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TEXTO FINAL
GRUPO DE TRABALHO
DIP EP-SSE 000248/2002
E&P-SERV/US-SUB/ANC
E&P-CORP/ENGP/EN
TRANSPETRO/FRONAPE
DEZEMBRO/2002
LIST OF CONTENTS
1.0 - PURPOSE 8
3.0 - TERMINOLOGY 11
4.4 - OTHERS 23
5.1 - INTRODUCTION 24
6.1 - WINCHES 33
6.1.1 - TRACTION WINCH 33
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6.5 - MESSENGER LINES 35
6.7 - ACCOMMODATIONS 36
8.0 - COMMUNICATIONS 65
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8.2.4 - VHF COMMUNICATION 67
8.5 - DEPARTURE 69
11.2 - DP TESTING 79
11.2.1 - GENERAL 79
11.2.2 - CHECKLISTS 79
11.2.3 - CHECKING THE POSITIONING CAPABILITY 80
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12.1 - METHOD ONE 88
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APPENDIX LIST
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1.0 - PURPOSE
This Guideline has been prepared by PETROBRAS-E&P and must be used as an aid
by the Production Assets Managements to prepare their Floating Production, Storage
and Offloading vessels Operational Manual ensuring that offshore loading operations
from in Campos Basin are conducted in a safe and efficient manner in accordance
with PETRÓLEO BRASILEIRO S. A. – PETROBRAS standards and to provide
operations integrity, general procedures and information to Ship Owners, Charters,
Captains of Shuttle Tankers and Petrobras’ Technicians.
This document does not relieve any of the persons involved from using their own
technical experience or from conforming to the applicable National and/or
International laws and regulations at all times.
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REQUIRED KNOWLEDGE
All personnel onboard the DPST and other vessels are expected to posses all
necessary knowledge regarding the PETROBRAS procedures for operations,
including quick response to any emergency situation.
REFERENCES
The following documents have been used as a reference in the preparation of this
guidelines:
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2.0 - COMPLEMENTARY DOCUMENTS
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3.0 - TERMINOLOGY
• AB - Assistant Boat – Boat used for the emergency hose string handling.
• BSW - Bulk Sediments and Water - Amount of sludge and water in the oil.
Generally given in percentile terms.
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• EXCLUSION ZONES - These zones may extend from a distance between 700 m
to 1500 m around the F(P)SOs and are measured from their turrets. These zones
take into consideration the following: F(P)SO length overall; 150 m hawser and
Shuttle Tanker length overall.
• FPSO - For this Guideline, FPSO is a floating production unit monohull type, also
known as Floating, Production, Storage and Offloading System.
• MAXIMUM WAVE HEIGHT (Hmax) - Defined as the probable highest wave related
to the height (Hs) by means of the expression Hmax = 1,86 * Hs.
• NI - Nautical Institute.
• NM - Nautical Mile.
OESD1 - coupler valve and inboard valve will be closed on the Shuttle
Tanker automatically or manually.
OESD2 - BLS offloading hose line and mooring system will be disconnected
on the Shuttle Tanker.
• OOW - Officer on Watch - Marine Officer responsible for the offloading operation
on the F(P)SO. Known as COEMB in the F(P)SO Internal Attribution Structure.
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• OT - Offshore Terminal - installation from where offloading operations are carried
out such as F(P)SOs, a Single Buoy Mooring or combinations ( i.e., a Shuttle
Tanker moored to a Single Buoy Mooring and used as a FSO).
• SBM - Single Buoy Mooring - A floating unit fitted with pipeline manifold and
facilities to moor a vessel and to import/export crude. It can be install in an open
sea area and allows a vessel to weather vane during oil transfer operations.
• SBV - Standby Vessel - Vessels that can be used to assist the Shuttle Tanker and
the F(P)SO during the offloading operation. For further information, refer to
section 19 of this Guideline.
• SIGNIFICANT WAVE HEIGHT (Hs) - Defined as the mean value of the highest
third of wave height measurements recorded from a wave-sensing device.
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• TON - Metric Ton
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4.0 - DUTIES AND RESPONSIBILITIES
Although the DPST Captain is fully responsible for the operations on board his
vessel, the operational guidelines herein established, and also the recommendations,
rules and procedures established by international organizations and associations
must be followed. Additional duties include:
• To make certain that the tanker’s officers and crew who are directly involved with
the operation are familiar with all the procedures that are relevant for the
approach, mooring, positioning and departure operations.
• To make certain that the tanker’s officers and crew who are directly involved with
the loading operation are familiar with all the emergency procedures, and that
they are appropriately outfitted with PPE and safety equipment.
• The DPST Captain is responsible to comply with the Crew Competence and
Training Requirements established in this Guideline. Refer to Appendix “C” for
further information.
• To establish communication with the F(P)SO at least two hours before arrival of
the 10 nm zone.
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• To notify the F(P)SO that the DPST is ready to approach, in addition to notification
of when 10 nm zone is passed ( issue the NOR ).
• To make certain that there is a complete understanding by the F(P)SO and the
SBV (if any) regarding the approach and mooring plan, in addition to notifying the
F(P)SO about any faults in the DP system.
• To check the mooring equipment for any defects or faults. The condition of this
equipment must be reported to the F(P)SO. The F(P)SO shall keep a log of these
reports. Faults or damages in the mooring equipment, which may be of
significance to safety during loading operations, must also be reported.
• To make sure that the cargo system on board has been checked and the right
valves are open before the F(P)SO is notified that the DPST is ready to start
loading.
• To notify the F(P)SO about the progress of the loading operation and the
estimated time of completion.
• To report every hour total cargo on board and last hour average rate.
• Hose and hawser tension must be monitored especially when the weather
conditions cause significant motions.
• To report to the F(P)SO when the DPST is clear of 500 meters zone.
• To carry out periodic emergency towing trials with the SBV according to section
19 of this Guideline.
REMARKS:
• The connection of floating hose string (emergency hose string) must be done
by the DPSTs crew;
• One AB will be supplied to aid the emergency hose string handling;
• The mooring master assistance is not required, excluding the cases where
required by the DPST Captain according to the OWNER procedures.
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4.2 - STANDBY VESSEL CAPTAIN
The SBV Captain is fully responsible for the operations on board his vessel.
Additional duties stated in this guideline do not relieve the SBV Captain from
conforming to the rules and regulations given by national and/or other legal
authorities. These additional duties include, but are not limited to:
• To make sure that the officers and crew that are involved with the operation are
familiar with all the procedures that are relevant for the mooring and positioning
operations.
• To make sure that the officers and crew are familiar with all the emergency
procedures and that they are appropriately outfitted with PPE and safety
equipment.
• To make all the necessary preparations before the operations as instructed by the
F(P)SO.
• Monitor the radio on the agreed working channel for communication between the
DPST and the F(P)SO.
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• Be prepared to provide emergency assistance at any time which may include:
3. Collision.
4. Fire or explosion.
5. Oil spills.
6. Man-over-board.
• To carry out periodic emergency towing trials with the DPST as instructed by the
F(P)SO or the DPST Captain according to section 19 of this Guideline.
• To pre-test all PRS prior DPST arrival (if it’s the case).
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4.3 - F(P)SO COORDINATOR - OIM
All the operations and routines in the F(P)SO are controlled and monitored on the
Operations Control Room. The OIM responsibilities should be described in this
chapter concerning the operations on board the F(P)SO and around it. These duties
may include but are not limited to:
• To make sure that the crew that is involved with the operation is familiar with all
the procedures that are relevant for the offloading operations in general.
• To make sure that the crew is familiar with the entire emergency procedures and
that they are appropriately outfitted with PPE and safety equipment.
• To inform the Captain if any problems or irregularities with the Mooring and/or
Offloading System.
• To issue information report to the DPST in case of any changes on the mooring
equipment, buoys and other information that may be significance for navigation
within 10 nm zone.
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• Co-ordination and communication with the DPST Captain during positioning,
mooring operations or when the DPST casts off. In addition to notifying the DPST
Captain about any maneuvering restrictions that can affect the PRS effective in
use.
• To give loading information and local weather report to the DPST Captain.
• To co-ordinate and receive DPST and SBV inspection and examination report to
the hawser messenger, hawser and offloading hose.
• Responsible for the maintenance, repairs and operation of the PRSs installed on
board.
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4.4 - OTHERS
• The responsibility for the protection and safety of the Offshore Installation relies
on the managers of the “Assets”, on the “Unidade de Negócios de Exploração e
Produção da Bacia de Campos (UN-BC)” and on the “Unidade de Negócios de
Exploração e Produção do Rio de Janeiro (UN-RIO)”.
