COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

RECOMMENDED CONSTRUCTION OF WIRE MOORINGS For mooring VLCCs, it is recommended that a minimum construction for wire moorings should be as follows 42mm diameter, 6 x 37 class IWRC, pre-formed, heavily drawn galvanized wire line (minimum tensile strength of 180 kg/mm2) with a typical MBL of 115 tonnes. 10.8 TENDING THE MOORINGS An efcient watch must be maintained on the vessels moorings at all times to ensure that all lines have the required tension and that the vessel is kept close alongside. Alongside piers or quays, keeping all mooring lines taut should prevent ranging of the ship. Attention should be given to the movement of the ship caused by wind, currents, tides or passing ships and the operation in progress. Vessels that move out of position will be charged for all expenses associated with re-positioning. 10.9 ANCHORS. Masters must be aware of areas of underwater oil pipelines and other submerged installations. On completion of mooring the anchors shall be effectively secured in the hawse-pipes to prevent accidental use at berth.

11. MOORING RULES & OPERATIONS FOR SPM BERTHS 11.1 PREPARATIONS PRIOR TO BERTHING Ships assigned to the SPM berths must comply with the OCIMF publication Recommendations for Equipment Employed in the Mooring of ships at Single Point Moorings. Third edition, 1993. During the approach, while mooring and while secured in the berth, the vessels anchors MUST be secured by stoppers to prevent accidental dropping with subsequent damage to the sub-sea pipelines and equipment.

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COMMON RULES & INFORMATION

If ships anchors must be used as an extreme emergency measure, they should not be used in the direction of the seabed pipeline or within 600 meters (2000 feet) of the Buoy. Line handling during mooring and unmooring shall be performed by the ships staff under instructions of the Pilot/Mooring Master. Both port and starboard derricks shall be rigged and ready to lift the hose connecting equipment basket from the launch from either side. A trolley should be available to transport this equipment about the vessels deck. The following vessels equipment should be ready on the forecastle head. Large crow bar. Large ashlight for night mooring. A messenger lines 24 to 28 millimeter diameter, 150 meters in length. Winch drum or empty spool drum to heave onboard the mooring pick up rope.

Note: Where possible, the mooring line(s) should lead through a Panama chock in the center of the bow, rather than through a single port or starboard bow fairlead as this produces less tendency to yaw. Power should be switched on the winches (mooring deck equipment) on the forecastle and to the derricks or cranes at the ships manifold that should be made ready to lift the ancillary mooring and hose handling equipment. Manifold should be made ready. Terminal personnel will check that all equipment for mooring and hose connecting operations are on board the launch and in working order prior to departure. Items such as chain hoists, gaskets, wrenches, ange bolt sets, buttery valve handles, ullaging equipment, sample bottles, etc., may be required and placed on board.

PREPARING THE FORECASTLE HEAD

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

PREPARING THE PORT SIDE MANIFOLD

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

2 0 0m m 2002 m m . 0 0 m m ..

B U N K E R L IN E

200mm. 300mm.

3 0 m 303 00 m m .0 0 m m . m.

C A R G O L IN E CARGO L E NIN O .3 C A R G O L IN E N O .3 N O .3 CARGO L IN E C A R G O L IN E N O .3 N O .3 C A R G O L IN E N O .3 300mm.

300mm.

300

300

00 0m m . . 44 0 m m

C A R G O L IN E N O .4

300

4.00mm. 400mm

300

400mm.

C A R G O L IN E B U N K E R L IN E NIN O .4 CARGO L E CARG L IN E NO O .4 NG OO .4L IN E CAR C A R G O L IN E N O .4 N O .4

B U N K E R L IN E 200mm.

200mm.

400mm.

COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

The port derrick must be rigged for maximum height and load lifting capacity. If possible, the topping lift of the derrick should be on its own winch. Two 16 or 20 ange connections on selected cargo manifolds and if bunkers are available and required, one 12 ange on the after bunker connection. All anges are class 150 ANSI. In order to avoid delays, the vessel should have reducers ready at the port side manifold to adapt to these sizes. Drip trays, sawdust or sand and re-ghting equipment should be in position. Saudi Aramco normally supplies the following but their presence will prevent delays in case of deciency or malfunction Handy-Billy Spare spanners Spare wire strops Spare bolts.

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

In order to secure the hoses to the vessels manifold, the manifold arrangement must be as recommended in the O.C.I.M.F. publication CF IM AD NA DR AD RD M A N IF DA AR RR RA AN NG GE E O RR O CO IM SF TS AT N M A N IF OO LL D EM M EN NT T FF O RECOMMENDATIONS FOR OIL TANKER MANIFOLDS AND ASSOCIATED O C IM F S T A N D A R D A NO IF OE LR D 1A R R0 A0ND GW EM 6 0 ,0 T EN T FOR V E S SM ES L S V 1 6 0 ,0 0 0 D W T V E S S E L O V E R 16 0 ,0 00 TEM EN T FOR V EA SR SE SA ON V IF E R EQUIPMENT (FOURTH EDITION 1991). O C IM F S T AN D DLM OL D AR RD AW NG

P LAN PP L A L AN N PLAN PLAN

B U N K E R L IN E

VL AL CA AP PA AB BL L EO O C E FFRR EE MM OO VA B O L L AW D D IA M E T E R 3 00 m m .R O0 L L A R D 16 ,0 0 0 D T V ESSE LS O V ER B O P E N M E S H G R A T IN G D IA M IA E TM ER 3 00 3 m00 m .m m .D ETER C APAB LE O F R EM O V AL BOLLARD O P E N M E S H G R A T IN G D IA M E T E R 3 00 m m . P E N M E S H G R A T IN G C A P A B L E CO O F REM O VAL APAB LE O F R EM O V AL BO O LR A B U N K E R L IN E B LL LA DR D DM IA M ETER 300 00 m D.IA ET ER 3 mm m. B U N K E R L IN E

V E S S E L S O V E R 1 6 0 ,0 0 0 D W T O C IM FO S T D R M PE NA MN ES HA GR AD T IN G A N IF O L D A R R A N G E M E N T F O R O P E N M E G R A T IN CN AP A L EG O F M OG VA L O V E R 1 6 0 ,0 0 0 D W T O PE M EB SS HH R AR TE IN G V E S S E L S BR OR LL A RG DE M E N T F O R O C IM F S T A N D A R D M A N IF O L D A A N

PLAN

300

F A IR L E A D 4 0 0 X 25 0 4L 0E T O N4 N0E S 25 .W0 .L . F A IR A D 0SX 4.0 0 X 25 0 FN AN IR D.L 40 TO EL SE SA .W O N EX S 25 S .W L ET A D 425 00 0 .L . FF AA IRIR L E4 A0 D 40 0N X 0 44 00 TO NN ES .W . .W .L . TNO NSE S.L S F A IR L E A D 4 0 0 X 25 0 4 0 T O N N E S S .W .L . E A 4 0E 0 4L 0D T N S 25 .W0 .L . FF AA IRIR LE A 4O 0D 0N X 25 0SX 44 00 TO NN ES .W . .W .L . S TNO NSE S.L F A IR L E A D 4 0 0 X 25 0

300

CR CC IF IF O RO MR M C RU U BO LL AR D B L L A R CRUC O M S.W .L. 4IF 0O T OR NN E SD 0R TD O NN E S S.W .L. B O L L4A 4 O N N E SM S WM .L. C R U C IF O. R C0 RT U C IF O R

F A IR L E A D 4 0 0 X 25 0 4 0 T O N N E S S .W .L . 4 0 T O N N E S S .W .L . F A IR L E A D 4 0 0 X 25 0 4 0 T O N N E S S .W .L .

