1_multipart_xF8FF_2_Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403

CAMPOS BASIN OFFSHORE LOADING GUIDELINE FOR DP SHUTTLE TANKERS OPERATIONS

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

2.0 - COMPLEMENTARY DOCUMENTS

10

3.0 - TERMINOLOGY

11

4.0 - DUTIES AND RESPONSIBILITIES

16

4.1 - DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN

16

4.2 - STANDBY VESSEL CAPTAIN

19

4.3 - F(P)SO COORDINATOR - OIM

21

4.4 - OTHERS

23

5.0 - CAMPOS BASIN GENERAL INFORMATION

24

5.1 - INTRODUCTION

24

5.2 - OILFIELDS LOCATION

24

5.3 - CAMPOS BASIN GEOGRAPHICAL POSITION

25

5.4 - TYPES OF OFFSHORE TERMINALS IN CAMPOS BASIN 5.4.1 - SBM 5.4.2 – F(P)SO 5.4.3 - SBM-FSO

27 28 29 31

5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION

32

6.0 - DPST OPERATIONAL REQUIREMENTS

33

6.1 - WINCHES 6.1.1 - TRACTION WINCH

33 33

6.2 - CHAIN STOPPER

33

6.3 - REQUIREMENTS FOR TOWING ASSISTANCE 6.3.1 - EMERGENCY TOWING ARRANGEMENT 6.3.1.1 - EMERGENCY TOWING ARRANGEMENT TEST 6.3.2 - AIR GUN AND TOOLS

34 34 34 34

6.4 - WORKING AREAS ILLUMINATION

35

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6.5 - MESSENGER LINES

35

6.6 - PERSONNEL TRANSFER

36

6.7 - ACCOMMODATIONS

36

6.8 - AIR GUN AND ACCESSORIES

36

7.0 - SAFETY IN OPERATIONS

37

7.1 - ENVIRONMENTAL CONDITIONS 7.1.1 - WINDS 7.1.2 - WAVES 7.1.3 - CURRENT

37 38 39 40

7.2 - OPERATIONAL SECTORS AND LIMITS 7.2.1 - OPERATIONAL SECTOR 7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST DURING APPROACH 7.2.3 - ENVIRONMENTAL LIMITATIONS 7.2.4 - TENSION ON THE MOORING SYSTEM (HAWSER) 7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING OFFLOADING

41 41 43 44 45 46

7.3 - OFFLOADING SHUTDOWN SYSTEM

47

7.4 - ALERT STATE

54

7.5 - GREEN LINE

55

7.6 - TELEMETRY SYSTEM

57

7.7 - PERSONNEL TRANSFER

57

7.8- HELICOPTER OPERATIONS

59

7.9 - SPUs IDENTIFICATION LIGHTS

60

7.10 - WEATHER FORECAST

61

7.11 - FIRE-FIGHTING EQUIPMENT

61

7.12 - RESTRICTED AREAS TO NAVIGATION

62

8.0 - COMMUNICATIONS

65

8.1 - COMMUNICATION EQUIPMENT 8.1.1 - MAIN RADIO STATION 8.1.2 - CCR, BRIDGE AND BLS STATION

65 65 65

8.2 - ESTABLISHING COMMUNICATION 8.2.1 - INITIAL CONTACT 8.2.2 - SECONDARY CONTACT 8.2.3 - WORKING CHANNEL

66 66 66 66


8.2.4 - VHF COMMUNICATION

67

8.3 - NOTICE OF READINESS

67

8.4 - INFORMATION TRANSFER 8.4.1 - DURING OPERATION 8.4.2 - HOURLY INFORMATION TRANSFER

68 68 69

8.5 - DEPARTURE

69

9.0 - ARRIVAL AND DEPARTURE

70

9.1 - MANEUVERING AREA

70

9.2 - MANEUVERING CONTINGENCY PLAN 9.2.1- DPST CONTINGENCY PLAN 9.2.2 - STANDBY SITUATION 9.2.3 - ARRIVAL AND DEPARTURE PLAN 9.2.4 - EMERGENCY PROCEDURES 9.2.5 - MOORING DECISION 9.2.5.1 - F(P)SO OIM 9.2.5.2 - EVALUATION 9.2.5.3 - POSTPONING OR TERMINATING

71 71 71 72 72 73 73 74 74

10.0 - MOORING PREPARATIONS

75

10.1 - F(P)SO MOORING PREPARATIONS

75

10.2 - DPST MOORING PREPARATIONS

75

10.3 - POSITION REFERENCE SYSTEMS (PRS) REQUIREMENTS 10.3.1 - MINIMUM NUMBER OF RELATIVE PRS DURING OPERATIONS 10.3.2 - ABSOLUTE PRS DURING OPERATIONS 10.3.3 - PRS CRITERIA

76 76 76 77

11.0 - APPROACH PROCEDURE

78

11.1 - APPROACHING SPEED

78

11.2 - DP TESTING 11.2.1 - GENERAL 11.2.2 - CHECKLISTS 11.2.3 - CHECKING THE POSITIONING CAPABILITY

79 79 79 80

11.3 - APPROACH PROCESS

81

11.4 - DIRECTION OF APPROACH 11.4.1 - ALTERNATIVE DIRECTION OF APPROACH 11.4.2 - REDUCED VISIBILITY

86 86 86

12.0 - MESSENGER LINE TRANSFER

88


12.1 - METHOD ONE

88

12.2 - METHOD TWO

89

13.0 - CONNECTION OF HAWSER AND HOSE

90

13.1 - MESSENGER LINE TRANSFER

90

13.2 - CONNECTION PROCESS - METHOD ONE - DPST SHOOTING THE LINE

91

13.3 - CONNECTION PROCESS - METHOD TWO - F(P)SO SHOOTING THE LINE

93

13.4 - OFFLOADING HOSE LINE CONNECTION PROCESS

95

14.0 - OFFLOADING OPERATIONS

97

14.1 - INITIATE OFFTAKE 14.1.1 - BEGINNING 14.1.2 - CONNECTION 14.1.3 - OFFTAKE 14.1.4 - MONITORING 14.1.5 - LOADING HOSE PRESSURE TEST 14.1.6 - BRIDGE, CCR AND ECR MANNING 14.1.6.1 - BRIDGE 14.1.6.2 - CCR 14.1.6.3 - ECR

97 97 97 98 99 99 99 99 100 100

14.2 - SEQUENCE AND CHECK 14.2.1 - SEQUENCE 14.2.2 - QUANTITY CHECKS

101 101 101

14.3 - OFFTAKE TERMINATION 14.3.1 - OFFLOADING RATE 14.3.2 - CAPACITY 14.3.3 - TERMINATION

101 101 102 102

15.0 - FLUSHING

103

16.0 - HOSE AND HAWSER DISCONNECTION

104

16.1- MAKE READY FOR DISCONNECTION 16.1.1 - HEADING & POSITION 16.1.2 - NOTIFICATION 16.1.3 - DPST PROCEDURES 16.1.4 - F(P)SO PROCEDURES