• PETROBRAS does not take any responsibility for collision or any other damage to
an offshore installation due to:
Or any other technical problem that may occur on board the DPST.
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5.0 - CAMPOS BASIN GENERAL INFORMATION
5.1 - INTRODUCTION
The crude oil production from offshore terminals is always based on ships or pipeline,
and the alternative adopted by the operators depends on several aspects. The
Brazilian oil company, PETROBRAS, has used a system combining both alternatives
offshore Brazil. Nowadays, in Campos Basin for instance, more than 80% of the oil
production is conveyed by means of Shuttle Tankers.
The oil produced from “open seas” needs to be stored in specific units and systems
that offer large storage capacity. These units are usually called Offshore Terminals
(OTs).
On this section the geographical position of the main Offshore Terminals from where
DPST will offload is described.
Campos Basin Oilfields are located between 60 to 120 miles from Macaé City, in the
Southeast Region of Brazil. The water depth in Campos Basin ranges from 80 to
3000 meters.
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5.3 - CAMPOS BASIN GEOGRAPHICAL POSITION
LATITUDE LONGITUDE
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5.4 - TYPES OF OFFSHORE TERMINALS IN CAMPOS BASIN
In PETROBRAS the oil production activities using Offshore Terminals and Shuttle
Tankers have been following the development of Campos Basin Oilfields. Most part
of the crude production is offloaded through Conventional or DP Shuttle Tankers,
thus this operation is a critical link in the “productive chain”. Depending on the hull
shape and the arrangement of the anchoring system, the OT assumes a heading
according to the resultant of the environmental forces acting upon their hulls and
structures above main deck. Their draft variations give them great sensibility on the
incidence of the environmental loads.
In the offloading condition the system OT-DPST is submitted to the winds, current
and waves loads, with different intensities and incidence angles, greatly dependent
on the draft changes of both vessels. Special attention must be given to the ships
dynamics because of the large excursions that may happen (Fishtailing phenomena).
GEOGRAPHICAL POSITION
SBM FIELD SPU
LATITUDE LONGITUDE
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5.4.2 – F(P)SO
Among Offshore Terminals, F(P)Sos have gained more importance during the last
years as new fields have been discovered in water depth up to 2000 meters. Tankers
have been converted into F(P)SO’s and used as Stationary Production Units and
Offshore Terminals.
The oil production is stored in a Floating Production Storage and Offloading unit
(generally a VLCC converted) and the offloading is made by Shuttle Tankers
(generally converted ships).
The anchoring of this F(P)Sos is made, in the majority, by a turret system that allows
these units to weather vane and enables a constant flow of crude oil from the field to
be received and keep in storage for transportation by DPSTs. The anchor lines are
connected to the turret through chain stoppers.
The DPST is moored to the F(P)SO by the bow through a 150 meters long mooring
hawser. For more details on the Mooring arrangement, see Appendix “A”.
The oil transfer is made through a line of submarine hoses with 23 sections. For more
details on the offloading hose line, see Appendix “B”.
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GEOGRAPHICAL POSITION
OFFSHORE
FIELD SPU
TERMINALS
LATITUDE LONGITUDE
P-31
ALBACORA P-25 22o07’42.2”S 039o58’04.7”W
(FPSO)
P-32 P-18, P-19,
MARLIM–2 22o20’49.2”S 040o14’30.4”W
(FSO) P-20 e P-27
P-33 P-33
MARLIM–3 22o22’13.9”S 040o01’36.2”W
(FPSO) P-26
P-34
(FPSO) BARRACUDA P-34 22o34’25.3”S 040o15’50.8”W
(*)
P-35
MARLIM–4 P-35 22o26’07.1”S 040o04’10.2”W
(FPSO)
P-37
MARLIM P-37 22o29’00.6”S 040o05’50.0”W
(FPSO)
P-38
MARLIM-SUL P-40 22o33’27.6”S 040o07’20.7”W
(FSO)
P-47 MARLIM
- 22o20’29.2”S 040o11’41.3”W
(FSO) (future)
FPSO BRASIL RONCADOR FPSO BRASIL 22o13’01.7”S 040o20’58.6”W
FPSO FPSO
ESPADARTE 22o42’29.8”S 040o27’40.1”W
ESPADARTE ESPADARTE
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5.4.3 - SBM-FSO
GEOGRAPHICAL POSITION
OFFSHORE
FIELD SPU
TERMINALS
LATITUDE LONGITUDE
JURUPEMA
MARLIM
(FSO) MARLIM 22o20’06.0”S 040o11’07.0”W
SPUs
(*)
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5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION
WATER DPST
OFFSHORE EMERGENCY
FIELD DEPTH MAXIMUM SDS
TERMINALS CONNECTION
(m) DWT
P-31 ALBACORA 330 160.000 16” 20”
REMARK: For further information on the terminal, consult specific manual of each
OT.
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6.0 - DPST OPERATIONAL REQUIREMENTS
In this item are related the basic requirements for mooring equipment, the offloading
hose line handling systems, the personnel’s transfer system and the working area
illumination on board the DPST.
6.1 - WINCHES
The following minimum performance requirements for the traction winch are:
It is recommended the use of a chain stopper for the chafing chain with hydraulic
quick-release device adequate to the DPST size (OCIMF recommendations).
Through the chain stopper should freely pass a standard 76 mm diameter stud link
chain and associated fittings when the chain engaging pawl or bar is in the open
position.
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6.3 - REQUIREMENTS FOR TOWING ASSISTANCE
The DPST must be fitted with an approved emergency towing arrangement on aft
deck ready to be used manually even in a black out situation.
The DPST must test its Emergency Towing Arrangement at least once every 3
months. The Captain of the DPST is responsible to ensure that the test is carried out
according to section 19 of this Guideline and recorded in the proper logbooks.
The DPST should have an air gun and suitable tools for the Emergency Towing
Arrangement operation on the poop deck.
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6.4 - WORKING AREAS ILLUMINATION
Working areas such as the manifold area, the forecastle deck and the area around
the chain stopper and the BLS must be adequately illuminated.
The DPST must be fitted with searchlights on the forecastle deck and on the bridge
with minimum reach of 250 m.The DPST must be fitted with emergency lights on the
following areas:
• Aft deck.
• Bridge.
• Forecastle.
• CCR.
• ECR.
The DPST must be fitted with two (02) polypropylene messenger lines 10 inch of
circumference and 220 m length each and one (01) polypropylene messenger line 06
inch of circumference and 220 m length. These lines are used for both, mooring
hawser and offloading hose line handling.
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6.6 - PERSONNEL TRANSFER
The DPST must be fitted with a proper crane to transfer personnel in a safe manner
through a “Personnel Basket Transfer”.
The total height of the “Personnel Basket Transfer” and its fittings can not exceed 10
meters.
6.7 - ACCOMMODATIONS
The DPST should have enough accommodation for a minimum of 02 (two) Petrobras
E&P Representatives, which can assist the operation eventually.
The DPST should have an air gun and adequate tools for the transferring of the
messengers on the forecastle deck.
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The minimum required performance of the air gun and accessories are as follow:
• Range = 90 to 140.0 m.
MONTHS DESCRIPTION
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7.1.1 - WINDS
Northeast winds prevail in Campos Basin with intensity of 16.5 knots (8.5 m/s) in
average. Northeast winds of 40 knots (20.6 m/s) have been normally observed.
Special care has to be taken during offloading operations with cold masses coming
from southwest, bringing sudden wind changes in direction (from NE to SW in less
than one hour) and intensity (gusts up to 55 knots or 28.3 m/s). This phenomenon is
more likely to happen in autumn (March to May) and spring (September to
November).
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7.1.2 - WAVES
REMARK: Special attention must be given to a critical condition for the F(P)SO
operation which occur when heavy winds and local waves come from a specific
direction and the swell is deflected 90º, this may cause large roll motions to the
F(P)SO.
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7.1.3 - CURRENT
The “Brazil Stream” moves south along the Brazilian coast. It exerts a lot of influence
in Campos Basin area especially in water depths of 200 m. In spite of being stable,
available data show that some oscillations have occurred and sometimes even
incidence inversions probably associated with cold fronts and other meteorological
and oceanographic phenomenon have happened.
Recorded data from different Campos Basin small areas show that there is more
concentration of currents moving south with speed of 0.8 m/s (1.5 knots). However,
current speeds up to 1.5 m/s (aprox. 3.0 knots) moving south have also been
frequently recorded.