F A IR L E A D 4 0 0 X 25 0

BL O AR D BOL AL RL D 40 T N EN SN SE .W L. W . L . 4O 0N T O S .S C R U C IF O R M BO LL AR D 40 TO NN E S S.W .L.

72

SE C T IO N SE C SE T IO O C IM F ST A N D A R D M A N IFO LD A R R A N G E M E N T FO R CN T IO N SE C T IO N V E S SE L S O V E R 1 6 0 ,0 00 D W T SE C SE T IO CN T IO N
M AN IFO LD S AN UP PGE O RS TN TO O T L E SS T H AN 200m m FL F L AN GE S N OM T AN L E SS TH AN UP 200m m LD M AN IFO LD S UPIFO POR T TS O PO RT TO 4600 F L AN GE S F NL O T LGE E SS AN ST NH OAN T L200m E SS m T H AN 200m m

V E S SEV LE SS O VE 16 0E ,0 00 D SE LR S O V R 16 0W ,0 T 00 D W T

SE C T IO N M AN IFO LD S UP P O R T T O

4600 4600
4600 4600

2100 MAX.. 21 0M 0E M A X 10 TE R S ..

S PILL TAN K S PILL TAN K 600 S PILL TAN K S PILL TAN K

S PILL TAN K

600
1800 1800

S PILL TAN K S PILL TAN K

1800 1800

H O SE S UP P O R T R A IL 300m m . R AD IUS m . R AD IUS 300m H O SE S UP P O RS AUP IL P O R T R A IL HR OT SE

1800 1800

1800

1m. 1m. 1m. 1m. D E R R IC K M US T P1m. LUM B D EER RR IC KM T P LUM B 1 M TE O UTB OUS AR D D E R R IC K M US T P LUM B 1M R OK UTB O AR DE ETE R R IC M US T PD LUM B 1m. 1 1m. M E TE R O UTB O AR D 1 M E TE R O UTB DO EAR R RD IC K M US T P LUM

11.2 PILOT BOARDING The Pilot will board the tanker at the waiting area.

1M E TE R O O AR D D E R R IC KD M PUTB LUM B EUS R RT IC K M US T PL 1 M E TE R 1 OM UTB O AR D E TE RO UTB O AR

The Master should provide an adequate lee for embarking the pilot if he is to board by launch, or orient and prepare his ship as requested by the helicopter dispatcher if the pilot is to board by helicopter. 11.3 EQUIPMENT TRANSFER The hose handling derrick/crane shall be ready for immediate use, in order to transfer on board all equipment for mooring and hose connection. The transfer must be done as soon after the Pilot boards the vessel as possible. For this purpose an adequate lee shall be provided. IN ORDER TO PREVENT INJURY TO PERSONNEL AND DAMAGE TO THE LAUNCH SUPERSTRUCTURE, THE HOISTING BLOCK MUST BE SECURED AND CONTROLLED BY A HANDLING LINE DURING THE ENTIRE TRANSFER OPERATION. Saudi Aramco mooring and hose connecting equipment will be lifted aboard the tanker from the launch on either the port or starboard side by means of the ships derrick. 11.4 BERTHING ~ SEQUENCE OF OPERATIONS

1. MOORING / LINE BOATS

Two boats are used in the mooring operation. One to hold the cargo hoses away from the incoming tanker. One to take the heaving line and pass the pick-up rope.
73

2100 MAX..

600 600

10 METERS

300m m . R AD IUS 300m m . R AD IUS H O SE S UP P O R T R IL S UP P O R T R A IL H OA SE 300m m . Rm AD IUS 300m . R AD IUS 300m m . R AD IUS H O SEHS PUP OP R T RR A OUP SE S O RT AIL IL

