mooring rules operations spm berths

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RECOMMENDED CONSTRUCTION OF WIRE MOORINGS

For mooring VLCCs, it is recommended that a minimum construction for wire moorings should be as follows…

42mm diameter, 6 x 37 class IWRC, pre-formed, heavily drawn galvanized wire line (minimum tensile strength of 180 kg/mm2) with a typical MBL of 115 tonnes.

10.8 TENDING THE MOORINGS

An efficient watch must be maintained on the vessel’s moorings at alltimes to ensure that all lines have the required tension and that the vessel is kept close alongside.

Alongside piers or quays, keeping all mooring lines taut should prevent ranging of the ship. Attention should be given to the movement of the ship caused by wind, currents, tides or passing ships and the operation in progress.

Vessels that move out of position will be charged for all expenses associated with re-positioning.

10.9 ANCHORS.

Masters must be aware of areas of underwater oil pipelines and other submerged installations.

On completion of mooring the anchors shall be effectively secured in the hawse-pipes to prevent accidental use at berth.

11. MOORING RULES & OPERATIONS FOR SPM BERTHS

11.1 PREPARATIONS PRIOR TO BERTHING

Ships assigned to the SPM berths must comply with the OCIMF publication “Recommendations for Equipment Employed in the Mooring of ships at Single Point Moorings”. Third edition, 1993.

During the approach, while mooring and while secured in the berth, the vessel’s anchors MUST be secured by stoppers to prevent accidental dropping with subsequent damage to the sub-sea pipelines and equipment.

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If ship’s anchors must be used as an extreme emergency measure, they should not be used in the direction of the seabed pipeline or within 600 meters (2000 feet) of the Buoy.

Line handling during mooring and unmooring shall be performed by the ship’s staff under instructions of the Pilot/Mooring Master.

Both port and starboard derricks shall be rigged and ready to lift the hose connecting equipment basket from the launch from either side. A trolley should be available to transport this equipment about the vessel’s deck.

The following vessel’s equipment should be ready on the forecastle head.

• Large crow bar.• Large flashlight for night mooring.• A messenger lines 24 to 28 millimeter diameter, 150 meters in

length.• Winch drum or empty spool drum to heave onboard the mooring

pick up rope.

Note: Where possible, the mooring line(s) should lead through a “Panama chock” in the center of the bow, rather than through a single port or starboard bow fairlead as this produces less tendency to yaw.

Power should be switched on the winches (mooring deck equipment) on the forecastle and to the derricks or cranes at the ships manifold that should be made ready to lift the ancillary mooring and hose handling equipment. Manifold should be made ready.

Terminal personnel will check that all equipment for mooring and hose connecting operations are on board the launch and in working order prior to departure. Items such as chain hoists, gaskets, wrenches, flange boltsets, butterfly valve handles, ullaging equipment, sample bottles, etc.,may be required and placed on board.

PREPARING THE FORECASTLE HEAD

Ship’s staff will prepare the forecastle head for the mooring operation at the instruction of the Pilot/Mooring Master.

PREPARING THE PORT SIDE MANIFOLD

(Note: Saudi Aramco SPM terminals have been designed for port manifold vessels only.)

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The port derrick must be rigged for maximum height and load lifting capacity. If possible, the topping lift of the derrick should be on its own winch.

Two 16” or 20” flange connections on selected cargo manifolds andif bunkers are available and required, one 12” flange on the afterbunker connection.

All flanges are class 150 ANSI. In order to avoid delays, the vesselshould have reducers ready at the port side manifold to adapt to these sizes.

Drip trays, sawdust or sand and fire-fighting equipment should bein position. Saudi Aramco normally supplies the following but their presence will prevent delays in case of deficiency or malfunction…

• Handy-Billy• Spare spanners • Spare wire strops • Spare bolts.

O.C.I.M.F STANDARD MANIFOLD ARRANGEMENT

In order to secure the hoses to the vessel’s manifold, the manifold arrangement must be as recommended in the O.C.I.M.F. publication “RECOMMENDATIONS FOR OIL TANKER MANIFOLDS AND ASSOCIATED EQUIPMENT” (FOURTH EDITION 1991).