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7.2 - OPERATIONAL SECTORS AND LIMITS
GREEN ZONE: Sector within the DPST is allowed to weathervane freely while
offloading the F(P)SO. The limits for normal offloading operations are ± 45 degrees of
relative heading from the Offshore Terminal center line.
YELLOW ZONE: Sector within the DPST is allowed to remain time enough just for
the Captain to attempt bringing the vessel back to the GREEN ZONE using the
resources available at the moment. When the vessel reaches the 60 degrees mark,
the DPST Captain will inform the F(P)SO OIM requesting the interruption of the
offloading immediately. The DPST Captain should initiate the first stage of the
offloading emergency shutdown procedure (OESD1). The DPST should be ready in
case the situation becomes worse, to actuate the emergency disconnection of the
BLS offloading hose line and the disconnection of the mooring system using the
emergency shutdown procedure (OESD2).
RED ZONE: Sector within the DPST is not allowed to stay. When the vessel reaches
the 70 degrees mark, the Captain should execute immediately the emergency
disconnection of the BLS offloading hose line and the disconnection of the mooring
system – OESD2. In this case the DPST crew must be prepared to work safely
according to an emergency situation readiness. Under no circumstance the DPST
should remain within the RED ZONE.
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Figure 7.1 - Operational Sectors
REMARK: Suggested DPST limits. Need to be confirmed by DP trials and field experience, initially for each F(P)SO and them
as a standard procedure for all Offloading Terminals in Campos Basin.
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7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST
DURING APPROACH
REMARK: Weather conditions stated in the alert state shall prevail during offloading
operations.
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7.2.4 - TENSION ON THE MOORING SYSTEM (HAWSER)
Tension on the hawser can also be monitored on board the F(P)SOs. Readings must
be followed by the F(P)SO OIM and the DPST Captain especially under heavy
weather conditions.
Under normal circumstances, the hawser maximum tension will be set at 100 tons.
An alarm will sound on the F(P)SO control station, on the DPST Bridge and BLS
Station if the tension reaches this figure.
In event of the tension exceeding 100 tons, the loading operation will be terminated
and disconnection will take place.
Immediate shut down of the loading operation and disconnection of the offloading
hose line is required in the event of a mooring hawser or any other mooring system
component failure.
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7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING
OFFLOADING
RELATIVE DISTANCE
HAWSER TENSION
DPST x FPSO ACTIONS
(tons)
(DP and Relative PRS)
RED ALARM NEAR
ACTUATE “OESD-2”
90 m OR LESS ---
(Release Hose on BLS)
RELEASE HAWSER
YELLOW ALARM NEAR
STOP PUMPING
90 < L < 100 m ---
ACTUATE “OESD-1”
(Close Valves on BLS)
CONTACT FPSO
100 < L < 110 m --- PREPARE TO STOP
PUMPING
PROXIMITY WARNING
110 < L < 120 m ---
STAY ALERT
CONTACT FPSO
60 < T < 100 ton PREPARE TO STOP
PUMPING
YELLOW ALARM FAR
STOP PUMPING
MORE THAN 170 m T = 100 ton
ACTUATE “OESD-1”
(Close Valves on BLS)
RED ALARM FAR
ACTUATE “OESD-2”
TENSION OVER 100 ton
MANUALLY AND
DISCONNECT HAWSER
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7.3 - OFFLOADING SHUTDOWN SYSTEM
The OESD is always interlocked with the loss of the “Green Line” Status.
OESD I
Coupler valve and inboard valve on the DPST will close automatically or manually, in
the event of one or more abnormalities described as follows. If necessary, the DPST
must be able to on short notice to disconnect and leave the 500 m zone.
NOTE: The DPST must ensure that the inboard valve does not close before coupler
valve.
MANUAL OESD I
Generally, pushbuttons to activate OESD I manually are located on the DPST in the
following stations:
• BLS station
• CCR
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An Offloading Emergency shutdown class I may be initiated manually as result of:
• Oil Spill.
• Danger of collision.
• Fire or explosion.
AUTOMATIC OESD I
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OESD II
Coupler valve and inboard valve on the DPST will close. Once completed OESD I
sequence, hawser chain stopper and BLS connector will open thus releasing hawser
and hose. After disconnection DPST must leave the 500 m zone.
An OESD II can only be initiated manually from the DPST and will result in the
following:
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BACK-UP OESD I or II ACTUATION
In the event of an electrical and/or hydraulic system failure, OESD I or OESD II must
be performed by manual valves, through UPS (control panel) and/or the hydraulic
accumulators on the local station.
Before “manual” (back-up mode) OESD II is used, the buttons for OESD I must be
activated to cancel interlock systems.
• Bridge (mandatory)
• Forecastle
The OESD I test is performed after the “Green Line” has been established.
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To perform an OESD I test the following steps are required:
STEP ACTION
6 Commence offloading
NOTE: The OESD I test should be carried out before every offloading operation.
After every fifth loading at F(P)SO, weather permitting, the DPST will perform a
Offloading Emergency Shutdown Class II (OESD II) test prior to “letting go”.
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The following steps must be observed to perform OESD II:
STEP ACTION
Ensure the hose and mooring hawser on the DPST are connected
1
and under tension.
2 Ensure the brake on the traction winch has been set on.
Ensure the traction winch has been shackled in and the forecastle
3
deluge isolated.
4 Ensure that the DPST manifold and inboard valves are open.
Ensure the valve located on the poop deck of F(P)SO is in open
5
position.
6 When all parties are ready, perform the OESD II test.
The procedures to carry on the OESD II test are stated in Bow Loading System
operator manual.
WARNING: It is essential that the hose and mooring hawser are connected and
tensioned, and that the traction winch is shackled-in prior to commencing
OESD II test.
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VALVE SEQUENCE
To limit pressure surge in the cargo piping, valves associated with offloading
operations should have preset closing times, which ensure correct closure sequence,
as showed in table below:
VALVE TIMING
Closing time for cargo valves; inboard valve and coupler valve shall be tested
regularly according to internal checklist.
In order to limit pressure chock, the minimum closing time for the valves above shall
be preset to a minimum 21 seconds.
Closing time for inboard valve shall be approximately 3 seconds longer than the
actual closing time for the coupler valve.
Total time for OESD II should be around 35 seconds. If OESD I has been used first,
activating OESD II will release hose and hawser in about 8 seconds.
In both cases (OEDS I or OESD II), SBV may assist as ordered by the DPST.
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7.4 - ALERT STATE
The Alert State is given by rough environmental conditions that threaten the safety of
the OTs, the SPUs and the DPSTs during the offloading operations. The main
objective of the alert state is to raise the safety level and prevent damage to the OI,
to the DPST and oil spill.
Alert State One: begins when the wind reaches a velocity of 40 knots. The F(P)SO
OIM, the DPST Captain and the SBV Captain (if any) have to maintain constant
watch on the VHF, channel 16. The F(P)SO shall be ready to stop the offloading
operation to the DPST at any time.
Alert State Two: begins when the wind reaches a velocity of 45 knots. The DPST
Captain has to initiate the first stage of the offloading emergency shutdown
procedure (OESD I). The DPST has to be ready to initiate the emergency
disconnection of the BLS offloading hose line and the disconnection of the mooring
system using the emergency shutdown procedure (OESD II).
Alert State Three: begins when the wind reaches a velocity of 50 knots. The DPST
has to execute an immediate emergency disconnection of the BLS offloading hose
line and the disconnection of the mooring system – (OESD II).
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7.5 - GREEN LINE
DESCRIPTION
The Bow Loading System (BLS) is equipped with a “Green Line” system that is the
name used for the functions and interlocks which need to be present to allow for
pumping oil. The way a “Green Line” is presented on the BLS control panel easily
allows the operators involved in the offloading to know the actual status of the
equipment. When the offloading system is connected and ready for operation, a
READY lamp on the control panel located in BLS Station, CCR and bridge is
illuminated. It is followed by the activation of the PERMIT TO LOAD pushbutton on
the DPST. Also, when a telemetry system exists, it’s interlocked with the “Green
Line” system.
In order to achieve the “Green Line Status” all the following requirements must be
met:
LOCATION CONDITION
• Chain stopper closed
• Bow roller stowed
• OHTP in correct position and hydraulic claws locked
• OHTP (manifold ) valve open (Coupler Valve)
• Inboard valve open
DPST
• Cargo tank open
• Crude oil press normal (≤ 7 bar)
• OESD I or OESD II not activated
• Hydraulic accumulator pressure normal (above 180 bar)
• Permit to load activated
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LOCATION CONDITION
• Mooring bracket shackled out
• Tension meter for hawser connected
• Hose reel band brake engaged
F(P)SO
• Tension meter for hose connected
• OESD I or OESD II not activated
• Export valve open
REMARK: See Appendix “E” – Green Line checklist for further instructions.
