Safety in TankerLoading & Unloadingand SPM Operations

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((PPLL))TYPES OF OIL TANKERS (SIZE)Handysize20,000 - 30,000 DWT

Handymax Panamaxa approx 79,000 DWTSuezmax

VLCC

ULCCbetween 120,000 160,000 DWT between 160,000 - 320,000 DWT Over 320,000 DWTLLOOAADDIINNGG//UUNNLLOOAADDININGG AATT JJEETTTTYY10/11/2012 3LOADING / UNLOADING THROUGH SHIP TO SHIP LIGHTERAGE (STS)SPM SYSTEM

SPM SYSTEMSINGLE POINT MOORING (SPM)A SINGLE POINT MOORING (SPM) IS A COMPLETE SELF CONTAINED OFFSHORE MARINE TERMINAL, WHICH PROVIDES THE FACILITY OF MOORING AND TRANSFERRING OF CARGO OF TANKERS. SPM MOORS A TANKER TO A SINGLE POINT AND ALLOWTHE VESSEL TO WEATHERVANE ABOUT THAT POINT.PROVIDES DIRECT TRANSFER OF CARGO WITHOUT PORT FACILITY.IT ISANCHOREDTO

SEABEDANDIS

_ ANCHOR

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CONNECTED TO SUBSEAPIPELINE THROUGH SUBSEA HOSES.UNLOADING RATE VARIES FROM 2K TO 12K m3/HR.PLEM

_- CHAIN LEG

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SINGLE POINT MOORING (SPM)MARINE HOSES CRITICAL LINK BETWEEN TANKER, SBM, AND OFFSHOREPIPELINE FOR DISCHARGING CARGO CAN WITHSTAND SEVERE WEATHER CONDITIONSA NUMBER OF HOSES JOINED TOGETHER IS TERMED AS HOSE STRINGCrude Oil Unloading from Tankerthrough SPM SystemCRUDE OIL TANKERFLOATING HOSE STRINGSSPM SYSTEMUNDERBUOY HOSE STRINGSPIPELINE END MANIFOLDOFFSHORE / ONSHORE PIPELINESHORE TANKAGESSPM ADVANTAGESSIMPLE:EVEN THE LARGEST TANKERS CAN MOOR TO THE BUOY

SPEEDY:NO TIME WASTED IN HARBOUR OR JETTY MANOEUVERS

ECONOMICAL: NO NEED TO SEEK OUT OR BUILD DEEP WATER JETTIES MINIMIZE MAINTENANCE CONSTRUCTIONNO DREDGING REQUIREDEXPRESS CARGO DELIVERY COMPACT: IT CAN EASILY BE SHIPPED OR TOWED.VERSATILE: SPECIFIC CARGO TRANSFER REQUIREMENTS CAN BEINCORPORATED INTO EVERY SBM SYSTEMGIVEN SIMILAR ENVIRONMENTAL CONDITIONS, AN SBM UNIT MAY BE RELOCATED IN A DIFFERENT OFFSHORE AREARELIABLE: SPMs OPERATIONAL WORLDWIDE SINCE 1960SAFE: OFFSHORE TERMINAL APPEAR TO BE MORE SECURE THAN LANDINSTALLATIONNOT AFFECTED BY TSUNAMI / EARTHQUAKES