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11.2 PILOT BOARDING

The Pilot will board the tanker at the waiting area.

The Master should provide an adequate lee for embarking the pilot if he is to board by launch, or orient and prepare his ship as requested by the helicopter dispatcher if the pilot is to board by helicopter.

11.3 EQUIPMENT TRANSFER

The hose handling derrick/crane shall be ready for immediate use, in order to transfer on board all equipment for mooring and hose connection.

The transfer must be done as soon after the Pilot boards the vessel as possible. For this purpose an adequate lee shall be provided.

IN ORDER TO PREVENT INJURY TO PERSONNEL AND DAMAGE TO THE LAUNCH SUPERSTRUCTURE, THE HOISTING BLOCK MUST BE SECURED AND CONTROLLED BY A HANDLING LINE DURING THE ENTIRE TRANSFER OPERATION.

Saudi Aramco mooring and hose connecting equipment will be lifted aboard the tanker from the launch on either the port or starboard side by means of the ship’s derrick.

11.4 BERTHING ~ SEQUENCE OF OPERATIONS

1. MOORING / LINE BOATS

Two boats are used in the mooring operation. One to hold the cargo hoses away from the incoming tanker. One to take the heaving line and pass the pick-up rope.

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The launches and other terminal facilities are equipped with compatible VHF or UHF two-way radio equipment of adequate power.

2. OPERATIONAL LIMITS

As the launch is required to go alongside of and put personnel and gear aboard the tanker, the operational limit to carry out a mooring operation is normally reached when wave heights are in the 1.8 to 2 meter (5-6 foot) range, or as determined to a degree that it becomes untenable for the service launch. It remains the final responsibilityof the Mooring Master/Pilot to decide whether or not it is safe to transfer personnel and equipment between the launch and the tanker and to perform mooring and hose hook-up operations.

3. SELECT OPTIMUM APPROACH DIRECTION.

Prior to making the final approach to the berth, it is important thatthe Master and the Pilot make a careful study and analysis and be aware of all conditions and factors that will influence the mooring ofthe tanker at that time.

The Master should be fully cognizant of the tide, current, wind, swell and wave effect, and the direction in which the floating hose stringand hawser are lying.

The optimum approach to the terminal is into the wind and sea. At times, however, this will not be possible because of the current being at variance with the wind or sea conditions. Accordingly, it is incumbent upon the Master to exercise careful judgment when approaching the terminal, particularly during the hours of darkness and in poor visibility.

Particular attention must be given to the location of the floating hosestring. Normally, the position of the floating hoses will be controlledby the currents, rather than by wind effect.

4. APPROACHING THE BERTH

When the optimum approach route has been selected, the tanker should proceed toward the terminal at a suitable speed dependent upon the conditions at that time. Approximately 1000 meters from the berth, the vessel should have only sufficient way on forsteerage.

The floating hose string should be on the port side. The tanker shouldmake the final approach with the buoy on the port bow, rather than

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dead ahead. This permits the Pilot/Mooring Master on the bridge to observe the buoy at all times, and in the event of any misjudgment of the approach speed, there is no danger of overrunning the buoy.

IT IS EXTREMELY DANGEROUS FOR SMALL BOATS TO LIE IN THE PATH OF LARGE VESSELS, PARTICULARLY WHEN THE LARGER VESSEL HAS A BULBOUS BOW. THEREFORE, THE SHIP’S CREW MUST CARRY THE MESSENGER LINE 50 FEET AFT (MINIMUM) TO ONE SIDE OF THE SHIP BEFORE LOWERING THE MESSENGER LINE, THEREBY MAKING IT UNNECESSARY FOR THE LAUNCH TO POSITION ITSELF DEAD AHEAD.

The tanker’s approach speed must be reduced to a minimum, but sufficient to keep the ship’s maneuverability.

5. MOORING HAWSER HOOKUP

As the vessel approaches the berth, the floating hoses are towedaway from the path of the approaching tanker.