2100 MAX..

600 600

600

10 METERS

M US T O P E R ATE = 10 M E TE RS

2100 MAX.. 102 M E TM ER S 10 0 A X..

4600

R ATE M US T O P E M US T OPE = 10 M E TE= RS 10 M E TE

2100 MAX1 ..0 METERS

10 METERS 10 METERS

M AN IFO LD M S UP O R LD T TO ANP IFO S UP P O R T T O 4600 M AN IFO LD S UP P O R T T O F L AN GE S NF O LE SS H AN mH LT AN GE ST TL E L200m E SS T AN F L AN GE SN NO OT SS T H AN 200m m 200m m

H E IG H T TO W H IC H D E R RIC WH HH DT ER RIC K H E IG H T TO HIC E IG TO M US T O P E R AT RE ATE M US T IC OP WH HED R RIC KH W IC H D ERR =H 10 M EE TE H E IG T TO H IGRS HT T = 10 M ET TE RS P E R ATE M US O A MD US T RIC OPE H E IG H T TO W H IC H E R KR W H IC H D W H IC H= D E R RIC 10 M EK TE RS = 10 M E TE RS

H E IG H T TO

COMMON RULES & INFORMATION

O C IM F O ST ND RD M A N IFO A R RA N G E M E N TN FO RM E N T FO R E SA SE L OA V E R 16 0 ,0 00 D W T CA IM FA ST AV N D R DSLD M N IFO LD A R R A GE OO CC IM FF ST A N A R D M N IFO LD A RD R A N G EN MG EE NM TE FO R V ED S SE L S O V E R 1 6 0 ,0 00 W T COMMON RULES & IM A N D A R D M A N IFO LD A R A N T FO V EA S SE L S O V E 1R 6 0 ,0 00 D W T OST C IM F ST A N D A R D M A NR IFO LD A R R A N GINFORMATION EM ER N T FO R V E S SE L S O V E R 1 6 0 ,0 00 D W T

O C IM F ST A N D A R D M A N IFO LD A R R A N G E M E N T FO R

COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

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

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

3. SELECT OPTIMUM APPROACH DIRECTION.

Prior to making the nal approach to the berth, it is important that the Master and the Pilot make a careful study and analysis and be aware of all conditions and factors that will inuence the mooring of the tanker at that time. The Master should be fully cognizant of the tide, current, wind, swell and wave effect, and the direction in which the oating hose string and hawser are lying. The optimum approach to the terminal is into the wind and sea. At times, however, this will not be possible because of the current being at variance with the wind or sea conditions. Accordingly, it is incumbent upon the Master to exercise careful judgment when approaching the terminal, particularly during the hours of darkness and in poor visibility. Particular attention must be given to the location of the oating hose string. Normally, the position of the oating hoses will be controlled by the currents, rather than by wind effect.

4. APPROACHING THE BERTH

When the optimum approach route has been selected, the tanker should proceed toward the terminal at a suitable speed dependent upon the conditions at that time. Approximately 1000 meters from the berth, the vessel should have only sufcient way on for steerage. The oating hose string should be on the port side. The tanker should make the nal approach with the buoy on the port bow, rather than
74

COMMON RULES & INFORMATION

dead ahead. This permits the Pilot/Mooring Master on the bridge to observe the buoy at all times, and in the event of any misjudgment of the approach speed, there is no danger of overrunning the buoy. IT IS EXTREMELY DANGEROUS FOR SMALL BOATS TO LIE IN THE PATH OF LARGE VESSELS, PARTICULARLY WHEN THE LARGER VESSEL HAS A BULBOUS BOW. THEREFORE, THE SHIPS CREW MUST CARRY THE MESSENGER LINE 50 FEET AFT (MINIMUM) TO ONE SIDE OF THE SHIP BEFORE LOWERING THE MESSENGER LINE, THEREBY MAKING IT UNNECESSARY FOR THE LAUNCH TO POSITION ITSELF DEAD AHEAD. The tankers approach speed must be reduced to a minimum, but sufcient to keep the ships maneuverability.