104 104 104 104 105

16.2 - DISCONNECTION 16.2.1 - OFFLOADING HOSE DISCONNECTION 16.2.2 - HAWSER DISCONNECTION

105 106 107

17.0 - DEPARTURE

108


18.0 - CLEARANCE

109

18.1 - SAILING ADVICE

110

19.0 - STANDBY VESSEL

111

19.1 - STANDBY VESSEL DUTIES

111

19.2 - PREPARATIONS

112

19.3 - TRANSFER OF THE DPST TOWING WIRE

113

19.4 - MAXIMUM RESPONSE TIME

114

19.5 - EMERGENCY TOWING WIRE TRIALS

114

20.0 - EMERGENCY GUIDELINES

116

20.1 – F(P)SO ANCHOR LINE FAILURE 20.1.1 - OFFLOADING DISTANCE

117 117

20.2 - HOSE RUPTURE 20.2.1 - TENSION ALARM 20.2.2 - OESD 20.2.3 - DISCONNECTION 20.2.4 - OIL SPILL

117 117 118 118 118

20.3 - MOORING HAWSER RUPTURE 20.3.1 - TENSION ALARM 20.3.2 - FOWARD THRUSTERS 20.3.3 - DEPARTURE

118 118 119 119

20.4 - THRUSTERS FAILURE

119

20.5 - MAIN PROPELER FAULT 20.5.1 - PROPELLER FAULT ACTION

120 121

20.6 - FIRE 20.6.1 - OESD

122 122

20.7 - COLLISION AVOIDANCE 20.7.1 - PROCEDURE

122 122

20.8 - BLACK OUT 20.8.1 - BLACK OUT ACTION

123 123

20.9 - DRIVE OFF 20.9.1 - DRIVE OFF ACTION

124 124

20.10 - FAILURE OF RADIO COMMUNICATION

124


APPENDIX LIST

Appendix “A” - Mooring Hawser Appendix “B” - Offloading Hose Line Appendix “C” - Competence and Training Requirements Appendix “D” - Taut Hawser Mode Operation Appendix “E” - Green Line Check List Appendix “F” - Telemetry Report Form Appendix “G” - Offshore Loading Form Appendix “H” - Sailing Advice Form


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 Guideline establishes operational standards to complement official literature, Brazilian laws, international agreements or conventions to which Brazil is signatory, which will prevail over this Guideline. 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. This is a living document. Suggestions and recommendations based on field experience are welcome and can be sent to E&P-Corporative/Naval Architect Management, addressed to [email protected] or by telephone on number 55 21 2534 4657.


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: •

International Safety Guide for Oil Tankers & Terminal – ISGOTT

•

Guidelines for Vessels with DP System – IMO

•

Offshore Loading Safety Guidelines – OCIMF

•

Tandem Loading Guidelines – UKOOA

•

Kongsberg Dynamic Positioning System Manual

•

All related equipment manuals


2.0 - COMPLEMENTARY DOCUMENTS •

“Degraded Status Criteria and Operational Limits” for DPSTs - Petrobras/DPPS.

•

“DP Offloading Pre-Operational Check List” - Petrobras/DPPS.

•

All SINPEP standards related to the offloading operations regarding safety, environment, communications, maintenance, inspections, etc.


3.0 - TERMINOLOGY •

AB - Assistant Boat – Boat used for the emergency hose string handling.

•

BLS - Bow Loading System.

•

BSW - Bulk Sediments and Water - Amount of sludge and water in the oil. Generally given in percentile terms.

•

CAPTAIN - Captain (MASTER) of a vessel.

•

CCR - Cargo Control Room.

•

DARPS – Differential Absolute and Relative Positioning System

•

DGPS - Differential Global Positioning System – Absolute Position Reference System

•

DP - Dynamic Positioning System

•

DPST - Dynamic Positioning Shuttle Tanker – A tanker fitted with a Dynamic Positioning System, dedicated to offload oil from Offshore Terminals.

•

DWT or TPB - Deadweight Tonnage.

•

ECR - Engine Control Room;


•

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.

•

FSO - Floating, Storage and Offloading System (no well production).

•

GMDSS - Global Maritime Distress Safety System.

•

IMO - International Maritime Organization.

•

IMCA – International Marine Contractor Association.

•

IMPA - International Maritime Pilots Association.

•

MANIFOLD - A set of valves and intake/offtake connections terminating the tanker’s piping system, generally located on deck amidships, that allows connection to the submerged/floating hose lines.

•

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.

•

NMD - Norwegian Maritime Directorate.


•

NOR - Notice of Readiness.

•

OESD - Offloading Emergency Shutdown – Emergency/Contingency Plan for DPSTs equipped with BLS, which purpose is to allow stopping the oil flow from the F(P)SO to the DPST, to disconnect the offloading hose line and to disconnect the mooring system automatically or manually. The OESD comprises two stages: 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.

•

OI - Offshore Installation – Floating Systems such as F(P)SOs, SBM, SBM-FSO, SPU, or even drill ships or rigs which are producing, drilling, storing or transferring oil inside Campos Basin Geographical Position.

•

OIM - Offshore Installation Manager - Supervisor in charge of the operations on board a F(P)SO or on the Stationary Production Unit if the operation is made through a Monobuoy or a Monobuoy - Floating Storage and Offloading.

•

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.

•

OS - Operational Sector - Area pre-defined by operational limits in which offloading operations can be accomplished. See section 7.2 for further information.


•

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).

•

OWNER – The DPST operators.

•

PPE – Personal protection Equipment

•

PRS - Positioning Reference System

•

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.

•

SBM-FSO - Single Buoy Mooring - Floating, Storage and Offloading System - A conventional tanker moored to a SBM. This tanker is used as a FSO.

•

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.

•

SDS - Stern Discharge System.

•

SIGNIFICANT WAVE HEIGHT (Hs) - Defined as the mean value of the highest third of wave height measurements recorded from a wave-sensing device.

•

SPU - Stationary Production Unit - A unit that depends on a F(P)SO, a SBM or a SBM-FSO to flow its production. This unit can be a fixed platform, a semisubmersible, a Tension Leg Platform or others.


•

TON - Metric Ton

•

UHF - Ultra High Frequency.

•

VHF - Very High Frequency.


4.0 - DUTIES AND RESPONSIBILITIES

4.1 - DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN 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 perform the offloading operation, in normal conditions (BLS operational, all thrusters running, etc.), in autonomous mode, which means, with no tugs or mooring master assistance.

•

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.


•

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 establish continuous communications with the F(P)SO, which monitors the loading operation when the tanker has been moored, positioned, and the hose has been connected.

•

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 immediately to the F(P)SO if an unforeseen situation, which affects the DPST station keeping capability in any other way unable to remain connected.


•

To notify the F(P)SO when the DPST is ready to disconnect loading hose.

•

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.

•

To assist DP acceptance or Annual Trials performed by Petrobras Technicians.

REMARKS: For operation by the manifold amidships: •

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.


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.

•

To help traffic monitoring around operational area (500 meters) in co-operation with the DPST and the F(P)SO. If an unforeseen situation, which affects the offloading safety all parties should be notified immediately.

•

To report any faults in the Mooring or Offloading Systems to the F(P)SO.

•

To assist the operations as instructed or ordered by the F(P)SO or the DPST Captain.


•

Be prepared to provide emergency assistance at any time which may include: 1. Break in or failure of hawser, loading hose or other equipment. 2. Power failure on the DPST when required by the DPST Captain. 3. Collision. 4. Fire or explosion. 5. Oil spills. 6. Man-over-board. 7. Other possible emergency situations.

•

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).


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 make all the necessary preparations before the DPST arrives.

•

To inform the Captain if any problems or irregularities with the Mooring and/or Offloading System.

•

To establish communication with the DPST Captain before entering 10 nm zone.

•

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.

•

To inform the Captain if any problems or irregularities with the Positioning Reference Systems on the F(P)SO.


•

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.

•

Coordination of the SBV operation when necessary.

•

Communication and co-ordination when the DPST is moored, positioned and ready for loading operation.

•

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 oil transfer shutdown in an emergency situation.

•

Responsible for the hawser and the hose string handling.

•

Responsible for the maintenance, repairs and operation of the PRSs installed on board.


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: Negligence of the navigation. Steering gear failure. Main engine failure. Or any other technical problem that may occur on board the DPST.


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.

5.2 - OILFIELDS LOCATION 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.


5.3 - CAMPOS BASIN GEOGRAPHICAL POSITION The following coordinates give the geographical position of Campos Basin:

LATITUDE

LONGITUDE

21° 28.0’ S

039° 47.0’ W

21° 55.0’ S

039° 13.0’ W

22° 56.4’ S

041° 11.0’ W

23° 21.2’ S

040° 38.2’ W


Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 26/138

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).


