtake Support Vessel of the Terminal will provide a tow wire, but the Offtake
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Tanker must provide and make ready for use two mooring lines in good condition suitable for
towing on her poop deck.
7.5.2
A fire wire maintained in good condition shall be rigged on the port shoulder of the Offtake
Tanker in compliance with ISGOTT relevant recommendations.
7.6
Loading Manifolds and Hose Adapters
7.6.1
Offtake Tankers shall comply fully with the latest “Recommendations for Oil Tanker
Manifolds and Associated Equipment” of OCIMF.
7.6.2
Offtake Tankers equipped with larger or smaller than 10” hose connections at the loading
manifold should arrive with such hose connections suitably adapted for a 10” hose.
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SECTION 8 – BERTHING AND MOORING AT THE TERMINAL
8.1
Vessel Arrival and Notice Of Readiness (NOR)
8.1.1
Terminal is normally open 24 hours a day, 7 days a week, weather conditions permitting.
The FSO Manager shall be the final authority as to when the Terminal is open or closed.
8.1.2
The Terminal will make every effort to moor the Offtake Tanker upon its arrival in daylight,
weather permitting. Nighttime berthing shall only be permitted at the discretion of the FSO
Manager.
8.1.3
Notice of Readiness shall not be tendered at the time of arrival unless the Offtake Tanker is
in all respects ready to load, including compliance with all terms of the Regulations. Notice
of Readiness shall be tendered in English.
8.1.4
Notice of Readiness shall only be accepted when the Offtake Tanker is securely moored to
the Terminal, and after signing of THE CONDITIONS OF USE OF THE RANG DONG
TERMINAL in the form of the Appendix A of the Regulations.
8.2
Safe Access
The embarkation and disembarkation of the Terminal personnel shall be carried out in a safe
manner. The Offtake Tanker Master shall provide safe access to and from this vessel at all
times, and in accordance with SOLAS Chapter 5 Regulation 17. Failure to comply may
result in delay in berthing or sailing and all and any costs incurred shall be to the Offtake
Tanker Owners’ account.
8.3
Anchoring
As sub-sea flow lines and gas pipelines exist within the MEZ, anchoring within the MEZ shall
only be permitted with the prior consent of FSO Manager and JVPC OIM. Anchoring
outside the MEZ is at the discretion of Offtake Tanker Master, however the Offtake Tanker
should remain within VHF communication range, taking into account positions of the gas
pipeline between Rang Dong and Bach Ho oil fields.
8.4
Pilotage
8.4.1
Pilotage is mandatory. The Mooring Master and Vietnamese Pilot shall board the Offtake
Tanker when it reaches at a position appointed by the Mooring Master inside the MEZ (or if
at Vung Tau Pilot Boarding Area, at a location selected by Vung Tau Maritime
Administration).
8.4.2
The presence of the Vietnamese Pilot on board Offtake Tanker is compulsory as required by
Government’s legislation. His legal duty is to guide the Offtake Tanker Master in respect of
navigating the Offtake Tanker to and from and within the MEZ and other Vietnamese
Navigational Waters as specified by Vung Tau Maritime Administration.
8.4.4
The Mooring Master shall advise the Offtake Tanker Master in piloting the vessel to the berth,
mooring and un-mooring the Offtake Tanker to and from FSO “Rang Dong MV17”, handling
Offtake Support Vessel for static tow. The Mooring Master shall supervise the connecting
and disconnecting of the mooring hawser and the floating hose and other operations within
the Terminal areas.
8.4.5
The services of Vietnamese Pilot are provided upon the express understanding and
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condition that when the Vietnamese Pilot goes on board the Offtake Tanker for the purpose
of assisting such Offtake Tanker, he becomes for such purposes the servant of the Offtake
Tanker Owners, and the COMPANIES shall not be liable for any loss, damage or injury
resulting from any advice or assistance or actions by the Vietnamese Pilot.
8.4.6
Notwithstanding the assistance of Vietnamese Pilot and Mooring Master, the Offtake Tanker
Master shall remain in command during approaching, berthing and unberthing of his vessel.
He shall remain solely responsible on behalf of the Offtake Tanker Owners for the safety and
proper manoeuvring of the Offtake Tanker. The Offtake Tanker Master or one of his
designated qualified deck officers specifically appointed by him must be on the navigation
bridge at all times while the Offtake Tanker is being manoeuvred.