A green lamp will be illuminated for each of the above conditions when fulfilled. When
all of the above conditions display a green lamp, “Green Line” status is achieved
and PERMIT TO LOAD may be activated.
The above “Green Line” conditions are automatically monitored and the “Green
Line” will be broken if any condition register a fault. This will initiate an OESD I.
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7.6 - TELEMETRY SYSTEM
All the operations should be made with safety, following the appropriate procedures
and using the recommended equipments.
TRANSFER BY BASKET
The transfer should be made using the “Personnel Transfer Basket”. This operation
should be made only in DPSTs that have the resources and qualified personnel to
work with this equipment.
The basket shall be provided by PETROBRAS and its integrity carefully verified
before each transfer operation.
The basket is fitted with steadying lines to control its swing due to the DPST roll. The
crane operator shall verify whether the landing point on both AB and DPST are clear
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in order to prevent accidents. The landing area should be manned by personnel
enough to support the operation.
Luggage shall be accommodated inside the basket and personnel shall stand up on
the lower floating circle and get hold of the ropes facing each other. Only 4 people
can be transferred each time. The crane operator must ensure that the transfer
operation will be carried out in a safe manner. Both the crew in the AB and in the
DPST shall guarantee that the steadying lines and the basket are free from any
obstruction.
Personnel to be transferred to the DPST shall be using their life-jackets during all the
transfer. Two lifebuoys with self-igniting light shall be positioned close to the landing
point on the DPST deck.
A responsible officer on the DPST shall take control of the whole transfer operation.
General Remarks:
• Narcotics or drugs;
• Alcoholic beverages;
• Animals;
• Food;
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7.8- HELICOPTER OPERATIONS
The F(P)SO OIM, the DPST Captain and the SBV Captain shall be advised in
advance about any helicopter operation close to their vessels specially while
offloading.
ON THE F(P)SO
• Operations won’t be allowed with helicopters during the offloading hose line
connection / disconnection.
ON THE DPST
• Operations won’t be allowed with helicopters during the offloading hose line
connection / disconnection.
DPSTs fitted with flight deck or winching area should have qualified personnel,
equipments and appropriate procedures, following the rules and applicable
international regulations to operations of that nature.
The DPST should get approval from the Brazilian Navy Authorities to use the flight
deck or winching area.
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Helicopter operations on the DPST during offloading can only be accomplished if
agreed with the F(P)SO OIM and under the following conditions:
The appropriate lights and shapes shall be shown as per the International
Regulations for Prevention of Collision at Sea.
All OIs are fitted with white flashing light with a range of 10 nautical miles. The SPUs
are fitted with additional white lights as a back up and these lights are fed through a
battery system. These lights give a flashing Morse “U” signal (.. - ) once every 15
seconds.
ON THE DPST
The appropriate lights and shapes shall be shown as per the International
Regulations for Prevention of Collision at Sea.
When connected to the OI, the DPST is “made fast” and does not require navigation
lights.
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7.10 - WEATHER FORECAST
Weather forecast reports can be faxed or e-mail from an Offshore Installation or from
shore bases to the DPST and SBV Captain (if any) during the operation.
The requirements for ships’ fire-fighting equipment are laid down by the regulations of
the particular country in which the vessels are registered. These regulations are
generally based on the principles of the International Convention for the Safety of Life
at Sea (SOLAS), 1974, as amended.
A check should be made to confirm that both the DPST and the F(P)SO have an
international shore fire connection to transfer of water for fire-fighting.
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The F(P)SO and the DPSTs fire-fighting appliances should be operational and ready
for immediate use. The main fire line should be pressurized. The fire pump should be
in a standby condition and ready for immediate operation.
WARNING I
Under no circumstance the vessel will be allowed to drop anchor inside Campos
Basin area and other forbidden or restricted areas according to Naval Authority
(nautical chart nº 70 Brazilian East Coast).
WARNING II
Special attention should be paid to marking buoys within an area called “Submarine
Storage Area 5”.
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GEOGRAPHIC POSITION OF SUBMARINE STORAGE AREAS
AREA 1 – FLEXIBLE PIPELINES
LATITUDE LONGITUDE
22o11’57.71”S 040o17’59.56”W
22o11’59.07”S 040o15’04.98”W
22o14’57.91”S 040o15’06.57”W
22o14’56.11”S 040o18’53.60”W
LATITUDE LONGITUDE
22o10’08.26”S 040o22’20.38”W
22o10’10.21”S 040o18’23.01”W
22o12’52.18”S 040o19’39.59”W
22o14’12.14”S 040o20’55.14”W
22o14’12.14”S 040o22’19.26”W
LATITUDE LONGITUDE
22o15’32.70”S 040o29’50.66”W
22o15’33.32”S 040o28’42.55”W
22o20’56.81”S 040o28’45.95”W
22o17’53.08”S 040o37’19.37”W
22o17’40.07”S 040o37’19.22”W
22o17’40.15”S 040o28’40.39”W
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AREA 4 – FLEXIBLE PIPELINES
LATITUDE LONGITUDE
22o30’06.17”S 040o37’26.14”W
22o30’05.39”S 040o33’15.95”W
22o33’46.52”S 040o35’57.70”W
22o34’28.27”S 040o36’48.95”W
22o34’52.29”S 040o37’25.99”W
LATITUDE LONGITUDE
22º41’59.67”S 040º56’09.42”W
22º40’57.98”S 040º55’09.00”W
22º42’39.30”S 040º53’01.82”W
22º52’31.54”S 040º53’06.45”W
22º52’29.40”S 040º56’05.34”W
Table 7.2 - Storage Areas
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8.0 - COMMUNICATIONS
The F(P)SO and the DPST must be fitted with GMDSS equipment.
During the operation the F(P)SO and the DPST should keep watch on two VHF
channels, channel 16 and a nominated channel for the operation. The DPST must
have VHF radios in the CCR, bridge and on the BLS forecastle of the DPST. Portable
VHF radios must be provided to the crew involved in the operation, including to an
eventual Petrobras Representative.
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8.2 - ESTABLISHING COMMUNICATION
Once assigned to offload an OT, the DPST must contact the F(P)SO to provide an
estimated time of arrival (ETA). This contact can be made by VHF (Channel 16), SSB
(Frequency 4125.0 MHz), telephone or e-mail.
Two hours before entering the 10-nm zone, the DPST will contact the F(P)SO on
VHF Channel 16, SSB (Frequency 4125.0 MHz) or by telephone to provide latest
details regarding position and ETA.
REMARK: The schedule and the location for the towing trials will be agreed between
the DPST, the F(P)SO and the SBV (if any) on this contact, if the trial is applicable.
When 10-nm has been reached a contact between the ST, SBV (if any) and F(P)SO
must be established on VHF. A channel will be nominated as the working channel.
Information related to section 11.3 must be exchanged.
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8.2.4 - VHF COMMUNICATION
The communication between the DPST, the SBV (if any) and the F(P)SO using VHF
will be made during the following activities:
• Approaching
• Mooring
• Connection
• Offloading
• Disconnection
• Departure
The DPST ends the sea passage upon reaching the 10-nm zone surrounding the OT.
Assuming that the DPST is ready for loading, the Notice of Readiness (NOR) will be
issued and communicated to the F(P)SO.
The time that NOR was received must be logged on appropriate report under “Notice
of Readiness Tendered” (NORT).
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8.4 - INFORMATION TRANSFER
Once entering the 10-nm zone, communication between all parties will take place on
the nominated channel and must be limited to the information necessary for the
operations, including:
During operation is very important that the units are considered as one system rather
than isolated (DPST + F(P)SO). In this way, joint efforts must be made to address the
situation, analyze the operation and together take a decision.
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8.4.2 - HOURLY INFORMATION TRANSFER
The information that will be exchanged between the DPST and F(P)SO on a hourly
base is showed below:
INFORMATION VESSEL
REMARK: See Appendix “G” - Offshore Loading Form for further instructions.
8.5 - DEPARTURE
The DPST will inform the F(P)SO not only from the vicinities but also its departure
from the 10 nm zone.