5.4.1 - SBM

SBM

FIELD

SPU

IMODCO- 3

MARIMBA

EMH-1

GEOGRAPHICAL POSITION LATITUDE

LONGITUDE

STANDBY

22o 41’12”S

040o 39’54”W

BICUDO

STANDBY

22o 43’54”S

040o 41’36”W

SBM-1

CORVINA

P-09

22o 34’24”S

040o 33’12”W

IMODCO-4

MARLIM

STANDBY

22o 20’06”S

040o 12’24”W

SBM-5

MARLIM

P-19

22o 20’30”S

040o 12’42”W

SBM-4

CARAPEBA

STANDBY

22o 14’18”S

040o 20’12”W

Table 5.1 – SBM Offshore Terminals

REMARK: As a safety measure, this type of offshore Terminals cannot be offloaded with the vessel operating in DP mode. Refer to Campos Basin Oil Transfer Manual for Conventional Shuttle Tankers for more information on this type of Offshore Terminal and operating procedures.


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”.


OFFSHORE TERMINALS

GEOGRAPHICAL POSITION

FIELD

SPU

ALBACORA

P-25

22o07’42.2”S 039o58’04.7”W

P-18, P-19, P-20 e P-27 P-33 P-26

22o20’49.2”S 040o14’30.4”W

BARRACUDA

P-34

22o34’25.3”S 040o15’50.8”W

MARLIM–4

P-35

22o26’07.1”S 040o04’10.2”W

MARLIM

P-37

22o29’00.6”S 040o05’50.0”W

MARLIM-SUL

P-40

22o33’27.6”S 040o07’20.7”W

MARLIM (future)

-

22o20’29.2”S 040o11’41.3”W

FPSO BRASIL

RONCADOR

FPSO BRASIL

22o13’01.7”S 040o20’58.6”W

FPSO ESPADARTE

ESPADARTE

FPSO ESPADARTE

22o42’29.8”S 040o27’40.1”W

P-31 (FPSO) P-32 (FSO) P-33 (FPSO) P-34 (FPSO) (*) P-35 (FPSO) P-37 (FPSO) P-38 (FSO) P-47 (FSO)

MARLIM–2 MARLIM–3

LATITUDE

LONGITUDE

22o22’13.9”S 040o01’36.2”W

Table 5.2 - F(P)SO Offshore Terminals (*) - P-34 is not fitted with Positioning Reference Systems.


5.4.3 - SBM-FSO

OFFSHORE TERMINALS

FIELD

JURUPEMA (FSO) (*)

MARLIM

SPU

GEOGRAPHICAL POSITION LATITUDE

MARLIM SPUs

LONGITUDE

22o20’06.0”S 040o11’07.0”W

Table 5.3 – SBM-FSO (*) Operating as a FSO moored to SBM-5. (SBM-FSO)

REMARK: As a safety measure, this type of offshore Terminals cannot be offloaded with the vessel operating in DP mode. Refer to Campos Basin Oil Transfer Manual for Conventional Shuttle Tankers for more information on this type of Offshore Terminal and operating procedures.


5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION

FIELD

WATER DEPTH (m)

DPST MAXIMUM DWT

EMERGENCY CONNECTION

SDS

P-31

ALBACORA

330

160.000

16”

20”

P-32

MARLIM-2

160

160.000

16”

20”

P-33

MARLIM-3

810

160.000

16”

20”

P-34

BARRACUDA

840

60.000

16”

-

P-35

MARLIM-3

810

160.000

16”

20”

P-37

MARLIM

960

160.000

16”

20”

P-38

MARLIM SUL

1015

160.000

16”

20”

P-47

MARLIM

190

160.000

-

20”

FPSO ESPADARTE

ESPADARTE

800

140.000

-

20”

FPSO BRASIL

RONCADOR

1290

160.000

-

20”

OFFSHORE TERMINALS

Table 5.4 - Offshore Terminals Technical Information

REMARK: For further information on the terminal, consult specific manual of each OT.


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

6.1.1 - TRACTION WINCH The following minimum performance requirements for the traction winch are: •

Pull-in speed of the mooring system (traction winch) - 36 m/min

•

Minimum pull-in speed of the offloading hose line - 15 m/min

•

Capacities of traction at 15 m/min – 500 kN pull SWL

6.2 - CHAIN STOPPER 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.


6.3 - REQUIREMENTS FOR TOWING ASSISTANCE

6.3.1 - EMERGENCY TOWING ARRANGEMENT 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.

6.3.1.1 - EMERGENCY TOWING ARRANGEMENT TEST 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. REMARK: see section 19 (item 19.6) for more details. Every test should be eye witnessed by a Petrobras Representative.

6.3.2 - AIR GUN AND TOOLS The DPST should have an air gun and suitable tools for the Emergency Towing Arrangement operation on the poop deck.


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.

6.5 - MESSENGER LINES 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.


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. The requirements of the “personnel Transfer Crane” are the following: •

Minimum outreach = 15.0 m.

•

Hoist velocity = 80 m/min.

•

Minimum workload (at the maximum outreach)= 1.5 ton.

•

It must be able to rotate freely within 340° (Slewing angle = 340°, Slewing speed = 0 – 1.4 rpm).

•

It must be able to work under roll ranging from –5° to + 5°.

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.

6.8 - AIR GUN AND ACCESSORIES The DPST should have an air gun and adequate tools for the transferring of the messengers on the forecastle deck. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 36/138

The minimum required performance of the air gun and accessories are as follow: •

Range = 90 to 140.0 m.

•

Projectile = Rubber Type.

•

Shooting Line = At least 150 m.

•

Air bottle = At least 4 shoots before reload.

7.0 - SAFETY IN OPERATIONS

7.1 - ENVIRONMENTAL CONDITIONS

The environmental conditions in Campos Basin can, in general, be considered fairly good, tending along the year to have the behavior informed in the following table.

MONTHS

DESCRIPTION

November to March

Fairly good

April to June

Variable

July to October

Severe weather conditions


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).

RETURN PERIOD (YEARS)

DIRECTION 1

10

20

30

50

100

N

19.63

23.35

24.75

25.58

27.61

29.01

NE

19.19

23.34

24.86

25.76

26.89

28.42

E

16.92

18.75

19.21

19.77

20.78

21.18

SE

15.85

21.26

23.14

24.25

25.63

27.01

S

18.81

23.90

25.99

27.21

28.75

30.84

SW

19.01

23.30

25.29

25.46

27.93

29.98

W

16.05

22.12

24.23

25.46

27.01

29.11

NW

13.14

17.41

18.96

19.86

21.00

22.54

Table 7.1 - Wind – Return Period (Years) Data: Campos Basin Meteorological Stations


7.1.2 - WAVES Taking into consideration the probability of individual wave heights occurrences, northeast waves prevail with significant wave heights (Hs) varying from 0.5 to 1.0 m. According to the meteorological and oceanographic data from Campos Basin, considering the return period in which it is probable to have a certain sea state represented by {Hs, Tp}, the following data is obtained:

DIRECTION N NE E SE S SW W/NW

RETURN PERIOD (YEARS) 1 10 30 50 Hs (m) 4.20 5.20 5.70 6.00 TP (s) 8.71 9.28 9.58 9.76 Hs (m) 3.90 4.70 5.00 5.20 TP (s) 8.54 8.99 9.16 9.28 Hs (m) 3.70 4.20 4.40 4.50 TP (s) 8.89 9.05 9.11 9.14 Hs (m) 4.50 5.50 6.00 6.30 TP (s) 10.29 10.76 11.00 11.15 Hs (m) 5.10 6.10 6.50 6.70 TP (s) 13.26 14.00 14.31 14.46 Hs (m) 5.70 6.90 7.30 7.50 TP (s) 13.70 14.62 14.94 15.10 Hs (m) 3.00 4.00 4.20 4.40 TP (s) 8.06 8.14 8.16 8.17 Table 7.2 - Waves – Return Period (Years) PARÂMETER

100 6.30 10.00 5.40 9.40 4.70 9.21 6.70 11.35 7.00 14.70 7.80 15.35 4.60 8.19

Data: Campos Basin Meteorological Stations 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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 39/138

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.