8.5
Berthing sequence
8.5.1
Offtake Tanker will normally be accepted and berthed in chronological order of arrival
provided such Offtake Tanker have current nomination for cargo valid at the time of tender of
Notice of Readiness, carry clean ballast, if any, and have cargo tanks in a fit condition to
receive cargo. Also they must be in all respects properly equipped, manned and ready to
moor. Should berthing be delayed on account of bad weather, Offtake Tanker will keep
their position in line.
8.5.2
Offtake Tanker required to leave the Terminal area on account of bad weather should keep
in contact with the Terminal, in order that they may be available when the weather is fit for
resumption of operations. COMPANY reserves the right to load offtake tankers out of turn
following the return of good weather. Further, the COMPANY reserves the right to decline
to moor a specific offtake tanker if its condition or equipment is unsafe for mooring or loading
even though the Terminal may be open to other offtake tankers.
8.6
Decision of berthing
The decision of the FSO Manager on berthing shall be final.
8.7
Decision of unberthing
The Mooring Master may require the Offtake Tanker to unmoor at any time he deems it
necessary for the safety of the Offtake Tanker or the Terminal or both, or for infringement of
the Regulations.
8.8
Berthing assistance
8.8.1
Offtake Tanker to be tandem moored shall be taken under static tow by the Offtake Support
Vessel for the whole lifting operation, from prior to mooring until after the Offtake Tanker is
released from the Terminal.
8.8.2
Before berthing, at approx. one nautical mile from the stern of FSO “Rang Dong MV17” or
any distance provided by the Mooring Master, the Offtake Support Vessel shall be made fast
at the stern of the Offtake Tanker.
8.8.3
On approaching the berth, at a distance of approx. 200 metres from the stern of the FSO
“Rang Dong MV17”, messenger line of the mooring hawser will be passed from the Terminal
to forecastle deck of the Offtake Tanker by means of a pneumatic line throwing apparatus or
by other methods. The Mooring Master will then instruct the crew to heave in the ropes
successively until the mooring hawser chafe chain is drawn through the panama fairlead and
secured to the chain stopper.
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8.8.4
Once the Offtake Tanker is connected to the Terminal, the Offtake Tanker’s main engines
must remain available for instant use at all times. A qualified Officer of the Offtake Tanker
with authority to manoeuvre the main engines shall be readily available for the period that
the Offtake Tanker is moored to the Terminal. Reliable radio communications shall be
established and maintained at all times with the Mooring Master. All communication shall
be in English and the ship officer must be fluent in the language. A competent member of
the Offtake Tanker crew shall maintain a lookout on the forecastle at all times to ensure the
safe separation of the Offtake Tanker from the Terminal.
8.9
Berthing / Un-berthing in Foul Weather Conditions
8.9.1
Foul weather conditions are when the weather conditions are not safe for personnel transfer
by the Offtake Support Vessel at the Terminal vicinity, but still within the parameters of
normal tanker loading operations. Terminal is normally considered closed for in-field
personnel transfer when weather conditions are in excess of the following criteria:
Wind speed
Significant wave height (Hs)
> 25 knots
> 2.5 metres
Such conditions may prevent the transfer of personnel in the vicinity of the Terminal in which
case the Offtake Tanker may be instructed to proceed to Vung Tau for embarking
/disembarking Terminal’s personnel.
Berthing however may take place in excess of these conditions subject to JVPC
Representative, Mooring Master, master of Offtake Support Vessel and Offtake Tanker
Master are confident that the berthing operation can proceed safely.
8.9.2
In foul weather conditions, Terminal’s personnel and equipment may also be transferred to
or from the Offtake Tanker by helicopter using public transport winching.
8.9.3
Via recognized forecasting services and local observation, the Terminal continually monitors
weather conditions. In the event of deteriorating weather conditions or the approach of a
typhoon, berthing may be delayed, or if the Offtake Tanker is already moored, shutdown
operations shall be implemented in a timely manner and the Offtake Tanker un-moored.
Mooring Master in consultation with the FSO Manager shall make the decision to suspend
the loading operation in deteriorating weather conditions and will be guided by the following
criteria:
(a)
three occurrences of a peak tandem mooring hawser tension greater than 100
tonnes force within one hour; or
(b)
a single occurrence of a peak tandem mooring hawser tension greater than 150
tonnes force.