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9.0 - ARRIVAL AND DEPARTURE
While maneuvering or sailing within Campos Basin Area, DPST Captains should
follow the guidelines below:
• The DPST has to keep a minimum distance of 1 nautical mile (1.852 meters) from
any offshore installation (OI), especially rigs. To sail or maneuver within this limit,
the DPST must inform the OI OIM or Captain before.
• The DPST is not allowed to sail or to maneuver at a distance less than 500 m
from any OI, especially rigs. In case of inevitable approach or maneuver within
this forbidden area, the DPST must request permission from the OI OIM or
Captain well in advance informing the reasons and the Closest Point of Approach
(CPA).
REMARK: The OI OIM or Captain needs to have in mind the supply vessels,
assistance boats, diving support vessels and pipe laying vessels working in the
area as well as the meteorological conditions, analyzing the situation to take a
decision whether is safe or not to allow the DPST to sail within the forbidden area
limits.
• The DPST shall arrive in the area with its main propellers immerse.
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9.2 - MANEUVERING CONTINGENCY PLAN
The DPST must have contingency plans for emergency situations that may happen
when operating with an OI. This Guideline does not specify the internal organization
and the contingency / emergency procedures of the DPST. These procedures should
be available in the DPST Operational Manual and in the Owners Rules and
Regulations.
It is mandatory that all the DPSTs entering in Campos Basin Area have their main
engine, boiler, steering machinery and auxiliary systems ready and working properly
for maneuvering.
The main engine command should be available for operation from the bridge and
from the ECR as appropriate.
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9.2.3 - ARRIVAL AND DEPARTURE PLAN
The DPST Captain must be careful on arrival and departure of the Campos Basin
Area. When possible, the Captain should plan the DPST routes in advance. The
DPST shall be kept away from the OIs, preferably on the lee side.
Environment - Oil Spills are “forbidden”, but in case it happen the F(P)SO OIM shall
be informed immediately.
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9.2.5 - MOORING DECISION
On the DPST arrival, the F(P)SO OIM is responsible to ensure that the DPST Captain
is provided with all necessary and relevant information regarding weather conditions
and operational status of the installation.
This information should be written, preferably via e-mail or fax including as follow:
Visibility.
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9.2.5.2 - EVALUATION
The DPST Captain and the F(P)SO OIM will evaluate the conditions above and agree
on the direction of approach for mooring.
When both parties agree that a safe mooring operation can commence, the final
decision to start mooring operation is up to the DPST Captain.
The DPST Captain is full responsible for the safety of his vessel at all times and must
observe the “Environmental limitations” section (7.2.3) in this Guideline to aid him on
his decision.
The DPST Captain has the authority to postpone or terminate mooring operation at
any stage.
When such decision takes place the Captain must inform all parties involved and, if
possible, estimate when the operations will be resumed.
The decision to postpone or terminate mooring operation may be the result of one or
more of the conditions stated below:
• DPST large motions that might cause any damage to the loading equipment.
• Poor visibility.
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10.0 - MOORING PREPARATIONS
The F(P)SO has no thruster to be activated in preparation for mooring. The heading
setting will be given by the result of environmental weather forces.
The following steps are required to prepare F(P)SO for mooring.
STEP ACTION
2 Feed the rope through the guide frame and onto the deck area.
STEP ACTION
1 Locate the auxiliary lines used for hose and hawser retrieving.
Guide the lines from the winches to the deck area between the hose coupling
2
and chain stopper.
3 Prepare the air gun.
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10.3 - POSITION REFERENCE SYSTEMS (PRS) REQUIREMENTS
As a general rule, there should be a minimum of four (4) PRS installed, out of which
three (3) separate relative PRS. At least two (2) relative PRS should be operational
and in use during approach, mooring, connection, loading, disconnection and
departure operations at surface loading installations (F(P)SOs).
If one (2) of the two (3) relative PRS fails during the loading operation the DPST
Captain in agreement with the F(P)SO OIM, may deviate from this requirement,
provided that the DPST Captain and the F(P)SO OIM are confident that the loading
operation may be performed safely and securely, taking the environmental
conditions into consideration.
As a general rule, absolute PRS can be used only for approaching and departure
operations in auto position mode and in “Taut Hawser Mode Operation”.
REMARK: Refer to “Taut Hawser Mode Operation” in Appendix “D” for further
instructions.
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10.3.3 - PRS CRITERIA
The minimum acceptable criteria required for DPST in “full DP” operations are
shown in the following table:
CRITERIA
The DPST must have at least four (4) position reference systems capable of
1
interfacing with the DP system.
At least three (3) of the four (4) PRS must be relative position system such as
2
DARPS, Fan Beam or Artemis.
During DP operations, two (2) separate PRS must at all times be operational and
interfaced with the DP. These systems must be relative system. If two (2) of the
three (3) relative PRS fails during the loading operation the DPST Captain in
3 agreement with the F(P)SO OIM, may deviate from this requirement, provided
that the DPST Captain and the F(P)SO OIM are confident that the loading
operation may be performed safely and securely, taking the environmental
conditions into consideration.
Acceptable combinations of PRS are:
REMARK: Refer to “Taut Hawser Mode Operation” in Appendix “D” for further
instructions.
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11.0 - APPROACH PROCEDURE
When the mooring operations start, the DPST will approach the F(P)SO through the
designated arrival sector.
The table below specifies the maximum permissible approach speeds for the
DPST.
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11.2 - DP TESTING
11.2.1 - GENERAL
11.2.2 - CHECKLISTS
Each vessel should work out their own specific checklists and make sure their
checklists are covering all relevant tests and verifications of equipment and software.
The checklist should make sure that the DP system is functioning correctly and been
set up in accordance with the appropriate equipment class.
There should be checklist both, for deck, engine and bridge. They should cover both,
function-checks before loading and during DP operations.
All checklists should be dated and signed. After completion of the DP operation,
these checklists should be archived on board for at least one year.
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11.2.3 - CHECKING THE POSITIONING CAPABILITY
Prior to connection (before transferring any lines) to any F(P)SO, the positioning
capability should be checked by operating the vessel in DP system mode for at least
15 minutes without interference.
The following steps shown on the table below are required for the DP system
Mode test:
STEP ACTION
Prior to connection and at distance of 500 meters from the F(P)SO, the
1 DPST Captain enters the position reference systems (PRS) and sets the
DP to “approach mode”.
The DP is allowed at least 15 minutes to calculate a mathematical model
2
and control the status of the PRS.
All PRS are removed (dropout) for 5 minutes and an observation of the
DPST ability to maintain its position is made.
3
CAUTION: Changing DP mode to “stand by” will erase the mathematical model and a
new model has to be created for at least 15 minutes.
REMARK: Refer to “Taut Hawser Mode Operation” in Appendix “D” for further
instructions on the DP testing if the vessel has only absolute position reference
systems working properly.
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11.3 - APPROACH PROCESS
• “Taut Hawser Mode”: station keeping the DPST in “Manual Mode” via DP
system (preferable) or via the individual thruster lever console, by controlling
position and hawser tension “manually”. The hawser tension is generally kept up
to 20 ton, according to the intensity and direction of the environmental forces. This
mode is to be used in special cases, when no relative positioning reference
systems are available or occasionally during offloading in “full automatic DP
modes”, in the event of strong and unfavorable metocean conditions imposing the
necessity of “holding” or “pulling” the FPSO/FSO by the hawser.
REMARK: Refer to “Taut Hawser Mode Operation” in Appendix “D” for further
instructions on the approach process.
• “Auto Position Mode”: Only for approaching and departure where only an
absolute positioning reference system is available - no DARPS, Fan Beam or
Artemis installed on board the terminals, thus only DGPS working in the DPST.
The geographical coordinates of the vessel give the reference point. It’s normally
safer to operate in “Manual Mode” (“Taut Hawser”) rather than in “Auto Position -
Absolute”. Thus, it’s forbidden to offload the OTs positioning the vessel in “pure”
absolute mode.
• “Auto Position - Relative Mode”: DPST in “full DP” station keeping using a
relative positioning reference system in “absolute mode”. The reference is given
by the production unit offloading point, that can change position according to the
environment, so thruster activity tend to increase as well as sudden changes in
the hawser tension. This operational mode is not recommended except in special
conditions, in good weather.
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• “Approach Mode”: DP operational mode specifically used to approach or leave
the offloading terminal within a 1000 m range, controlling the position “step by
step” using relative positioning reference systems (DARPS, Artemis, Fan beam)
and “weathervane” according to the resultant of environmental forces aiming to
minimize thruster activity and increase safety.