5. MOORING HAWSER HOOKUP

As the vessel approaches the berth, the oating hoses are towed away from the path of the approaching tanker. When the vessel is approximately 300 to 460 meters (1000 to 1500 feet) from the buoy, and still making way, the service launch will bring the port hawser pick-up rope (80 mm diameter) and make it fast to the messenger. At the boats signal, the pick-up rope is heaved on deck. UNDER NO CIRCUMSTANCES MUST ANY LOAD BE PUT ON THE PICKUP ROPE AS THIS WILL ADVERSELY AFFECT THE MANEUVERABILITY OF THE VESSEL AND EVENTUALLY LEAD TO THE FAILURE OF THE ROPE. THE USE OF THE PICK-UP ROPE TO HEAVE THE VESSEL OR MAINTAIN THE VESSELS POSITION CAN BE DANGEROUS TO PERSONNEL AND SHOULD NOT BE PERMITTED. The tanker should be brought to a dead stop between 45 and 60 meters (150 and 200 feet) from the berth. At this point, the chang chain is lifted into the bow chock and thence to the bow chain stopper to be secured under the direction of the pilot. Ease back on the pick-up rope until the weight is taken up. CARE MUST BE TAKEN TO GRADUALLY TRANSFER THE LOAD TO THE HAWSER TO AVOID TRANSIENT SNATCH LOADING THAT CAN RESULT FROM A FREELY DRIFTING TANKER TAKING UP HAWSER SLACK. Repeat the operation for the second mooring hawser if tted.
75

COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

11.5 CONNECTING THE HOSES Connecting and disconnecting of cargo and bunker hoses is to be carried out by the ships staff under instruction from the Mooring Master. 1. Lower derrick hook to the mooring launch, which will connect it rst of all to the forward hose. 2. Heave up until the blank ange is level with the hose rail. 3. Unshackle hose snubbing wires from the anges. 4. Continue heaving up the hose as directed by the Mooring Master. 5. Secure snubbing wires in a manner to facilitate possible slackening as directed. 6. Lower the hose to bring the hose ange to the manifold and check the alignment of the anges. 7. Lower the hose onto the drip tray and removed the blank ange. 8. Lift the hose and connect it to the manifold. Never use a wire strop around cargo hose. The second cargo hose and the bunker hose are connected in the same way. It is important to USE ALL OF THE BOLT HOLES AND A NEW GASKET. After all hoses are connected, the cargo hoses must be supported in way of the vessels side rail by means of the nylon bands supplied and the vessels derrick. 11.6 USE OF ENGINE AT BERTH The engine should, where possible, be run astern at 8 to 10 RPM continuously while at berth. Where continuous running astern is not possible, the following conditions apply 1. Tanker engines should be placed on standby in the event of emergency requirements. 2. The tankers propeller should never by turned while the tanker is secured to the terminal without the approval of the Mooring Master, except in emergency. 3. On occasions, particularly during calm weather, it may be necessary to put the engines dead slow astern in order to prevent the tanker from riding up to the terminal. Alternatively, tugs may by used.

76

COMMON RULES & INFORMATION

11.7 BOW WATCHMAN At all times when at berth, there shall be an experienced crewmember on duty at the bow of the vessel. He shall be issued with a means of immediate communication with the Deck Ofcer on duty. He shall observe the conguration of the hoses and mooring hawsers, the proximity of the SPM and hoses to the tanker. He shall be alert to oil leaks or spills, unattached oil slicks in the vicinity and deteriorating weather conditions. He shall immediately report any abnormal event or deteriorating weather to the Deck Ofcer on duty. See SPM Hose Congurations Diagram in the annex to this section. 11.8 MANIFOLD WATCHMAN At all times, when at berth and when cargo hoses are connected, there shall be a watchman on duty at the manifold. He shall observe the conguration of the hoses and the manifold connections. He shall be alert to oil leaks or spills, stress or chang on the hoses or ancillary equipment and deteriorating weather conditions. He shall report any abnormality or deteriorating weather to the Deck Ofcer on duty. 11.9 THE DECK OFFICER ON DUTY The Deck Ofcer shall immediately report any abnormal events, deteriorating weather or other situations coming to his attention to the Pilot or Pilot Assistant on duty. 11.10 GANGWAYS Gangway to be rigged and ready on the starboard side of the vessel, maintained at deck level. 11.11 BOARDING VESSELS AT BERTH Small craft are not allowed in the vicinity of the vessel and no one is permitted to board or leave a vessel while cargo operations are in progress. Should it become urgent for personnel to board or leave a vessel for any reason during the cargo operation, the Pilot must be contacted to request permission to shutdown the cargo operation while the small craft is alongside.