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SECTION 9 – LOADING OF CRUDE OIL
9.1
Connection of Floating Hose
9.1.1
After the Offtake Tanker is securely moored the cargo floating hose will be hoisted aboard,
normally on the starboard side, using the Offtake Tanker’s manifold crane or derrick.
9.1.2
The lifting, connecting and disconnecting of the cargo floating hose as well as other labours
and duties on shipboard shall be performed by the Offtake Tanker’s crew, under the guidance
and supervision of the Mooring Master or his delegate.
9.1.3
Either Offtake Tanker Master or his designated deck officer shall be present and must direct
his crew in all handling. The Offtake Tanker may be rejected for unsatisfactory hose handling.
9.2
Disposal of Ballast
9.2.1
The Offtake Tanker’s deballasting plan shall be approved by the Mooring Master. The
Offtake Tanker shall not commence deballasting operations without prior consultation with,
and agreement of, the Mooring Master.
9.2.2
At no time shall the propeller immersion be allowed to become less than on arrival.
9.2.3
In addition to the lights usually displayed, Offtake Tanker discharging ballast and/or loading
cargo during darkness shall illuminate the sea around the Offtake Tanker to the satisfaction
of the Mooring Master, in order that any oil on the surface of the sea may be readily detected
and the appropriate action taken. Any Offtake Tanker that is unable to illuminate the sea
satisfactorily shall not discharge ballast during darkness. Offtake Tanker shall provide
suitable floodlights for working on deck during night operations.
9.2.4
If evidence of oil appears during deballasting, the Offtake Tanker will be rejected forthwith
and will not be accepted until satisfactory evidence is produced that such ballast was
disposed of in a proper manner. If during inspection or during progress of loading it is
revealed that the Offtake Tanker tanks are not tight or that oil is leaking from the Offtake
Tanker, the Offtake Tanker shall be rejected or refused further loading. The Offtake Tanker
shall not be later accepted for loading, unless satisfactory evidence of repair is submitted,
duly certified by Lloyds, ABS, Bureau Veritas or other recognised surveyors. Any Offtake
Tanker rejected because of dirty ballast or pollution of the sea will automatically nullify her
Notice of Readiness, and will lose any priority of position for loading. The Terminal may
suspend, delay or unberth any Offtake Tanker, which is under suspicion of oil pollution.
The COMPANIES will not be liable for any demurrage, loss, claims or demands resulting
from such suspension, delay or unberthing.
9.2.5
All spillage and leakage of oil must be reported immediately to the Mooring Master and a
detailed report must be written, signed and submitted by the Offtake Tanker Master to the
Mooring Master.
9.3
Control of crude oil transfer
9.3.1
A comprehensive loading plan shall be provided to the Mooring Master by the Offtake
Tanker Master before the crude oil transfer commences. The Terminal/Offtake Tanker
Safety Checklist (refer to the Appendix C) shall be completed satisfactorily by both the
Mooring Master and the Offtake Tanker Master or his delegate prior to the commencement
of the cargo transfer.
9.3.2
The Mooring Master may refuse to accept an Offtake Tanker for loading, if he considers the
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Offtake Tanker condition to be unsatisfactory. In the event the Offtake Tanker Master and
the Mooring Master cannot agree to a procedure by which the Offtake Tanker can meet
satisfactory loading conditions, both COMPANY and the Offtake Tanker Owners shall be
immediately contacted so that corrections can be made. Time required to bring the Offtake
Tanker into satisfactory condition shall not count as used laytime.
9.3.3
The Offtake Tanker Master is held entirely responsible for the operation of the Offtake
Tanker valves.
9.3.4
Not less than 30 minutes before the end of the loading, the Offtake Tanker Master or his
delegate shall inform and give due notice to the Terminal control room to stop the cargo
pumps in good time. On concluding the offloading operation all cargo pumping operations
shall be confirmed as stopped by the Terminal before any valves are closed onboard the
Offtake Tanker. .
9.3.5
In case of emergency, pollution or serious incident, which may require urgent stoppage of
cargo transfer, the Offtake Tanker shall inform the Terminal before closing her manifold
valve(s).