•
Vessel’s approaching route;
•
Weather conditions;
•
Estimated time to start the operation;
•
Possible obstructions that can represent a
danger for safe navigation
• SBV name (if any);
• Any other relevant information;
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Distance Step Responsible Action
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Distance Step Responsible Action
DPST 2. To request the F(P)SO permission to
proceed to the distance of 3000 meters.
• F(P)SO’s heading;
• Wind (direction and speed);
• Current (direction and speed).
SBV (if any) 5. To follow the DPST nearby its stern during
the approach operation ready to be
connected if a special situation occurs.
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Distance Step Responsible Action
DPST 3. To select the Position Reference Systems.
When the DPST is 650 m from the F(P)SO, her heading should deviate by
approximately 10 degrees from the F(P)SO heading, to ensure a safe emergency
escape.
CAUTION: During approach, the DPST must keep a distance of 1 mile from other
units. If for any reason the DPST must enter the 1mile zone, prior entering, the DPST
must inform the unit requesting permission.
NOTE: Under no circumstances must the DPST approach directly towards the
F(P)SO. During the approach the Closest Point of Approach (CPA) to other F(P)SO,
DRILL/OIL RIG or other vessel in operation within area must never be less than 500
m.
It is allowed for the DPST to approach the F(P)SO on a parallel course on leeward
side on main direction of influential weather forces.
If visibility is less than 1000 m in the F(P)SO approach area, the DPST Captain, SBV
and F(P)SO must together evaluate and agree upon weather safe conditions exists.
CAUTION: The DPST Captain shall maneuver his vessel in accordance with
procedures and operational limitations, reduce speed as required, observe all marine
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activities in the area, and mann the relevant vessel stations appropriate for the
forthcoming operations.
R E M E M B E R: During the final approach to the F(P)SO, the DPST shall head into
the wind, waves and/or current. The DPST must maneuver with extreme caution
when approaching the 250 m radius zone from F(P)SO
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12.0 - MESSENGER LINE TRANSFER
The DPST Captain and F(P)SO OIM will agree as to which method to be used and
this shall be logged in appropriate checklist.
STEP ACTION
2 The DPST approaches the F(P)SO and stops when 130 meters away.
3 DPST fires the shooting line directly to the F(P)SO using an air-powered gun.
4 The mooring operation is performed whilst the DPST remains in this position.
REMARK: the DPST Captain must decide what distance will be necessary to be
approached in order to make a safe shooting line transfer operation. Weather
conditions must be taken into account.
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12.2 - METHOD TWO
STEP ACTION
2 The DPST approaches the F(P)SO and stops when 130 meters away.
3 F(P)SO fires the shooting line directly to the DPST using an air-powered gun.
4 The mooring operation is performed whilst the DPST remains in this position.
REMARK: the F(P)SO OIM will advice the DPST Captain on the distance that will be
necessary to be approached in order to make a safe shooting line transfer operation.
Weather conditions must be taken into account.
WARNING: Method number two will be the preferential method due to the fact that
the F(P)SO is normally aligned with the wind, what makes easier for the transfer.
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13.0 - CONNECTION OF HAWSER AND HOSE
The messenger line is transferred from the F(P)SO to the DPST using the method
agreed between the F(P)SO OIM and the DPST Captain as per “Messenger Line
Transfer”, section 12.0. The hawser and hose are then connected as detailed below.
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13.2 - CONNECTION PROCESS - METHOD ONE - DPST
SHOOTING THE LINE
5 130 m DPST To shoot the shooting line using the air gun.
To receive the messenger line and connect it to
6 130 m F(P)SO
the first messenger line.
According request of the DPST, start to lower the
7 130 m F(P)SO
messengers and the hawser.
To connect the offloading hose system
8 130 m F(P)SO messenger line to the stud on the last 3” chain link
on the chafing chain using a rope strop.
To lower the messenger for the mooring system,
hawser and the messenger line for the offloading
9 130 m F(P)SO
hose system completely. Secure the mooring
system on the locking arrangement.
To retrieve the first and second messenger line
10 130 m DPST
completely until the chafing chain is on the chain
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stopper.
Once positioned in the chain stopper onboard the
11 130 m DPST
DPST, the chafing chain is locked.
The second messenger line is then disconnected
12 130 m DPST
from the chafing chain.
To inform the F(P)SO that the vessel is moored
13 130 m DPST and ready to start retrieving the offloading hose
system messenger line.
REMARK: the DPST Captain must decide what distance will be necessary to be
approached in order to make a safe shooting line transfer operation. Weather
conditions must be taken into account.
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13.3 - CONNECTION PROCESS - METHOD TWO - F(P)SO
SHOOTING THE LINE
5 130 m F(P)SO To shoot the shooting line using the air gun.
To receive the shooting line and starts to retrieve.
6 130 m DPST To request the F(P)SO to start lowering the
messengers and the hawser.
According request of the DPST, start to lower the
7 130 m F(P)SO
messengers and the hawser.
To connect the offloading hose system
8 130 m F(P)SO messenger line to the stud on the last 3” link on
the chafing chain using a rope strop.
To lower the messenger for the mooring system,
hawser and the messenger line for the offloading
9 130 m F(P)SO
hose system completely. To secure the mooring
system on the locking arrangement.
10 130 m DPST To retrieve the first and second messenger line
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completely until the chafing chain is on the chain
stopper.
Once positioned in the chain stopper onboard the
11 130 m DPST
DPST, the chafing chain is locked.
The second messenger line is then disconnected
12 130 m DPST
from the chafing chain.
To inform the F(P)SO that the vessel is moored
13 130 m DPST and ready to start heaving in the offloading
system messenger line.
REMARK: the F(P)SO OIM will advice the DPST Captain on the distance that will be
necessary to be approached in order to make a safe shooting line transfer operation.
Weather conditions must be taken into account.
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13.4 - OFFLOADING HOSE LINE CONNECTION PROCESS
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Stage Distance Responsible Description
To inform the F(P)SO that the hose line is
9 130 m DPST
connected.
To request the F(P)SO permission to proceed to
10 130 m DPST
the distance of 150 meters.
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14.0 - OFFLOADING OPERATIONS
This section describes the requirements to initiate, conduct and terminate offloading
in DP mode.
14.1.1 - BEGINNING
Prior to offloading, the DPST Captain must confirm that the vessel is ready to receive
the cargo.
14.1.2 - CONNECTION
During connection the interlock system demand that the sequence state below is to
be followed:
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By disconnection the interlock system demands that sequence be followed in
opposite order. This does not apply when the manual emergency disconnecting
system is used.
14.1.3 - OFFTAKE
The DPST will commence loading with low pumping rate and pressure whilst
simultaneously filling cargo tanks according loading plan.
• The cargo system has been checked for leaks on the DPST and on the F(P)SO
and found to be satisfactory.
• The DPST requests full rate after confirms received cargo.
• The offloading green line is established.
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14.1.4 - MONITORING
DPST: The Bow Loading System (BLS) control station will be manned during
offloading operations, although loading will be controlled from CCR also monitored
from Bridge including Green Line. This is to provide close control and visual check on
the offloading operation.
F(P)SO: The Stern Discharge System (SDS) and the F(P)SO control stations will be
manned during offloading operations to provide close control and visual check on the
offloading operation.
The flexible loading hose shall be pressure tested before every offloading. The
coupler valve on DPST must be open and crude valve closed, so that the pressure
testing is limited to the piping bow section and loading hose. The test is carried out by
the F(P)SO with a pressure of 05 (five) bar for 10 minutes. The DPST will be
monitoring the pressure test. The results of the test will be logged.
14.1.6.1 - BRIDGE
The DPST Captain is responsible for a safe watch keeping of the DP-system during
DP operations and in all respects conducted in a safe and professional manner, and
without hazard to personnel, equipment and/or the environment.
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During transit inside the field area and during connection to or disconnection from
and departing from the loading position, when the DP system is in operation and
during normal loading operations where the vessel’s position is being maintained by
the DP system, the wheel house / bridge must be manned by at least by one (1)
Senior Nautical Officer and one (1) Junior Nautical Officer.
One (1) of the above mentioned Nautical Officer must be holding a valid Nautical
Institute DP-System Certificate and the other Nautical Officer must at least being
completed the DP Basic Operator Course.
Whereas one Nautical Officer is in charge at the DP System deck, the other Nautical
Officer present on the wheel house / bridge, must be informed of any / all changes of
importance in the DP System or other relevant equipment.
14.1.6.2 - CCR
The CCR must be manned during all the operation by a Deck Officer / Pump man. In
vessels, which have the Cargo Control Station on the bridge, one of the Officers on
the Bridge may control the loading operation.