RETURN PERIOD (YEARS)

DIRECTION 1

10

20

30

50

100

N

1,01

1,25

1,32

1,35

1,40

1,45

NE

0,85

1,02

1,07

1,09

1,13

1,17

E

0,85

0,98

1,02

1,04

1,07

1,10

SE

1,54

1,77

1,83

1,86

1,91

1,96

S

1,53

1,78

1,84

1,87

1,93

2,02

SW

1,31

1,67

1,76

1,81

1,88

1,97

W

0,97

1,15

1,20

1,23

1,26

1,31

NW

0,68

0,88

0,93

0,97

1,00

1,05

Table 7.3 - Current – Return Period (Years) Data: Campos Basin Meteorological Stations


7.2 - OPERATIONAL SECTORS AND LIMITS

7.2.1 - OPERATIONAL SECTOR 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.


as a standard procedure for all Offloading Terminals in Campos Basin. Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 42/138

REMARK: Suggested DPST limits. Need to be confirmed by DP trials and field experience, initially for each F(P)SO and them

Figure 7.1 - Operational Sectors

7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST DURING APPROACH

Figure 7.2 - Minimum Distance


7.2.3 - ENVIRONMENTAL LIMITATIONS The table below shows the limitations due to environmental conditions.

ACTIVITY

Wind

40 knots

Wave height

3,5 m Hs

Wave Peak Period

9 s

Power Generation and Propulsion

80 % of the power generation and propulsion in a continuous base. Approach and mooring may begin providing:

Approach and mooring Visibility <1 nm

Visibility < 1000 m

Oil Transfer

WORST ACCEPTABLE OPERATING CONDITION

DESCRIPTION

• The visibility is more than 1000 meters ahead DPST bow • The radar and reference systems ( DGPS ) are operating correctly • The DPST Captain and F(P)SO agree it is safe to do so DPST Captain, SBV and F(P)SO must together evaluate and agree upon whether safe conditions exists

Wind

50 knots

Wave height

3,5 m Hs

Wave Peak Period

9s

Power Generation and Propulsion

90 % of the power generation and propulsion in a continuous base.

Table 7.1 - Environmental Limitations REMARK: Weather conditions stated in the alert state shall prevail during offloading operations.


7.2.4 - TENSION ON THE MOORING SYSTEM (HAWSER) It is mandatory that any DPST in charge of an OT offloading must be provided with “Hawser Tension Monitoring System”. 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.


7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING OFFLOADING RELATIVE DISTANCE DPST x FPSO (DP and Relative PRS)

HAWSER TENSION (tons)

ACTIONS RED ALARM NEAR ACTUATE “OESD-2” (Release Hose on BLS) RELEASE HAWSER YELLOW ALARM NEAR STOP PUMPING ACTUATE “OESD-1” (Close Valves on BLS) CONTACT FPSO PREPARE TO STOP PUMPING

90 m OR LESS

---

90 < L < 100 m

---

100 < L < 110 m

---

110 < L < 120 m

---

PROXIMITY WARNING STAY ALERT

120 m

---

LOWER LIMIT FOR OFFLOADING

145 to 155 m

< 5 ton

NORMAL OFFLOADING

165 m

30 < T < 60 ton

STAY ALERT

60 < T < 100 ton

MORE THAN 170 m

T = 100 ton

TENSION OVER 100 ton

CONTACT FPSO PREPARE TO STOP PUMPING YELLOW ALARM FAR STOP PUMPING ACTUATE “OESD-1” (Close Valves on BLS) RED ALARM FAR ACTUATE “OESD-2” MANUALLY AND DISCONNECT HAWSER


7.3 - OFFLOADING SHUTDOWN SYSTEM The Offloading Emergency Shutdown System (OESD) is a set of dedicated sequences of actions to prevent incidents in case of emergency situations during offloading operations. There are two categories of OESD. •

Offloading Emergency Shutdown Class I – OESD I

•

Offloading Emergency Shutdown Class II – OESD II

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: •

Bridge station (mandatory)

•

BLS station

•

CCR


An Offloading Emergency shutdown class I may be initiated manually as result of: •

Oil Spill.

•

Degraded Status or positioning lost in the shuttle tanker DP system.

•

Damage/breakage in hawser or loading hose.

•

Danger of collision.

•

Fire or explosion.

•

Drive off on the DPST.

•

Black out and drift off in the DPST.

•

Exceeding hawser tension pre-established.

AUTOMATIC OESD I An automatic OESD I will occur on the following circumstances: •

Loading pressure in the manifold lines ≥ 7 bars.

•

Hose probe is not exactly in position.

•

Unlocking of the chain stopper.

•

Unlocking of the coupler claws.

•

Closing manifold valve.

•

Closing inboard valve.


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: •

Initiation of OESD I (if not initiated yet).

•

Sprinkler system in bow manifold area will be released.

•

Fire dampers in ventilation system for hydraulic room will close.

•

Emergency disconnection offloading hose, claws open.

•

Chain stopper opens, and mooring hawser will be released.

UNDER NORMAL CIRCUNSTANCES OESD II CANNOT BE USED. OESD II MUST BE USED ONLY IN EMERGENCIES OR FOR TESTING PURPOSES.


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.

OFFLOADING EMERGENCY SHUTDOWN CLASS I TEST. Testing the Offloading Emergency Shutdown Class I sequence can be performed from the following locations on the Shuttle tanker: •

Bridge (mandatory)

•

Cargo Control Room

•

Forecastle

The OESD I test is performed after the “Green Line” has been established.


To perform an OESD I test the following steps are required:

STEP

ACTION

1

On the signal from F(P)SO perform the OESD I test

2

Check for any abnormality

3

Verify the result

4

Reset the OESD I

5

Re-align the “Green Line”

6

Commence offloading

7

Log results of test in appropriate log book

NOTE: The OESD I test should be carried out before every offloading operation.

OFFLOADING EMERGENCY SHUTDOWN CLASS II TEST. 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”. The test must be conducted at least every six months.


The following steps must be observed to perform OESD II:

STEP 1 2 3 4 5

ACTION Ensure the hose and mooring hawser on the DPST are connected and under tension. Ensure the brake on the traction winch has been set on. Ensure the traction winch has been shackled in and the forecastle deluge isolated. 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 position.

6

When all parties are ready, perform the OESD II test.

7

Log results of test in appropriate checklist

The procedures to carry on the OESD II test are stated in Bow Loading System operator manual.

OESD II TEST WARNING 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. Failure to do so may result in severe damage to equipment and/or personnel.


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

Coupler valve

21-26 seconds

Inboard valve

25-30 seconds

Remaining cargo valves

> 35 seconds

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.


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. The Alert State comprises three stages: 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).

COMPLEMENTARY REMARKS: All personnel shall return to their routine in case the Alert State is interrupted during the Alert State One. If the Alert State is interrupted in the second or third Alert State, the F(P)SO OIM shall be consulted on the actions to be taken.


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)

DPST

• Inboard valve open • 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


LOCATION

CONDITION • Mooring bracket shackled out • Tension meter for hawser connected

F(P)SO

• Hose reel band brake engaged • Tension meter for hose connected • OESD I or OESD II not activated • Export valve open

GREEN LINE CHECKLIST

REMARK: See Appendix “E” – Green Line checklist for further instructions.

GREEN LINE STATUS 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.

BREAKING GREEN LINE 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.


7.6 - TELEMETRY SYSTEM It’s being implemented by Petrobras.