When the vessel is approximately 300 to 460 meters (1000 to 1500 feet) from the buoy, and still making way, the service launch will bring the port hawser pick-up rope (80 mm diameter) and make it fast to the messenger. At the boat’s signal, the pick-up rope is heaved on deck.

UNDER NO CIRCUMSTANCES MUST ANY LOAD BE PUT ON THE PICK-UP ROPE AS THIS WILL ADVERSELY AFFECT THE MANEUVERABILITY OF THE VESSEL AND EVENTUALLY LEAD TO THE FAILURE OF THE ROPE.

THE USE OF THE PICK-UP ROPE TO HEAVE THE VESSEL OR MAINTAIN THE VESSEL’S POSITION CAN BE DANGEROUS TO PERSONNEL AND SHOULD NOT BE PERMITTED.

The tanker should be brought to a dead stop between 45 and 60 meters (150 and 200 feet) from the berth. At this point, the chafingchain is lifted into the bow chock and thence to the bow chain stopper to be secured under the direction of the pilot.

Ease back on the pick-up rope until the weight is taken up.

CARE MUST BE TAKEN TO GRADUALLY TRANSFER THE LOAD TO THE HAWSER TO AVOID TRANSIENT SNATCH LOADING THAT CAN RESULT FROM A FREELY DRIFTING TANKER TAKING UP HAWSER SLACK.Repeat the operation for the second mooring hawser if fitted.

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11.5 CONNECTING THE HOSES

Connecting and disconnecting of cargo and bunker hoses is to be carried out by the ship’s staff under instruction from the Mooring Master.

1. Lower derrick hook to the mooring launch, which will connect it first of all to the forward hose.

2. Heave up until the blank flange is level with the hose rail.3. Unshackle hose snubbing wires from the flanges.4. Continue heaving up the hose as directed by the Mooring

Master.5. Secure snubbing wires in a manner to facilitate possible slackening

as directed.6. Lower the hose to bring the hose flange to the manifold and

check the alignment of the flanges.7. Lower the hose onto the drip tray and removed the blank flange.8. Lift the hose and connect it to the manifold. Never use a wire

strop around cargo hose.

The second cargo hose and the bunker hose are connected in the same way. It is important to USE ALL OF THE BOLT HOLES AND A NEW GASKET.

After all hoses are connected, the cargo hoses must be supported in way of the vessel’s side rail by means of the nylon bands supplied and the vessel’s derrick.

11.6 USE OF ENGINE AT BERTH

The engine should, where possible, be run astern at 8 to 10 RPM continuously while at berth.

Where continuous running astern is not possible, the following conditions apply…

1. Tanker engines should be placed on “standby” in the event of emergency requirements.

2. The tanker’s propeller should never by turned while the tanker is secured to the terminal without the approval of the Mooring Master, except in emergency.

3. On occasions, particularly during calm weather, it may be necessary to put the engines dead slow astern in order to prevent the tanker from riding up to the terminal. Alternatively, tugs may by used.

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11.7 BOW WATCHMAN

At all times when at berth, there shall be an experienced crewmember on duty at the bow of the vessel. He shall be issued with a means of immediate communication with the Deck Officer on duty. He shall observe the configuration of the hoses and mooring hawsers,the proximity of the SPM and hoses to the tanker. He shall be alert to oil leaks or spills, unattached oil slicks in the vicinity and deteriorating weather conditions. He shall immediately report any abnormal event or deteriorating weather to the Deck Officer on duty.

See “SPM Hose Configurations Diagram“ in the annex to this section.

11.8 MANIFOLD WATCHMAN

At all times, when at berth and when cargo hoses are connected, there shall be a watchman on duty at the manifold. He shall observe the configuration of the hoses and the manifold connections. He shall be alertto oil leaks or spills, stress or chafing on the hoses or ancillary equipmentand deteriorating weather conditions. He shall report any abnormality or deteriorating weather to the Deck Officer on duty.

11.9 THE DECK OFFICER ON DUTY

The Deck Officer shall immediately report any abnormal events,deteriorating weather or other situations coming to his attention to the Pilot or Pilot Assistant on duty.