9.3.6
The rate of cargo transfer is governed by either the Offtake Tanker’s maximum loading rate
or the maximum pumping rate of the FSO “Rang Dong MV17”.
9.3.7
All activities of sounding ballast tanks, taking ullages and temperatures of the cargo and
finding free water before, during and after the cargo transfer shall be performed by the
Offtake Tanker crew, with the witness of the Cargo Inspector(s) and JVPC Representative.
9.4
Suspension of crude oil transfer
The Terminal shall halt transfer operations when:
-
radio communication between the Terminal and the Offtake Tanker is lost;
-
instructed to do so by the Offtake Tanker Master;
-
instructed to do so by the Mooring Master or his delegate;
-
should the Mooring Master decide that the mooring hawser tension is too high;
-
an emergency situation concerning the Terminal, mooring or floating hose occurs;
-
helicopter operations to the Terminal or to the Offtake Tanker are in progress;
-
weather conditions exceed safety limits;
-
or at any other time as may be determined by the COMPANY under the Regulations;
9.5
Early Departure Procedure (EDP)
9.5.1
For operational and safety reasons, Terminal shall normally require that an Offtake Tanker,
which has completed its loading operations, shall depart prior to completion of all the
following cargo documents:
-
Bill(s) of lading
-
Certificate of origin
-
Cargo manifest
-
Certificate of quantity
-
Certificate of quality
-
Tanker loading time report
Document no:
SNO-SM-001
Rev 7
-
Receipt for documents and samples
-
Notification of departure
-
Note of protest (if applicable)
Page 30 of 44
9.5.2
The Offtake Tanker Master shall produce a written request for EDP to the JVPC
Representative. The Offtake Tanker Master shall also issue a letter of authorization to the
vessel’s agent, with a copy to the JVPC Representative, authorizing the agent to sign Bill(s)
of Lading and other cargo documents for and on behalf of the Offtake Tanker Master.
9.5.3
Once loading has been completed, the floating hose shall be disconnected as soon as
practical and the mooring hawser slipped. Then the Offtake Support Vessel shall be
released. The Cargo Inspector shall complete his figures on the Offtake Tanker and with
other Terminal personnel return to the Terminal.
9.5.4
Bill(s) of Lading cargo quantities shall be normally based on metered measurements on
board FSO “Rang Dong MV17”. The quality of the offloaded crude oil shall be determined
from samples collected by the automatic sampler on board FSO Rang Dong MV17. After
the departure of the Offtake Tanker, JVPC Representative shall prepare the bill(s) of lading
and other cargo documents, using cargo figures provided in the meter custody transfer
report, final density, sediment and water content that are determined by the Terminal and
witnessed by the Cargo Inspector.
9.5.5
When this is completed, JVPC Representative shall fax a set of copies of the bill(s) of lading
and other cargo documents to the Offtake Tanker Master for his own use. All the rest of the
bill(s) of lading and other cargo documents shall be sent to the interested parties by JVPC.
Document no:
SNO-SM-001
Rev 7
Page 31 of 44
SECTION 10 - TERMINAL CHARGES
A nominal charge shall be paid by Offtake Tanker Owners for berthing services supplied by the
Terminal. This charge is currently of US $25,000 per vessel per lifting but is subject to periodic
review and may be varied. The terminal charges will be notified directly to Offtake Tanker Owners by
their shipping agents.
Document no:
SNO-SM-001
Rev 7
APPENDICES
Page 32 of 44
Document no:
SNO-SM-001
Rev 7
Page 33 of 44
APPENDIX A -
CONDITIONS OF USE OF THE RANG DONG TERMINAL
These RANG DONG TERMINAL REGULATIONS (the “Regulations”) , including this Appendix A, in
addition to any other requirements of law, apply to Offtake Tanker Owners calling at the RANG
DONG Terminal (“the Terminal”) and are a condition of use of the Terminal. The Terminal located
at Lat. 10o01’12.62” N and Long. 108o16’08.29” E, Block 15 – 2 Offshore Vietnam is operated by the
Japan Vietnam Petroleum Co. Limited (JVPC), a limited company incorporated in Japan
("COMPANY"). COMPANY has contracted for the provision and charter of the Floating Storage and
Offloading System FSO “RANG DONG MV17" including the mooring, loading and unmooring of
Offtake Tankers, from RANG DONG MV 17 B.V. (“MODEC”), COMPANY and MODEC, their
subcontractors, agents and servants being herein referred to jointly as the "COMPANIES".