REMARK: See Appendix “F” - Telemetry Report Form

7.7 - PERSONNEL TRANSFER Personnel’s transfer should be made exclusively by means of the “Personnel Transfer Basket”. 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


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: In all PETROBRAS installations and facilities and before boarding helicopters or vessels, everyone, including crew members, are subjected to personal search. It’s forbidden to transport the following items: •

Blades and fire arms;

•

Explosives and ammunition;

•

Narcotics or drugs;

•

Alcoholic beverages;

•

Animals;

•

Food;

•

Unauthorized photogragh equipment;


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 •

Flights shall not be scheduled during approach, mooring, unmooring and departure of the DPST.

•

Operations won’t be allowed with helicopters during the offloading hose line connection / disconnection.

ON THE DPST •

Flights shall not be scheduled during approach, mooring, unmooring and departure of 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.


Helicopter operations on the DPST during offloading can only be accomplished if agreed with the F(P)SO OIM and under the following conditions: •

Offloading must be stopped.

•

Cargo tanks pressure reduced and the vent posts closed.

•

In accordance with the ICS “Guide to Helicopter/Ship Operations”.

7.9 - SPUs IDENTIFICATION LIGHTS ON THE OFFSHORE INSTALLATION 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.


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. Alternatively, weather forecastle information can be obtained from the following sources:

•

Brazilian Navy: access internet - www.dhn.mar.mil.br/chm/meteo/inst/index.htm

•

National Space Research Institute: access internet - www.cptec.inp.br

7.11 - FIRE-FIGHTING EQUIPMENT 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. Immediately before, or on arrival of a DPST to any F(P)SO, several actions regarding the use of fire-fighting equipment during oil transfer operations must be accomplish according to International Regulations, such as ISGOTT or Particular Country Regulations. 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.


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.

7.12 - RESTRICTED AREAS TO NAVIGATION 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”.


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

AREA 2 – FLEXIBLE PIPELINES 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


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



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

AREA 5 - ANCHOR HANDLING MATERIALS 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


8.0 - COMMUNICATIONS During any offloading operation a good communication must be established between the OT and the DPST, using at least by two radio channels that should be tested before starting every operation in order to assure an effective and continuous communication between the units.

Also, communications must be conducted in

Portuguese or in reasonable English in order to avoid misunderstanding.

8.1 - COMMUNICATION EQUIPMENT

8.1.1 - MAIN RADIO STATION The F(P)SO and the DPST must be fitted with GMDSS equipment.

8.1.2 - CCR, BRIDGE AND BLS STATION 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.


8.2 - ESTABLISHING COMMUNICATION

8.2.1 - INITIAL CONTACT 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.

8.2.2 - SECONDARY CONTACT 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.

8.2.3 - WORKING CHANNEL 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.


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

8.3 - NOTICE OF READINESS END SEA PASSAGE 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). The communication will be made using the links described above.


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: •

Information about mooring equipment and offloading system conditions.

•

Information exchange during mooring.

•

Commence offloading.

•

Exchange cargo data during loading (quantity loaded, loading rate and quantity to be loaded).

•

Request and confirm on cargo pumps stop.

•

Exchange information during disconnection and unmooring.

•

Ready to let go.

•

Requesting free passage in proposed direction.

8.4.1 - DURING OPERATION During operation, communication between the units is of vital importance to allow safe work. It’s necessary to make sure that the personnel on the DPST and on the F(P)SO are aware of the complexity and limitations of the vessel and the operation. 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.


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

Wave height and period

F(P)SO

Wind speed and direction

F(P)SO

Total of cargo loaded, loading rate and total of cargo to be loaded.

DPST F(P)SO

Average hawser tension during last hour

DPST

Maximum hawser tension during last hour

DPST

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.


9.0 - ARRIVAL AND DEPARTURE

9.1 - MANEUVERING AREA 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.


9.2 - MANEUVERING CONTINGENCY PLAN

9.2.1- DPST 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.

9.2.2 - STANDBY SITUATION 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. Good communication must be guaranteed between ECR and bridge. The bridge and ECR should be manned during all times.


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.

9.2.4 - EMERGENCY PROCEDURES In case of engine or steering gear fault leading to partial or total loss of maneuverability, the DPST Captain shall start ship’s emergency procedures and request assistance of a SBV. The OIM or Captain of the closest OI shall be informed immediately. Environment - Oil Spills are “forbidden”, but in case it happen the F(P)SO OIM shall be informed immediately.


9.2.5 - MOORING DECISION

9.2.5.1 - F(P)SO OIM 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: •

Cargo quantity, temperature and specific gravity.

•

Maximum offloading rate and duration.

•

Arrival sector information including obstructions and restrictions.

•

F(P)SO motions amplitude such as heading, pitch, roll, heave.

•

SBV status (if any).

•

Method for hawser and loading hose handling.

•

Activities of other vessels in the vicinities of the F(P)SO.

•

Weather conditions on the field including:

Wind force and direction. Significant wave height and period. Swell (estimated wave height). Visibility.


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.

9.2.5.3 - POSTPONING OR TERMINATING 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: •

Weather conditions exceeding the operating limits.

•

DPST large motions that might cause any damage to the loading equipment.

•

Critical damage to mooring or oil transfer gear.

•

Poor visibility.

•

Other potentially hazardous activities near by.


10.0 - MOORING PREPARATIONS

10.1 - F(P)SO 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

1

Locate the hawser drum containing the messenger rope.

2

Feed the rope through the guide frame and onto the deck area.

3

Prepare the air gun.

4

Connect the messenger line to the shooting line.

10.2 - DPST MOORING PREPARATIONS

STEP

ACTION

1

Locate the auxiliary lines used for hose and hawser retrieving.

2

Guide the lines from the winches to the deck area between the hose coupling and chain stopper.

3

Prepare the air gun.

4

Connect the messenger line to the shooting line.


10.3 - POSITION REFERENCE SYSTEMS (PRS) REQUIREMENTS

10.3.1

-

MINIMUM

NUMBER

OF

RELATIVE

PRS

DURING

OPERATIONS 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.

10.3.2 - ABSOLUTE PRS DURING OPERATIONS 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.


10.3.3 - PRS CRITERIA The minimum acceptable criteria required for DPST in “full DP” operations are shown in the following table:

CRITERIA 1 2

The DPST must have at least four (4) position reference systems capable of interfacing with the DP system. At least three (3) of the four (4) PRS must be relative position system such as 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: 4

5

•

DARPS and Artemis

•

DARPS and Fan Beam

•

Artemis and Fan Beam

If no relative PRS is available, the DPST may still offtaking in “Taut Hawser Mode” provided that there is an absolute PRS working.

NOTE: Two identical systems alone are not acceptable as they are not fully independent. REMARK: Refer to “Taut Hawser Mode Operation” in Appendix “D” for further instructions. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 77/138

11.0 - APPROACH PROCEDURE

11.1 - APPROACHING SPEED 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.

POSITION

MAXIMUM SPEED ALLOWED

Within 10 nm zone of F(P)SO

Vessel’s maximum speed - COLREG

Within 3 nm of F(P)SO

5 knots

Within 3.000 m of F(P)SO

3 knots

Within 1.500 m of F(P)SO

2 knots

Within 500 m of F(P)SO

1 knot


0.6 knots


0.4 knots


11.2 - DP TESTING

11.2.1 - GENERAL The DP system consists of several subsystems connected together and controlled by one (1) or more computer (s). It is of vital importance that all systems related to the DP system, are verified and checked at regular intervals and treated as an integral/integrated part of the DP system. DP operations should be verified by use of checklists, function control and monitoring.

11.2.2 - CHECKLISTS Before any DP operation is carried out, functioning of the DP system should be verified by a general function test. Checklists should document the function test. 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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 79/138

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”.

2

The DP is allowed at least 15 minutes to calculate a mathematical model and control the status of the PRS. All PRS are removed (dropout) for 5 minutes and an observation of the

3

DPST ability to maintain its position is made. No signs of irregularities in the DPST position will be permitted

4

Log results of test in appropriate checklist

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.


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.


•

“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.

The following table describes the approach process.

Distance

30 NM

Step

1

Responsible

Action Steering Gear, propulsion systems, communication equipments, mooring and loading systems must be checked according to DPST internal procedures.