77

COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

COMMON RULES & INFORMATION

11.12 CARE OF BERTH EQUIPMENT In bad weather, maintenance work is extremely difcult and involves possible danger to personnel. For this reason, vessels are requested to give as much assistance as possible by taking seaman-like care of the mooring and hose equipment and returning it to the water ready for the next tanker and in such condition as they would like to nd it. Hose/hawser maintenance is expensive and if Saudi Aramco judges that a vessel has misused any hose or hawser the vessel will be liable for the expenditure incurred in making repairs. 11.13 DISCONNECTING THE HOSES On completion of loading cargo or bunkers, manifold valves must NOT be closed until the Mooring Master directs. This is important for line clearing. 1. Strop the after hose to the derrick hook, take the weight and disconnect the ange. 2. Replace the blank ange using all the bolts and a new gasket. Tighten the bolts in sequence to avoid uneven tension on the ange. 3. Lower hose to deck and secure. 4. Repeat with forward hose and wait until back lling of the hoses is complete. 5. Bunker hose should be disconnected and securely blanked as soon as bunkering is completed and secured on deck until cargo loading is completed. It should be lowered into the water during back-lling of the cargo hoses. 6. When back lling is completed, secure the derrick hook to the lifting hook of the after hose and raise the hose until the weight is taken off the snubbing wires. 7. Release the snubbing wires, lower the hose to rail level and shackle the snubbing wires to the anges. 8. Lower the hose end into the water and trip the hook to release. 9. Repeat for the forward hose. Return all Saudi Aramco tools and equipment to the steel basket, stow it in a seaman-like manner and prepare for lowering to the launch on either the port or starboard side dependent on weather conditions. 11.14 UNMOORING PROCEDURE 1. Take the weight of the mooring assembly on the pick-up rope, using the windlass. 2. Disconnect chang chain from the bow chain stopper. 3. Slowly slack the pick-up rope until the support buoy is in the water and taking all of the weight of the chain.
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COMMON RULES & INFORMATION

4. Pay out the pick-up line either to the mooring boat or as the ship clears the berth. If two mooring assemblies are in use; Repeat the operation for unmooring the second assembly and payout the pick-up line as the ship clears the berth 12. CARGO & BALLAST HANDLING In the following text, the expression Loading Master shall mean the Jetty Supervising Operator or the Pilot as appropriate. 12.1 CARGO OPERATIONS

RESPONSIBILITIES & PROCEDURES

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

LOADING RATES
It is expected that most vessels will be able to accept any cargo as fast as it can be delivered. Ofcers in charge of loading must have due regard for all safety precautions as well as for individual vessel hazards. If loading of crude or products is too slow, Saudi Aramco will so advise the vessel. Should such a vessel make a demurrage claim against Saudi Aramco, the slow loading rate will be considered in determining if a retroactive addition to allowable lay time is appropriate.

LIQUEFIED PETROLEUM GAS TANKERS

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

CARGO TRANSFER
Good communications are of the utmost importance for safe cargo handling. A reliable communications system, including a secondary stand-by system, should be established and tested.
79

COMMON RULES & INFORMATION