11.10 GANGWAYS

Gangway to be rigged and ready on the starboard side of the vessel, maintained at deck level. 11.11 BOARDING VESSELS AT BERTH

Small craft are not allowed in the vicinity of the vessel and no one is permitted to board or leave a vessel while cargo operations are in progress.

Should it become urgent for personnel to board or leave a vessel for any reason during the cargo operation, the Pilot must be contacted to request permission to shutdown the cargo operation while the small craft is alongside.

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11.12 CARE OF BERTH EQUIPMENT

In bad weather, maintenance work is extremely difficult and involvespossible danger to personnel. For this reason, vessels are requested to give as much assistance as possible by taking seaman-like care of the mooring and hose equipment and returning it to the water ready for the next tanker and in such condition as they would like to find it.Hose/hawser maintenance is expensive and if Saudi Aramco judges that a vessel has misused any hose or hawser the vessel will be liable for the expenditure incurred in making repairs.

11.13 DISCONNECTING THE HOSES

On completion of loading cargo or bunkers, manifold valves must NOT be closed until the Mooring Master directs. This is important for line clearing.

1. Strop the after hose to the derrick hook, take the weight and disconnect the flange.

2. Replace the blank flange using all the bolts and a new gasket.Tighten the bolts in sequence to avoid uneven tension on the flange.

3. Lower hose to deck and secure.4. Repeat with forward hose and wait until back filling of the hoses

is complete.5. Bunker hose should be disconnected and securely blanked as

soon as bunkering is completed and secured on deck until cargo loading is completed. It should be lowered into the water during back-filling of the cargo hoses.

6. When back filling is completed, secure the derrick hook to thelifting hook of the after hose and raise the hose until the weight is taken off the snubbing wires.

7. Release the snubbing wires, lower the hose to rail level and shackle the snubbing wires to the flanges.

8. Lower the hose end into the water and trip the hook to release.9. Repeat for the forward hose.

Return all Saudi Aramco tools and equipment to the steel basket, stow it in a seaman-like manner and prepare for lowering to the launch on either the port or starboard side dependent on weather conditions.

11.14 UNMOORING PROCEDURE

1. Take the weight of the mooring assembly on the pick-up rope, using the windlass.

2. Disconnect chafing chain from the bow chain stopper.3. Slowly slack the pick-up rope until the support buoy is in the

water and taking all of the weight of the chain.

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4. Pay out the pick-up line either to the mooring boat or as the ship clears the berth.

If two mooring assemblies are in use; Repeat the operation for unmooring the second assembly and payout the pick-up line as the ship clears the berth

12. CARGO & BALLAST HANDLING

In the following text, the expression “ Loading Master ” shall mean the Jetty Supervising Operator or the Pilot as appropriate.

12.1 CARGO OPERATIONS

RESPONSIBILITIES & PROCEDURES

The ship’s cargo officer must directly and personally supervise alloperations in connection with the starting of loading, discharging, switching of tanks and topping off. It is the responsibility of the vessel to advise Loading Master to shut down cargo and bunker loading when the vessel’s cargo and bunker requirements are met. In this regard, the vessel shall give ten minutes advance warning.

LOADING RATES

It is expected that most vessels will be able to accept any cargo as fast as it can be delivered. Officers in charge of loading must havedue regard for all safety precautions as well as for individual vessel hazards.

If loading of crude or products is too slow, Saudi Aramco will so advise the vessel. Should such a vessel make a demurrage claim against Saudi Aramco, the slow loading rate will be considered in determining if a retroactive addition to allowable lay time is appropriate.

LIQUEFIED PETROLEUM GAS TANKERS

Special regulations govern the acceptance and loading of liquefiedpetroleum gas tankers. (see “GASRUL 2000”) Rules for Handling of Gas Tankers at Saudi Aramco Berths).

CARGO TRANSFER

Good communications are of the utmost importance for safe cargo handling. A reliable communications system, including a secondary stand-by system, should be established and tested.

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mooring rules operations spm berths

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