14.1.6.3 - ECR
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14.2 - SEQUENCE AND CHECK
14.2.1 - SEQUENCE
The DPST must inform the tanks loading sequence before start offloading.
During loading, the quantity received by the DPST should be compared every hour
with the quantity offloaded from the F(P)SO.
In case of large discrepancies arising, the offloading operation must be halted and all
systems checked for leaks.
REMARK: See Appendix “G” - Offshore Loading Form for further instructions.
DPST normally continues to offtake until its tanks are full or until agreed quantity to
load.
Toward the end of the offloading operation, DPST will normally perform tank balance.
This may involve a reduction in the offtake rate.
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14.3.2 - CAPACITY
If the F(P)SO has more cargo than the available capacity onboard the DPST, the
DPST will request a reduced loading rate and preparations be made for a stop.
• Reduce pump speed or number of pumps in operation to meet the requested rate.
14.3.3 - TERMINATION
Termination will normally be performed onboard the F(P)SO upon the request of the
DPST.
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15.0 - FLUSHING
Flushing of the hose line will normally be performed to keep the line clean for the next
operation.
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16.0 - HOSE AND HAWSER DISCONNECTION
This chapter describes the guidelines associated with disconnection of the DPST
from the F(P)SO and its subsequent departure.
Before disconnection starts, the DPST Captain and the F(P)SO OIM must carefully
consider the waves, wind and stream. If necessary, the DPST position and heading
must be optimized.
16.1.2 - NOTIFICATION
During abnormal operations, for example if the DPST is not able to keep the position
or other situations where it is necessary to perform a high-speed disconnection the
F(P)SO must be notified.
The DPST will prepare to disconnect after received confirmation that all valves on
F(P)SO are closed.
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The following steps are required to prepare DPST for disconnection.
STAGE DESCRIPTION
When it has being confirmed that all valves on both vessels are closed, the F(P)SO
will disconnect the hose and disengage band break.
16.2 - DISCONNECTION
During disconnection operation, the DPST shall inspect the waters in the vicinity of
the hose to detect possible oil spills. Any oil spill observed shall be immediately
reported to the F(P)SO and logged. Measures will take in accordance with the
contingency plan. The DPST informs the F(P)SO when the ship is ready to
disconnect.
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16.2.1 - OFFLOADING HOSE DISCONNECTION
The following table describes the stages for offloading hose line disconnection
that will take place when both vessels are confirmed as being ready.
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16.2.2 - HAWSER DISCONNECTION
The mooring hawser may be disconnected following disconnection of the hose and
when both vessels are confirmed as being ready.
17.0 - DEPARTURE
This section contains guidelines concerning casting-off and departure of the DPST
after completion of offloading operations.
NOTICE
The DPST must inform the F(P)SO the estimated time of departure from the 500 m
zone, well in advance of departure time.
POSITION
The DPST may in DP – manual or auto position mode adjust its relative position to
the stern of F(P)SO to achieve the optimum position for unmooring (keeping leeward
side).
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DIRECTION
When the chain stopper has been released, the DPST will be brought astern in a
straight line. To achieve this, the surface conditions and direction of departure must
be taken into account.
The DPST should keep well clear of the F(P)SO once it has been released.
SPEED
Whilst moving astern from the mooring position, the DPST should maintain a speed
in keeping with the messenger line payout speed with the catenary’s on the
messenger line remaining in the water. Once all lines are out and the DPST is ready
to sail the speed within 1000 m must be 3 knots.
18.0 - CLEARANCE
This section describes guidelines for completing the Sailing Advise, which contain
essential details regarding the offloading operation and cargo.
When offloading is completed, the F(P)SO will prepare all necessary data required for
sailing advice and when all data is available, provide the DPST with the final cargo
figures.
The Sailing advice will be sent by e-mail or by fax to the DPST during its sea
passage. DPST is deemed to have commenced its sea passage having left the 10
nm zone.
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18.1 - SAILING ADVICE
As soon as possible after completion of the loading, the F(P)SO will pass the gross
loaded figure, temperature, density and API figures by VHF. The vessel should, if
possible calculate the gross received figure and confirm that the DPST figures lies
within measurable tolerance of the F(P)SO figures.
If it is not possible to make a calculation, the DPST should, based on their own
assessment, comment on the transmitted figures.
Assuming that the gross figures are not in dispute, as soon as practicable after the
completion of loading, the F(P)SO will transmit to the DPST the sailing advice by e-
mail or fax using the form in Appendix “H” .
The DPST Captain should fill in a time sheet, a loading report with the final figures
and any Protests, sending them by fax or e-mail to the F(P)SO informing the time of
departure when passing by the 10 nm zone.
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19.0 - STANDBY VESSEL
During the offloading operation, unless providing other assistance and when
required, the Standby vessel (SBV) could patrol and inspect the area around the
DPST and F(P)SO to detect oil leaks or any abnormal conditions.
The SBV must be in a stand by condition and in a state of high preparedness ready
to carry out the following operational situations:
NOTE: The DPST Captain or the OIM may ask for assistance by SBV whenever
required.
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19.2 - PREPARATIONS
ON THE DPST
• The air gun to be checked for pressure and mounted in the fixed firing position.
• The forerunner to be shackled to the towing wire, which should then run out freely
from a basket arranged for this purpose.
• The line for the air gun to be secured to the forerunner.
• The winch to be set in open position “automatic slacking”.
REMARK: It is essential, and should be verified that this operation can be performed
without power.
ON THE SBV
• Tow wire to be prepared on the SBV deck to be connected to the DPST towing
wire.
• The SBV deck should be prepared with all the equipments needed to receive the
air gun line and to connect the DPST towing wire (80 ton shackle).
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19.3 - TRANSFER OF THE DPST TOWING WIRE
When the foregoing has been completed the SBV will approach the DPST and
connection will proceed as follows:
REMARK: during this operation, the DPST towing wire will be automatically paid out
by means of a winch. With a “dead ship” this may not be possible and all the wire
may run out uncontrollably. Care should be taken that excess slack of the forerunner
wire does not hamper the maneuvering of the SBV or endanger her propellers.
• The DPST towing wire will then be heaved aboard the SBV and secured in the
shark jaw. The towing wire will then be connected to the SBV tow wire.
• The DPST towing wire will be released from the forerunner wire on the tugger
winch when connection has been made between the DPST tow wire and the SBV
tow wire.
• With the deck clear and personnel safely ahead of the towing connection the
shark jaw can be released. This should be done with minimum weight on the tow
wire consistent with safety.
• The tow wire of the SBV should then be payed out slowly to the SBV Captain
desired length by means of towing winch.
• The SBV will then proceed to tow as directed.
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19.4 - MAXIMUM RESPONSE TIME
Regular trials to maintain the effectiveness of the Emergency Towing Procedures and
systems will be carried out between the SBV and the DPST. The frequency of these
trials will be based on the results achieved, but in general will be in accordance with
the OCIMF guidelines at 3 monthly intervals.
Trials will only be undertaken during reasonable weather conditions and in daylight.
Adequate advice will be given to both SBV and DPST by the F(P)SO to ensure that
effective planning can be carried out.
Execution of trials will only proceed with the agreement of all parties. Any of these
parties may terminate the trials in case it becomes necessary.
The schedule and the location for the towing trials will be agreed between the DPST,
the F(P)SO and the SBV on the “secondary contact” (see section 8 of this Guideline).
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Detailed planning of the towing trials is to be agreed directly between the SBV and
the DPST well in advance of commencing the trial. These details should include, but
not be limited to the following issues:
The F(P)SO is to be kept informed of the trial progress, but all communications
regarding the conduct of the operation must be directly between the DPST and SBV
using the working channel.
Emergency Towing Trial will simulate as far as practicable a “dead-ship” condition for
the DPST. However, when the trial has been declared “complete”, the DPST must
facilitate recovery of the towing equipment by maneuvering in conjunction with the
SBV as mutually agreed between the two Captains.
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20.0 - EMERGENCY GUIDELINES
This section contains Emergency guidelines for disconnection of the DPST in the
event of an emergency arising. The emergency guidelines listed below shall be used
if a critical situation should occur, such as:
Should any irregularity or potential hazard arise, the F(P)SO and/or the DPST should
consider the following courses of action.
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20.1 – F(P)SO ANCHOR LINE FAILURE
Under normal circumstances, the offloading will take place with the F(P)SO lying-up
against environmental load (wind & waves).