ST

DPST

1. To Contact the F(P)SO to inform the following: • Inform the ETA to the nominated field; • Inform the last port of call and the vessel position; • Cargo, water and sludge available space; • Operational restrictions, if any.

20 NM

2

F(P)SO

F(P)SO

2. To contact the DPST on channel 16 and agree upon a channel to be nominated as the working channel during the operations. 3. To inform the DPST Captain of the following information: • • • •

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; ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 82/138

Distance

Step

Responsible

Action

F(P)SO

4. To check with the SBV (if any) its operational status. Inform the SBV on the nominated working channel.

F(P)SO

5. To inform the DPST Captain of the following information: • Hose line status; • Oil quantity, temperature and density (20ºC) that will be offloaded to the ST; • BSW - Bulk Sediments and Water - Amount of sludge and water in the oil, given in percentile terms; • Estimated offloading rate (m3/h); • Operational restrictions, if any.

F(P)SO

10 NM

DPST

1. To contact the F(P)SO informing that is ready to start operation

DPST

2. To issue the Notice of Readiness (NOR).

DPST

3. To check that the crew, the systems and all the resources required for a safe operation are ready according to internal procedures.

DPST

4. To request the F(P)SO permission to proceed to the distance of 3 nm.

3

F(P)SO 3.0 NM

4

6. To start preparing its mooring and offloading systems for the operation according to its internal procedures.

DPST

5. Grant Permission. 1. Maximum approaching speed 5 knots.


Distance

Step

Responsible

Action

DPST

2. To request the F(P)SO permission to proceed to the distance of 3000 meters.

F(P)SO

3. To grant Permission.

DPST

1. Maximum approaching speed 3 knots.

DPST

2. To request the F(P)SO the following information: • F(P)SO’s heading; • Wind (direction and speed); • Current (direction and speed).

3000 m

5

DPST DPST SBV (if any)

4. To prepare the emergency towing arrangement according section 19 of this Manual.

SBV (if any)

5. To follow the DPST nearby its stern during the approach operation ready to be connected if a special situation occurs.

DPST


F(P)SO

1500 m

6

3. To check the wind direction and speed data received from the F(P)SO with its own information.

7. To grant Permission.

DPST

1. Maximum approaching speed 2 knots.

DPST

2. To inform the F(P)SO when reaching the 1500 meters mark.


Distance

Step

Responsible DPST

3. To select the Position Reference Systems.

DPST


F(P)SO

500 m

7

8

1. To inform the F(P)SO when reaching the 500 meters mark. Maximum speed at this position should be 1.0 knot.

DPST

2. Refer to section 11.2 - “DP Testing”.

DPST


9

1. To inform the F(P)SO when reaching the 300 meters mark. Maximum speed at this position should be 0.6 knots.

DPST


10

3. To grant permission.

DPST

1. To inform the F(P)SO when reaching the 200 meters mark. Maximum speed at this position should be 0.4 knots.

DPST


F(P)SO

140 m


DPST

F(P)SO

200 m


DPST

F(P)SO

300 m

Action

DPST

3. To grant permission. To inform the F(P)SO when reaching the 140 meters mark. The vessel should be stopped at this position.


11.4 - DIRECTION OF APPROACH 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.

11.4.1 - ALTERNATIVE DIRECTION OF APPROACH 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.

11.4.2 - REDUCED VISIBILITY 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


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


12.0 - MESSENGER LINE TRANSFER The messenger line may be transfer in two possible ways. 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. The methods to messenger line transfer are:

12.1 - METHOD ONE

STEP

ACTION

1

The DPST position itself using DP – Approach Mode.

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.


12.2 - METHOD TWO

STEP

ACTION

1

The DPST position itself using DP – Approach Mode.

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.


13.0 - CONNECTION OF HAWSER AND HOSE

13.1 - MESSENGER LINE TRANSFER 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.


13.2 - CONNECTION PROCESS - METHOD ONE - DPST SHOOTING THE LINE The following table describes the hawser connection process.

Stage Distance Responsible 1

140 m

DPST

2

140 m

F(P)SO

Description To request the F(P)SO permission to proceed to the distance of 130 meters. To grant permission. To inform the F(P)SO when reaching the 130

3

130 m

DPST

meters mark. The vessel should be stopped at this position.

4

130 m

F(P)SO

5

130 m

DPST

6

130 m

F(P)SO

7

130 m

F(P)SO

To inform the DPST that is ready to receive the shooting line. To shoot the shooting line using the air gun. To receive the messenger line and connect it to the first messenger line. According request of the DPST, start to lower the messengers and the hawser. To

8

130 m

F(P)SO

connect

the

offloading

hose

system

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,

9

130 m

F(P)SO

hawser and the messenger line for the offloading hose system completely. Secure the mooring system on the locking arrangement.

10

130 m

DPST

To retrieve the first and second messenger line completely until the chafing chain is on the chain


stopper. 11

130 m

DPST

12

130 m

DPST

Once positioned in the chain stopper onboard the DPST, the chafing chain is locked. The second messenger line is then disconnected 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.


13.3 - CONNECTION PROCESS - METHOD TWO - F(P)SO SHOOTING THE LINE The following table describes the hawser connection process.


140 m

DPST

2

140 m

F(P)SO

Description To request the F(P)SO permission to proceed to the distance of 130 meters. To grant permission. To inform the F(P)SO when reaching the 140

3

130 m

DPST

meters mark. The vessel should be stopped at this position.

4

130 m

DPST

5

130 m

F(P)SO

To inform the F(P)SO that is ready to receive the shooting line. 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. 7

130 m

F(P)SO

According request of the DPST, start to lower the messengers and the hawser. To

8

130 m

F(P)SO

connect

the

offloading

hose

system

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,

9

130 m

F(P)SO

hawser and the messenger line for the offloading hose system completely. To secure the mooring system on the locking arrangement.

10

130 m

DPST

To retrieve the first and second messenger line


completely until the chafing chain is on the chain stopper. 11

130 m

DPST

12

130 m

DPST

Once positioned in the chain stopper onboard the DPST, the chafing chain is locked. The second messenger line is then disconnected 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.


13.4 - OFFLOADING HOSE LINE CONNECTION PROCESS The following table describes the offloading hose connection process.

Stage Distance Responsible

Description To

1

130 m

DPST

start

retrieving

the

offloading

system

messenger line. To request the F(P)SO to start lowering the hose line.

2

130 m

F(P)SO

According request of the DPST, start to feed out the hose line. To instruct the DPST on the speed to be used

3

130 m

F(P)SO

when retrieving the offloading system messenger line. In order to have a good hose position for

4

130 m

F(P)SO

connection on the coupler valve, request the DPST to stop retrieving. To

5

130 m

DPST

stop

retrieving

the

offloading

system

messenger line as instructed by the F(P)SO. To wait for instructions. To lower the hose line completely and connect it to the coupler valve. To inform the DPST that the

6

130 m

F(P)SO

hose line is connected and request the DPST to start retrieving the offloading system messenger line.

7

130 m

DPST

8

130 m

DPST

To

start

retrieving

the

offloading

system

messenger line until the leading mark line-up. To connect the hose line according to internal procedures.



130 m

DPST

10

130 m

DPST

11

130 m

DPST

12

150 m

DPST

13

150 m

DPST

14

150 m

DPST

Description To inform the F(P)SO that the hose line is connected. To request the F(P)SO permission to proceed to the distance of 150 meters. To grant permission. To inform the F(P)SO when reaching the 150 meters mark. To disconnect the offloading system messenger line from the hose bridle. To select on the DP system the “weathervane” mode. To prepare the vessel to start loading according to

15

150 m

DPST

internal procedures. See section referring to “Green line”.

16

150 m

DPST

To inform the F(P)SO when ready to start loading.


14.0 - OFFLOADING OPERATIONS This section describes the requirements to initiate, conduct and terminate offloading in DP mode.