1.
Use of the Terminal
The Mooring Master may refuse to accept an Offtake Tanker for loading, or may suspend or delay
the loading of, or may unberth an Offtake Tanker if he considers the Offtake Tanker’s condition to be
unsatisfactory. In the event the Offtake Tanker Master and the Mooring Master cannot agree to a
procedure by which the Offtake Tanker can meet satisfactory conditions, both COMPANY and the
Offtake Tanker Owners shall be immediately contacted so that acceptable corrections can be made.
Time required to bring the Offtake Tanker into satisfactory condition shall not count as used laytime.
2.
Compliance with Instructions of the Terminal
The Offtake Tanker Master, or the person in charge of the Offtake Tanker, shall place, transport, or
remove the Offtake Tanker at or to such mooring as the Terminal shall require, for the proper and
efficient use of the same.
3.
Strikes, Labour Disturbances
In the event of prevention or delay of loading due to act by the Government or compliance with any
order, request or control of Government, fire, explosion, storm, or by strike, picketing, lockout,
stoppage, or restraint of labour or other labour difficulties or disturbances (“Force Majeure”), Force
Majeure shall be declared and the time so lost shall not count as used laytime.
4.
Indemnities
a)
The Offtake Tanker Master shall at all times be solely responsible for the proper navigation
and safety of the Offtake Tanker and her crew. The COMPANIES shall not be responsible for any
injury or death of persons, or for any loss or damage to property, or for any delay or liability suffered
by any person, including the Offtake Tanker Owners, or any third parties, howsoever caused and in
particular whether or not caused by the negligence of the COMPANIES or by reason of breach of
any warranty of workmanlike performance which may be applicable, arising out of or in any way
connected with any advice, instructions, assistance or services offered or provided in respect of the
Offtake Tanker, including but not limited to pilotage, mooring or loading services, provision of
navigational facilities (including buoy or channel markers), or otherwise.
Whilst the COMPANIES will endeavour to ensure that any berth, the Terminal, moorings,
anchorages, premises, facilities, property, gear, craft and equipment provided are safe and suitable,
no guarantee of such safety or suitability is given, and the COMPANIES shall not be responsible for
any injury to or death or property loss or damage or delay sustained by any person (including the
Offtake Tanker Owners and other third parties), howsoever caused, and whether or not due in whole
or in part to any act, neglect, omission or default on the part of the COMPANIES or by reason of any
Document no:
SNO-SM-001
Rev 7
Page 34 of 44
breach of any Warranty of Workmanlike performance which may be applicable or to any fault or
defect in any of the COMPANIES' berths, the Terminal, premises, facilities, property, gear, craft or
equipment of any sort. The Offtake Tanker Owners shall protect, defend, indemnify and hold the
COMPANIES harmless from and against any suit, claim or expense (including legal expense) made
against the COMPANIES in respect of any such injury, death, loss, damage, delay or liability.
b)
If in connection with or by reason of the use of any berth, the Terminal or any part thereof, or
of any gear or equipment, craft, facility or property of the COMPANIES, any loss or damage is
caused to such berth, the Terminal, or any part thereof, gear or equipment, craft, facility or property
of the COMPANIES, howsoever caused, and whether or not due in part or in whole to any act,
neglect, omission or default on the part of the COMPANIES, and irrespective of whether there has
been any act, neglect, omission or default of the Offtake Tanker or the Offtake Tanker Owners, then
in any such case, the Offtake Tanker Owners shall bear such loss or damage and shall protect,
defend, indemnify and hold the COMPANIES harmless from and against such loss or damage
sustained by the COMPANIES, and from and against any loss, damage, liability, suit, claim or
expense on account of personal injury or death or property loss or damage or delay suffered or
incurred by any third party caused by the Offtake Tanker Owners
5.
Sinkings, Groundings, Obstructions to Navigation
Should the Offtake Tanker sink or become an obstruction in any part of the port or approaches
thereto, or the area of the submarine pipelines, the COMPANY shall be empowered and shall have
the right to take any steps it may deem necessary to remove the obstruction without notice to the
Offtake Tanker Owners. All expenses of such removal shall be borne by the Offtake Tanker
Owners and/or by those owning it at the time of the accident, and the COMPANY shall be entitled to
reimbursement by them for any such expenses incurred by it.