If the F(P)SO mooring lines fail in direction of the weather, the F(P)SO will tend to
move toward the DPST. Considering that this failure may result in a collision, the
F(P)SO position must be monitored by the F(P)SO OIM.
Due to the tendency of the F(P)SO to move toward the DPST in event of mooring line
failure, offloading must take place with a relative distance of approximately 150
meters between the F(P)SO and the DPST.
In case of tension in the offloading hose exceeding 40 tons, an alarm will be activated
in the BLS Station and Bridge Station.
Visual detection of spillage by deck watch or personnel on the F(P)SO, will possibly
be the first indication of hose rupture.
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20.2.2 - OESD
The person who detects the hose leakage must immediately inform the control station
and OESD I will be activate.
20.2.3 - DISCONNECTION
When a hose rupture has occurred, the hawser is disconnected in the normal way.
The remaining section on the DPST will be released and transferred to the SBV.
For oil spill clean-up procedure refers to Oil Spill Response Plan.
Sudden, high tension can be expected to rupture the mooring hawser. In the event of
this occurring or the hawser tension exceeding 100 tons, an alarm is activated in the
BLS Station, Bridge Station and DP System.
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The table below shows actions to be taken when detecting hawser failure:
LOCATION ACTION
Immediately activate OESD I, contact the F(P)SO and be prepared to
DPST
activate OESD II to prevent hose breaking.
Immediately activate OESD I, contact the DPST and be prepared to
F(P)SO
OESD II to prevent hose breaking.
In the event of mooring hawser failure, the forward thrusters must be stopped to
prevent hose and hawser fouling the propellers.
20.3.3 - DEPARTURE
After disconnection, the DPST moves astern and leaves 500 m zone.
The parts of the mooring equipment remaining on the DPST will be released and
transferred to the SBV.
Normally, all thrusters run during the offloading in order to keep the DPST position as
steady as possible.
In general, when one of these thrusters fails the offloading operation could be
stopped or not according to the DPST Captain. Based on the weather conditions and
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the remaining DPST capability, the DPST Captain should decide whether the SBV
assistance is needed or not.
In event of the DPST losing its main propulsion it is possible that it may drift toward
the F(P)SO and cause a collision.
This situation is most likely to happen in calm weather when there are no
environmental forces that if presents would help preventing the DPST from drifting
towards the F(P)SO.
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20.5.1 - PROPELLER FAULT ACTION
The table below describes the actions that must be performed in the event of
main propeller failure.
STEP ACTION
The situation is assessed by the DPST Captain who will immediately
activate:
1
OESD II – If there is a risk of collision
OESD I – If there appears to be no risk of collision
3 After disconnection, the SBV will pull the DPST out of 500 m zone
REMARK: If the DPST is fitted with Bow Azimuth Thruster, it can be used to keep the
DPST clear of the F(P)SO.
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20.6 - FIRE
20.6.1 - OESD
In case of fire either on the F(P)SO or on the DPST, OESD I must be activated
immediately and disconnection performed.
If a risk of collision exists an OESD II shall be activated immediately and the SBV
contacted for assistance.
20.7.1 - PROCEDURE
The procedures, which are dependent on the initial position of the DPST, must be
performed when there is risk of a collision between the F(P)SO and the DPST.
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20.8 - BLACK OUT
In event of the DPST having a black out it is possible that it may drift toward the
F(P)SO and cause a collision.
This situation is most likely to happen in calm weather when there are no
environmental forces that if present would help preventing the DPST from drifting
towards the F(P)SO.
The table below describes the actions that must be performed in the event of a
black out.
STEP ACTION
The situation is assessed by the DPST Captain who will immediately activate:
1
OESD II – If there is a risk of collision
OESD I – If there appears to be no risk of collision
3 After disconnection the SBV will pull the DPST out of 500 m zone
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20.9 - DRIVE OFF
In event of the DPST is driving off, it is possible that it may drive off toward the
F(P)SO and cause a collision.
The table below describes the actions that must be performed in the event of
drive off.
STEP ACTION
The situation is assessed by the DPST Captain who will immediately activate:
1
OESD II – If there is a risk of collision
OESD I – If there appears to be no risk of collision
3 After disconnection the SBV will pull the DPST out of 500 m zone
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APPENDIX A
SPECIFICATIONS
Length 150 m
Material nylon
Mooring
Circumference 21 inches single rope
hawser
Construction
Double braided
Type
Nominal breaking
630 tons
load
Length 27 links ( 9 meters)
Chafing chain
Diameter 76 mm
The hawser is transferred to the DPST using two messenger ropes consisting
of:
A 35 tons shackle is used to connect the chafing chain to the messenger line.
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APPENDIX B
SPECIFICATIONS
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HOSE DEPLOYMENT LINE
Type Grommet
Length 3m
Bridle
Diameter 70 mm
MBL 84 tons
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APPENDIX C
1.0 - INTRODUCTION
The Competence and Training requirements contained in this document shall apply
for any vessel equipped with dynamic positioning systems (DP) operating at an
offshore installation.
The requirements are thus in addition to requirements imposed by the Flag State and
International bodies (IMO/STCW).
The training program for Masters and Deck Officers consists of simulator part, a
dynamic positioning (DP) and related systems part and a bridge and resource
management part. The technical program for ship’s electricians consists of
maintenance courses for the DP and related positioning reference systems.
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The Managers and the Captains of the vessels are responsible for complying with
these requirements. Documentation in order to verify compliance to these
requirements shall be available onboard.
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In addition to the Captain, at least one (1) Deck Officer onboard shall have the limited
DP certificate and relevant competence in operating the position reference and
monitoring systems. For vessels having the extra fourth Deck Officer onboard, at
least two Deck Officers shall have the limited DP certificate.
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ATTACHMENT “A”
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APPENDIX D
If, due to weather conditions or to the degraded status of the DPST or the F(P)SO,
the DPST is unable to lie in DP with slack hawser, it may still be possible to continue
offloading operations in Taut Hawser mode. This decision will depend on an overall
evaluation of circumstances by the DPST Captain and the F(P)SO OIM.
PRECAUTIONS
For Taut Hawser Mode operations, the following precautions must be taken:
• The F(P)SO OIM must be advised of the situation and together with the DPST
Captain take a decision whether is safe to keep or to start the operation in Taut
Hawser Mode.
• The DPST must keep pitch astern on its main propellers to maintain a Taut
Hawser at all times. The tension on the mooring hawser during the operation
should be up to 20 tons.
• The DPST is not allowed to stay in DP – Auto position mode during the offloading.
• The DPST is allowed to stay in auto position mode during approach, mooring,
offloading hose line connection and disconnection, unmooring and departure.
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• The DPST must keep its position and heading in accordance with the operational
sector and limits described in item 7.2.
• If necessary, the SBV (if any) may be connected to the DPST stern with towing
line to help keep a steady heading and position.
REMARKS
• Section 11, sub section 2 (11.2 – DP Testing) –the DPST must test the DGPS for
proper signal;
• Section 12, sub section 1 (12.1 – Messenger Line Transfer) – step 1 - “The DPST
position itself using DP – Approach Mode” substitute for “The DPST position itself
using manual Mode or auto position mode”
• Section 12, sub section 2 (12.2 – Messenger Line Transfer) – step 1 - “The DPST
position itself using DP – Approach Mode” substitute for “The DPST position itself
using manual Mode or auto position mode”
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APPENDIX E
No. STEP OK
1. Chain stopper closed
2. Hose in position
3. Coupler closed
4. Cargo system ready
5. Crude oil pressure normal
6. Accumulator pressure normal
7. Crude line valve open
8. Coupler valve open
9. Loading permitted
10. Loading on
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APPENDIX F
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APPENDIX G
This appendix contains the form to log data regarding cargo, hawser tension, wind,
sea, wave and heading during offloading at the F(P)SO. Must be filled by the DPST
during the operation.
Date: Signature
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APPENDIX H
This form must be filled by the F(P)SO and transmitted to the DPST within 1 hour of
the tanker commencing sea passage.
SAILING ADVICE
CARGO – VESSEL DATA OPERATION DATA
Cargo no.: NOR:
Shuttle Tanker: Mooring Commenced:
Flag: Mooring Finished:
Call Sign: Hose connection Commenced:
Master: Hose connection Finished:
Destination: Loading Commenced:
ETA Destination: Loading finished:
Flushing Commenced:
Flushing finished:
Hose disconnection Commenced:
Hose disconnection Finished:
Unmooring Commenced:
Unmooring finished:
Departure F(P)SO:
Pass 10 nm:
REMARKS:
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Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
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