14.1 - INITIATE OFFTAKE

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: •

Lock the chain stopper.

•

Lock the hose coupling claws in secured position.

•

Open inboard ball valve and coupler valve.

•

Hose probe needs to be exactly in position.

•

Adequate number of valves onboard loading system must be open.


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 rate may be increased to the appropriate volume, providing: •

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.

The green line will interrupts during the following circumstances: •

Loading pressure in the manifold lines ≥ 7 bars.

•

Hose probe is not exactly in position.

•

Unlocking of the chain stopper.

•

Unlocking of the coupler claws.

•

Closing manifold valve.

•

Closing inboard valve.


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.

14.1.5 - LOADING HOSE PRESSURE TEST 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 - BRIDGE, CCR AND ECR MANNING

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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 99/138

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 During loading in DP-System mode or any other maneuvering or loading operation in the Campos Basin Area, the engine control room must be properly manned with qualified and competent Officers and crew, whom are able to correct eventual malfunctions of defects to the propulsion and power systems.


14.2 - SEQUENCE AND CHECK

14.2.1 - SEQUENCE The DPST must inform the tanks loading sequence before start offloading.

14.2.2 - QUANTITY CHECKS 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.

14.3 - OFFTAKE TERMINATION

14.3.1 - OFFLOADING RATE 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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 101/138

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. In this case F(P)SO will be ready for: •

Reduce pump speed or number of pumps in operation to meet the requested rate.

•

Standby and prepare to discontinue offloading immediately.

14.3.3 - TERMINATION Termination will normally be performed onboard the F(P)SO upon the request of the DPST. The following table describes the steps for the process:

STAGE RESPONSIBLE

DESCRIPTION One hour before departure informs the F(P)SO and the

1

DPST

SBV (if any) the estimated time of loading termination. The DPST must agree with the F(P)SO about the loading rate.

2

DPST / F(P)SO

When loading completed the DPST will request the F(P)SO to stop pumping.


15.0 - FLUSHING Flushing of the hose line will normally be performed to keep the line clean for the next operation. The following table describes the steps for the process:

Stage

Responsible

Description

1

F(P)SO

2

DPST

3

F(P)SO

4

DPST

5

F(P)SO

To inform the DPST the termination of the flushing.

6

F(P)SO

To close the coupler valve.

7

F(P)SO

8

DPST

9

DPST

10

DPST

To prepare for flushing the hose line. To prepare the vessel to receive the flushing. To inform the DPST that is ready to start flushing the hose line. To grant permission to start flushing.

To inform the DPST that the coupler valve is closed and request the DPST to close the BLS valve. To check that the manifold valve status green light is off and the yellow light on. To close the inboard valve To check that the inboard ball valve status green lights is off the yellow light on


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.

16.1- MAKE READY FOR DISCONNECTION

16.1.1 - HEADING & POSITION 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.

16.1.3 - DPST PROCEDURES The DPST will prepare to disconnect after received confirmation that all valves on F(P)SO are closed.


The following steps are required to prepare DPST for disconnection.

STAGE 1

DESCRIPTION To connect the offloading system messenger line to the hose bridle. To carry out following actions before starting the disconnection operation and tighten up the hose bridle:

2

•

Set up communication between bridge and BLS station

•

Adjust the DPST camera to monitor the hose bridle, keep attention to the outside of the hose bridle.

•

When the offloading system messenger line is being tightened up the personnel on bow area should use boathook to guide the offloading hose messenger line.

3

To tighten up the offloading hose messenger line.

16.1.4 - F(P)SO PROCEDURES 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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 105/138

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.

Stage

Responsible

Description To inform the F(P)SO and the SBV (if any) that is ready

01

DPST

to disconnect the hose line. Request permission to disconnect.

02

F(P)SO

03

DPST

04

DPST

05

F(P)SO

06

DPST

07

F(P)SO

08

DPST

To grant Permission. To disconnect the hose line according to internal procedures. Prepare to start lowering the hose line. To inform the F(P)SO that the hose line is disconnected. To start retrieving the hose line. To instruct the DPST on the speed to be used when lowering the hose line To start lowering the hose line. To inform the DPST that the hose line is all on board and secured. To connect the end of the offloading system messenger line to the chafing chain using a rope strop.


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. The following steps are required do disconnect the mooring hawser.


150 m

DPST

2

150 m

DPST

3

150 m

DPST

4

150 m

F(P)SO

5

140 m

DPST

6

140 m

DPST

7

140 m

F(P)SO

8

140 m

DPST

9

140 m

DPST

10

DPST

Description To connect the messenger line to the chafing chain. To heave tight the messenger line. To request the F(P)SO permission to proceed to the distance of 140 meters to start disconnecting. To grant permission To inform the F(P)SO when reaching the 140 meters mark. To request the F(P)SO permission to start disconnecting the mooring system. To grant permission. To open the chain stopper and start lowering the mooring system. To inform the F(P)SO and the SBV (if any) that is unmoored. To start moving astern while lowering. To

11

F(P)SO

start

retrieving

the

offloading

system

messenger line and the hawser just after the chafing chain leaves the gutter on the DPST.

12

DPST

To Inform the F(P)SO when the end of the


Stage Distance Responsible

Description messenger line is thrown into the sea.

13

F(P)SO

To inform the DPST that the messenger line is secured on deck.

WARNING: Superfluous slack on lines in the water must be avoided during disconnection process.

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).


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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 109/138

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 email 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. Any apparent discrepancies in the figures or in the times should be immediately brought to the attention of the party involved.


19.0 - STANDBY VESSEL

19.1 - STANDBY VESSEL DUTIES 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: •

DPST assistance when required: − Power failure on the DPST in any phase of the operation. − Break in or failure of hawser, loading hose or other equipment.

•

Search and rescue.

•

Proximity of other installations in the F(P)SO exclusion zone.

•

Collision avoidance or vessel diversion.

•

Oil spill response.

•

Fire-fighting.

•

Emergency towing.

•

Man-over-board.

•

Area surveillance.

•

Other possible emergency situations.

NOTE: The DPST Captain or the OIM may ask for assistance by SBV whenever required. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 111/138

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).


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: •

The SBV will be maneuvered into a position approximately 50 meters astern of the DPST.

•

With the SBV in position the line will be shot over from the DPST across the SBV’s after deck.

•

The forerunner for the DPST towing wire will be hauled aboard the SBV and secured to the wire on the tugger winch drum.

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. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc 113/138

19.4 - MAXIMUM RESPONSE TIME Under study by Petrobras.

19.5 - EMERGENCY TOWING WIRE TRIALS 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).


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: •

Heading of the DPST on commencement of trials.

•

Approach direction for the SBV.

•

Objectives of the trial.

•

Clear criteria for completion of the trial.

•

Arrangements for recovery of towing equipment.

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.


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: •

Mooring line failure.

•

Mooring hawser failure or defect.

•

Loading hose failure or defect.

•

DPST engine break down.

•

Collision between the DPST and the F(P)SO.

Should any irregularity or potential hazard arise, the F(P)SO and/or the DPST should consider the following courses of action. •

Continue offloading in “Taut Hawser” mode.

•

Stop offloading but remain moored with hose connected.

•

Stop offloading but remain moored with hose disconnected.

•

Stop offloading and disconnect hose and hawser, and move away from the F(P)SO vicinity.

•

Remain moored with the SBV connected by the towing arrangement.


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.

20.1.1 - OFFLOADING DISTANCE 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.

20.2 - HOSE RUPTURE

20.2.1 - TENSION ALARM 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.


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.

20.2.4 - OIL SPILL For oil spill clean-up procedure refers to Oil Spill Response Plan.

20.3 - MOORING HAWSER RUPTURE

20.3.1 - TENSION ALARM 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. The hawser failure is most likely detected by the F(P)SO.


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.

20.3.2 - FOWARD THRUSTERS 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.

20.4 - THRUSTERS FAILURE 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


the remaining DPST capability, the DPST Captain should decide whether the SBV assistance is needed or not. REMARK: refer to the VESSEL’S DEGRADED STATUS for further information.