6.
Pollution
The Offtake Tanker shall be entered under P&I membership and valid certificates shall be available
for inspection by the Mooring Master. For any oil pollution caused by the Offtake Tanker Owners
shall protect, defend, indemnify and hold harmless the COMPANIES from and against any loss,
damage, liability, suit, claim or expense arising therefrom except where said oil pollution is caused by
the sole negligence of the COMPANIES, or their subcontractors or their employees. The Terminal
may suspend operations or may unberth any Offtake Tanker, if there is suspicion that the Offtake
Tanker is causing oil pollution. Any time lost as a result of suspicion, delay or unberthing arising
from the oil spill incident attributable to the Offtake Tanker shall not count as used laytime.
7.
Servants and Agents
It is hereby expressly agreed that no servant or agent of the COMPANIES and/or every independent
contractor or their subcontractors from time to time employed by the COMPANIES shall in any
circumstances whatsoever be under any liability whatsoever for any loss, damage or delay of
whatsoever kind arising or resulting directly or indirectly from any act, neglect or default on their part
while acting in the course of or in connection with its employment and, without prejudice to the
generality of the foregoing provisions in this clause, every exemption, limitation, condition and liberty
herein contained and every right, exemption from liability, defence and immunity of whatsoever
nature applicable to the COMPANIES or to which the COMPANIES are entitled hereunder shall also
be available, and shall extend to protect every such servant or agent of the COMPANIES acting as
aforesaid, and for the purpose of all the foregoing provisions of this clause the COMPANIES are or
shall be deemed to be acting as agent or trustee on behalf of and for the benefit of all persons who
are or might be their servants or agents from time to time (including Japan Vietnam Petroleum
Company Ltd., MODEC) and/or other independent contractors or their subcontractors as aforesaid
and all such persons shall to this extent be or be deemed to be parties to this agreement.
8.
Governing Conditions and Regulations
Liability in respect of Terminal use regarding all matters covered by the present Appendix A, shall be
governed hereby. For the avoidance of doubt, no provision of the Regulations shall be construed or
Document no:
SNO-SM-001
Rev 7
Page 35 of 44
applied so as to derogate from the scope, force or effect of the present Appendix, which shall in all
cases prevail.
9.
Law
9.1
The Regulations shall be construed and governed in accordance with the law of ENGLAND.
9.2
Any dispute arising under or in connection with the Regulations shall be settled by arbitration
in LONDON in accordance with the arbitration rules (as then in effect) (the “Rules”): United Nations
Commission on International Trade Law (UNCITRAL) Arbitration Rules, except as provided herein.
The party requesting arbitration shall serve upon the other party a written demand for arbitration with
the name and address of the arbitrator appointed by it, and such other party shall, within twenty (20)
days thereafter, appoint an arbitrator, and the two arbitrators so named, if they can agree, shall
appoint a third, and the decision or award of any two shall be final and binding upon the parties. In no
event shall any dispute or consolidated group of disputes be determined by more than three
arbitrators. Should the party upon whom the demand for arbitration is served fail or refuse to
appoint an arbitrator within twenty (20) days, the single arbitrator shall have the right to decide alone,
and his decision or award shall be final and binding upon the parties. The arbitrator(s) shall have
the discretion to impose the cost of the arbitration proceedings, including reasonable attorney’s fees
upon the losing party, or divide it between the parties on any terms which may appear just. Any
decision or award rendered hereunder may be made and entered as a rule or judgment of any Court,
in any country having jurisdiction.
10. Execution by Master
It is a requirement hereof that the Offtake Tanker Master or other person issuing Notice of Readiness
sign a copy of this Appendix A on behalf of the Offtake Tanker Owners. In the event that such
Appendix is not so signed then the COMPANIES will be under no obligation whatsoever to perform
or provide any service or services referred to in these conditions, or elsewhere.
Receipt and acceptance of the Regulations, including this Appendix A, is hereby acknowledged.