20.5 - MAIN PROPELER FAULT 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.


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 2

The DPST Captain contacts the SBV and requests assistance

3

After disconnection, the SBV will pull the DPST out of 500 m zone

4

Lateral thrusters will be used to adjust direction

REMARK: If the DPST is fitted with Bow Azimuth Thruster, it can be used to keep the DPST clear of the F(P)SO.


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 controlled disconnection is likely to obstruct the emergency response or create unacceptable hazards, OESD II must be activated without hesitation.

20.7 - COLLISION AVOIDANCE 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.


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.

20.8.1 - BLACK OUT ACTION The table below describes the actions that must be performed in the event of a black out.

STEP


1

OESD II – If there is a risk of collision OESD I – If there appears to be no risk of collision

2


3

After disconnection the SBV will pull the DPST out of 500 m zone


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.

20.9.1 - DRIVE OFF ACTION The table below describes the actions that must be performed in the event of drive off.

STEP


1

OESD II – If there is a risk of collision OESD I – If there appears to be no risk of collision

2


3

After disconnection the SBV will pull the DPST out of 500 m zone

20.10 - FAILURE OF RADIO COMMUNICATION On failure of VHF radio, communication shall be attempted on SSB, frequency 4.125 MHz. and loading should be stopped until satisfactory VHF communications are reestablished.


APPENDIX A

SPECIFICATIONS

MOORING HAWSER AND CHAFING CHAIN

COMPONENT

Mooring hawser

DESCRIPTION

SPECIFICATION

Length

150 m

Material

nylon

Circumference

21 inches single rope

Construction Double braided Type Nominal breaking 630 tons load Length

27 links ( 9 meters)

Diameter

76 mm

Chafing chain


MESSENGER ROPE

The hawser is transferred to the DPST using two messenger ropes consisting of: COMPONENT 1º Messenger line

2º Messenger line

DESCRIPTION Length Material Circumference Minimum Break load Length Material Circumference Minimum Break load

SPECIFICATION 150 m Polypropylene 3 inch 7,6 tons 220 m Polypropylene 10 inches 72 tons

CONNECTION BETWEEN CHAFING CHAIN AND MESSENGER ROPE

A 35 tons shackle is used to connect the chafing chain to the messenger line.


APPENDIX B

SPECIFICATIONS

HOSE AND HOSE COUPLINGS

COMPONENT

Hose

Hose couplings

DESCRIPTION

SPECIFICATION

Overall Length

250 m

Type

Submarine – double carcass

Number of sections

23

Length per section

10,8 m

Inner diameter

20 inches (508 mm)

Outboard end

20 inches (valve)

Inboard end

Swivel coupling


HOSE DEPLOYMENT LINE

COMPONENT

Deployment line

Bridle

DESCRIPTION

SPECIFICATION

Material

Polysteel – Polypropylene fiber

Length

220 m

Circumference

12 inches

MBL

173 tons

Type

Grommet

Length

3m

Diameter

70 mm

MBL

84 tons


APPENDIX C COMPETENCE AND TRAINING REQUIREMENTS

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).

2.0 - GENERAL DESCRIPTION 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. The International Marine Contractors Association (IMCA) DP-guidelines and United Kingdom Offshore Operations Association (UKOOA) FPSO Committee - Tandem Loading Guidelines should be used as a reference document in the competence planning process.


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.

3.0 - COMPETENCE REQUIREMENTS

3.1 - GENERAL SHIP HANDLING COMPETENCE

3.1.1 - APPLIES TO MASTERS AND DECK OFFICERS

The simulator, DP and related systems training requirements are detailed in attachment “A”.

3.2

-

DYNAMIC

POSITIONING

(DP)

RELATED

SYSTEMS

COMPETENCE 3.2.1 - APPLIES TO MASTER AND DECK OFFICERS IN CHARGE (DP OPERATORS) Minimum requirement is met by holding the limited NMD / Nautical Institute’s DP certificate including the required / approved DP courses. The requirements include relevant competence in operating the position reference and monitoring systems (like Artemis, DGPS / DARPS, Blom and others as applicable) based on formal courses. Refer to attachment “A”.


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.

3.2.2 - APPLIES TO JUNIOR DECK OFFICERS Minimum requirements are the introductory DP course at an NMD / Nautical Institute approved training centre within the first 6 months after signing on as a Junior Officer. The competence requirement includes relevant knowledge to the position reference and monitoring systems (like Artemis, DGPS / DARPS, Blom and others applicable) based on onboard training verified by the Master / Chief Officer. Refer to attachment “A”.

3.3 - BRIDGE RESOURCE MANAGEMENT (BRM) COMPETENCE

3.3.1 - APPLIES TO MASTER AND DECK OFFICERS

Minimum requirement is met by completing a BRM-course within 6 months after signing on. Refer to attachment “A”.


ATTACHMENT “A”

TRAINING COURSE

POSITION MASTER

CHIEF MATE

1. MATE

BRM / BRIDGE RESOURCE MANAGEMENT COURSE

X

X

X

X

OFFSHORE LOADING PHASE I

X

X

X

X

OFFSHORE LOADING PHASE II

X

X

X

X

OFFSHORE LOADING PHASE III *

X

X

X

X

DP BASIC OPERATOR COURSE

X

X

X

X

DP ADVANCED OPERATOR COURSE

X

X

ARTEMIS OPERATOR COURSE

X

X

DGPS / DARPS OPERATOR COURSE

X

X

FAN BEAM OPERATOR COURSE

X

X

X

X

/

BLOM PMS SYSTEM OPERATOR COURSE ARTEMIS MAINTENANCE COURSE DGPS / DARPS MAINTENANCE COURSE FAN BEAM MAINTENANCE COURSE BLOM PMS SYSTEM MAINTANANCE COURSE

2. ELECT. MATE

X X X X

(*) – Every two (2) years;


APPENDIX D

TAUT HAWSER MODE OPERATION 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.

•

At least one absolute PRS must be working properly.

•

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.


•

The DPST must keep its position and heading in accordance with the operational sector and limits described in item 7.2.

•

The DPST must inform the SBV of the situation, if any.

•

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”


APPENDIX E

GREEN LINE CHECK LIST

“The following sequence must be established to achieve green line:

No.

STEP

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

OK


APPENDIX F

TELEMETRY REPORT FORM

It’s been implemented by Petrobras.


APPENDIX G

OFFSHORE LOADING FORM 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.

DATA SHEET – OFFSHORE LOADING Vessel: Voyage no.:

F(P)SO: Cargo no.: Ship Readings Wind

Date Time Head.

Dir. (deg)

Force (knots)

F(P)SO Mooring Hawser

Current Dir (deg)

Force (Knots)

Max (tons)

Ship Readings Date

Time

Total Loaded

Cargo Total Load. to Rate Load

Date:

Aver (tons)

Wave Hs (m)

Max High Per (m) (s)

F(P)SO Cargo Time of Completion

Total Disc.

Load. Rate

Total to Disc.

Cargo Diff.

Signature


APPENDIX H SAILING ADVICE FORM 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 Cargo no.: Shuttle Tanker: Flag: Call Sign: Master: Destination: ETA Destination:

OPERATION DATA NOR: Mooring Commenced: Mooring Finished: Hose connection Commenced: Hose connection Finished: Loading Commenced: Loading finished: Flushing Commenced: Flushing finished: Hose disconnection Commenced: Hose disconnection Finished: Unmooring Commenced: Unmooring finished: Departure F(P)SO: Pass 10 nm:

CARGO QUANTITY/QUALITY DISCHARGED FROM F(P)SO Cubic Meters Metric Tons Barrels Density Temperature API BSW (20o C) (% vol) SLOP QUANTITY RECEIVED FROM F(P)SO Cubic Meters Metric Tons Temperature REMARKS:

Date:

Signature:

Name:

F(P)SO


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