Dated:
Signed:
Master of the Offtake Tanker:
Signed:
For and on behalf of the COMPANIES
Document no:
SNO-SM-001
Rev 7
Page 36 of 44
APPENDIX B -
SAFETY CHECKLISTS AND NOTICES
Offtake Tanker’s Name:
Berth:
FSO RANG DONG MV17
Date of Arrival:
Port:
RANG DONG TERMINAL
Time of Arrival:
INSTRUCTIONS FOR COMPLETION
The safety of operations requires that all questions should be answered affirmatively by clearly
ticking (✓ ) the appropriate box. If an affirmative answer is not possible, the reason should be given
and agreement reached upon appropriate precautions to be taken between the Terminal and the
Offtake Tanker. Where any question is considered to be not applicable, then a note to that effect
should be inserted in the remarks column.
A box in the columns ‘Terminal’ and ‘Offtake Tanker’ indicates that checks should be carried out by
the party concerned.
The presence of the letters A, P or R in the column ‘Code’ indicates the following:
A–
Any procedures and agreements should be in writing in the remarks column of this Check
List or other mutually acceptable form. In either case, the signature of both parties is required.
P–
In the case of a negative answer, the operation must not be carried out without the
permission of the Maritime Administration.
R–
Indicates items to be re-checked at intervals by the Mooring Master.
Document no:
SNO-SM-001
Rev 7
Page 37 of 44
TERMINAL / OFFTAKE TANKER SAFETY CHECKLIST
The safety of operations requires that all questions should be answered affirmatively by clearly ticking (9) the appropriate box.
If an affirmative answer is not possible, the reason should be given and agreement reached upon appropriate precautions to
be taken between the unit and the offload tanker.
GENERAL
TERMINAL
OFFTAKE
TANKER
CODE
Is the Offtake Tanker securely moored?
Is the Offtake Tanker ready to move under its own power?
P
Does the Offtake Tanker carry a valid Ship Management
Certificate (SMC) as required by the ISM code effective
01.07.98?”
Is there an effective deck watch in attendance on board?
Is there adequate supervision on the Terminal and on the
Offtake Tanker?
Is the agreed Terminal / Offtake Tanker communications
operative?
A
Has the emergency signals to be used been explained and
understood?
A
Have the procedures for cargo, bunker and ballast handling
been agreed?
A
Have the hazards associated with toxic substances in the cargo
been identified & understood?
Has an emergency shutdown procedure been agreed?
Are fire hose and fire fighting equipment ready for immediate
use?
Are cargo / bunker hoses fit for purpose and properly rigged?
Are scuppers effectively plugged and drip trays in position?
Are unused cargo and bunker connections properly secured with
blank flanges fully bolted?
Are sea & overboard discharge valves, when not in use, closed
and visibly secured?
Are all cargo and bunker tank lids closed?
Is the agreed tank venting system being used?
Has the operation of the P/V valves and/or high velocity vents
been verified using the checklift facility where fitted?
Are hand torches of an approved type?
Are portable VHF/UHF transceivers of an approved type?
Are the Offtake Tanker main radio transmitter aerials earthed
and radars switched off?
A
R
COMMENTS
Stop cargo
at……....Kts wind vel.
Disconnect
at……….Kts wind vel.
Stop cargo at…….t
hawser tension
Disconnect at…….t
hawser tension
Document no:
SNO-SM-001
Rev 7
Page 38 of 44
Are electric cables to portable electrical equipment disconnected
from power?
R
Are all external doors and ports in the accommodation closed?
Are window type air conditioning units disconnected?
Are air conditioning intakes which may permit the entry of cargo
vapours closed?
Are the requirements for use of galley equipment and other
cooking appliances being observed?
R
Are smoking regulations being observed?
Are hot work regulations being observed?
Have measures been taken to ensure sufficient pump room
ventilation?
Are ship fire control plans located externally?
INERT GAS
TERMINAL
OFFTAKE
TANKER
CODE
COMMENTS
TERMINAL
OFFTAKE
TANKER
CODE
COMMENTS
Is the inert gas system fully operational and in good working
order?
Are deck seals in good working order?
Are liquid levels in P/V breakers correct?
Have the fixed and portable oxygen analysers been calibrated
and functioning correctly?
Are fixed IG pressure and oxygen content recorders working?
Are all cargo tank atmospheres at positive pressure with an
oxygen content of 8% /V or less
Are all the individual tank IG valves (if fitted) correctly set and
locked?
Are all unit personnel in charge of cargo operations aware that
in the case of failure of the inert gas plant, discharge operations
should cease and the unit be advised?
CRUDE OIL WASH
Has the Pre-Arrival Crude Oil Washing Checklist, as contained
in the
approved Crude Oil Washing Manual, been satisfactorily
completed?
Is the Crude Oil Washing Checklist for use before during and
after
Crude Oil Washing, as contained in the approved Crude Oil
Washing
Manual, available and being used?
DECLARATION: We have checked the items listed above in the course of a joint inspection and
have satisfied ourselves that the entries we have made are correct to the best of our knowledge.
Document no:
SNO-SM-001
Rev 7
Page 39 of 44
TERMINAL
OFFTAKE TANKER
Name:
Name:
Rank:
Rank:
Signature:
Signature:
Date:
Date:
Time:
Time:
ACKNOWLEDGMENT OF REPETITIVE CHECK
TIME
TIME
SIGNATURE
For Terminal:
For Offtake Tanker:
For further information and guidance on completing this form please refer to the International Safety
Guide for Oil Tankers and Terminals (ISGOTT) Appendix A
Terminal:
Date:
The Master
SS/MV:
Document no:
SNO-SM-001
Rev 7
Page 40 of 44
Dear Sir,
Responsibility for the safe conduct of operations whilst your Offtake Tanker is at this Terminal rests
jointly with you, as the Offtake Tanker Master, and with the FSO Manager. We wish, therefore,
before, operations start, to seek your full co-operation and understanding on the safety requirements
set out in the Terminal/Offtake Tanker Safety Checklist which are based on safe practices widely
accepted by the oil and the tanker industries.
We expect you, and all under your command, to adhere strictly to these requirements throughout
your stay whilst moored to the Terminal and we, for our part will ensure that our personnel do
likewise, and co-operate fully with you in the mutual interest of safe and efficient operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a member of
the Terminal staff, where appropriate together with a responsible officer, will make a routine
inspection of your Offtake Tanker to ensure that the questions on the Terminal/Offtake Tanker Safety
Checklist can be answered in the affirmative. Where corrective action is needed we will not agree to
operations commencing or, should they have been started, we will require them to be stopped.
Similarly, if you consider safety is endangered by any action on the part of our staff or by any
equipment under our control you should demand immediate cessation of operations.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.
Signed:
(Terminal Representative)
Terminal
Representative
on duty is
Telephone
Fax
UHF/VHF
Signed:
(Master)
SS/MV:
Date:
Time:
Document no:
SNO-SM-001
Rev 7
Page 41 of 44
FIRE INSTRUCTIONS
The fire alarm at this Terminal is:
A CONTINUOUS BLAST OF FSO OR OFFTAKE TANKER WHISTLE
FIRE ON THE OFFTAKE TANKER
OFFTAKE TANKER ACTION
* Raise the alarm
* Fight the fire and prevent spread
* Inform the Terminal
* Cease all cargo / ballast operations
* Close all appropriate valves
* Stand by to disconnect hoses
* Bring engines to stand by
TERMINAL ACTION
* Raise the alarm
* Contact the Offtake Tanker
* Stand by to assist fire fighting
* Inform all Offtake Tankers
* Implement Terminal emergency
response procedures
FIRE ON THE TERMINAL
OFFTAKE TANKER ACTION
* Stand by, and when INSTRUCTED
* Disconnect hoses
* Bring engines to stand by
* Crew to stand by for preparation to
unmoor
TERMINAL ACTION
* Raise the alarm
* Contact the Offtake Tanker
* Implement Terminal emergency
response procedures
* Disconnect as required
COMMUNICATIONS
OFFTAKE TANKER
TERMINAL
UHF/VHF:
UHF/VHF:
PHONE:
PHONE:
FAX:
FAX:
Document no:
SNO-SM-001
Rev 7
APPENDIX C -
MARINE EXCLUSION ZONE
Page 42 of 44
Su Tu Oil Field
Ruby Oil Field
Vung Tau
Phuong Dong
WHP
FSO Rang Dong MV17
Rang Dong Oil Field
Bach Ho Oil Field
Chi Linh
Ba Vi
JVPC Rang Dong
Terminal Plan

rang dong terminal regulations

Transcription

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