BALANCE ARMRUNWAY BEAM

FLUID TRANSFER --=..,.,._--l!!~=.-'ISOLATION BALL VALVES

FAIRLEAD

MOORING BRIDLE

S01722Ml05 fOSPM SYSTEMWINCH MOORING ARMBALANCE ARM

WEEL ASSEMBLY

CHAIN STOPPERSKIRT FENDER

ANCHOR CHAIN

CIRCUMFERENTIAL CHAMBER

HAWSE PIPE

SAFETY IN SBM OPERATIONSPRE-TANKER BERTHING CHECKS Inspection of mooring hawsers - check for any visible damage,ensure sound healthInspection of floating hoses check for any damage, loose flange bolts, leakage / breakage and ensure they are streaming freely. Inspection of underbuoy hoses- integrity & configurationCheck all valves in SPM on deck, in central chamber, subsea valves and functioning of hydraulic control unit Ensure that all hatches on SPM deck are closed tightly. Ensure that SPM turntable is rotating freely.Check for mooring hawsers and hose pick up arrangements and ensure that there is no entanglement or fouling of mooring gears.SAFETY IN TANKER / SBM OPERATIONSBOARDING THE TANKERConfirm from the tanker that the pilot ladder or gangway is secured properly before boarding.Before boarding the tanker it should be ensured that ships personnel is standby at the boarding point on the tanker.Life jackets should always be put on while boarding or disembarking from a tanker. or during any tranfer of personnel form one vessel to another.Ship/Shore Safety Check LISTSafety During Loading / UnloadingThe following checks are mandatory prior to start and during cargo unloading / loading operation: Ship is securely moored to the berth.Ship is having a valid ISPS (International Ship and Port Security) certificate and log is maintained for all persons boarding alighting from the vessel.No naked flames / light is in use anywhere during cargo operation. Smoking is done in specified designated areas only. All electrical connection and transmissions are secured /switched off. Hand torches / VHF communication sets are fire safe.Safety During Loading / UnloadingCargo and Bunker hoses are in good condition and properly rigged. All unused valves / connections are closed or blanked.Communication system between ship and shore is working and understood.Ensure hot work is prohibited during cargo, ballast, tank cleaning, gas free operations. All cargo / bunker lids are closed. Fire hoses and equipment are ready for use.Ships Emergency Fire control plan is located externally and at an accessible place. Emergency Towing wires correctly positioned at Forward andAft.Safety During Loading / Unloading Time required for the vessel to move under her own power. Cargo and berth planning during heavy rain and storm. Effective watch on the deck, ER, Pump room, Shore etc. tomeet any eventuality. Cargo and Ballast handling procedure. Inert Gas system is fully operational.Effective ventilation in all enclosed spaces especially in the pump room. Fixed and portable oxygen / HC analyzer in use before entryinto enclosed spaces. Crude Oil Washing procedure is agreed and understood byall concerned.SAFETY IN TANKER / SBM OPERATIONSCARGO TRANSFER OPERATIONCargo transfer operation should not commence until the ships officer on duly and the loading master have ensured that the hoses are correctly connected and that all necessary ship and onshore valves have been lined up for discharging and receiving cargo.Proper communication should be maintained at all timesbetween the ship, shore terminal and mooring launches.Unloading / loading must not start / continue if communication between terminal and Tanker fails.The emergency procedures of both tanker and terminal should be fully understood by all concerned.SAFETY IN TANKER / SBM OPERATIONSCARGO TRANSFERPumping should begin slowly at first until it has been verified that oil is reaching the designated tanks and that the whole system is operating satisfactorily.The hose strings and the area around the SPM buoy should be inspected from the mooring launch for any leakage.When it has been firmly established that the total system is operating correctly, the pumping rate may be increased.SAFETY IN TANKER / SBM OPERATIONSCARGO TRANSFERHourly shipshore comparison of quantity discharged is to becarried outDuring shore tank change over, close cargo monitoring is required.Monitoring of cargo, cargo discharge plan, IG pressure & O2content.During tanker loading / unloading operation, round-the-clock watch keeping is to be maintained on the SPM, its floating hoses and tanker manifold.MONITORING OF SPM POSITION11 O CLOCK

12 O CLOCK

01 O CLOCK10 O CLOCK

02 O CLOCK09 O CLOCK

03 O CLOCK

SAFETY IN TANKER / SBM OPERATIONSCARGO TRANSFERKeep a constant watch on the prevailing weather conditions and weather forecast reports. Wind criteria normally is 30 knots, stop loading/discharging at 35 knots, disconnect hoses at 40 Knots and cast off from the terminal beyond that.Hoses may get trapped under the ships bulbous bow and even be pushed further down in adverse weather condition if one is not careful. Ships hull has barnacles / hard marine growth which can spear/cut the hoses and cause pollutions.Keep a tug boat ready with divers to clear the hoses if required,

SAFETY IN TANKER / SBM OPERATIONSCARGO TRANSFERLoad on the mooring hawsers is to be regularly monitored and tokeep load on both hawsers nearly equal.Pull back operation through pull back tug is to be monitored round-the-clock especially during rough / choppy weather and during change of tide.

TANKER PUL BACK OPERATIONSSaaffeettyy iinn

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SSPM operations need constant vigil,mmoonniitotor-ring and supervision with closeccoooorrddi ination hoollddersofallconcernedgroups/stake

Main oftasafety

Effective coordination would ensure safe &efficient operations.

Thank youOFFSHORE SYSTEMCodes and Standards:American Bureau of Shipping (ABS) - Rules for building and classifying SPMs Oil Companies International Marine Forum (OCIMF) Standards BS8010 and DNV-submarine pipeline ANSI B 31.4 Liquid petroleum transportation piping system API 1104-Welding of pipes & related facilities AP1110- Pressure testing of liquid petroleum pipelines API 111-Design, Construction, Operation and Maintenance ofOffshore Hydrocarbon PipelinesOISD 135-Inspection of loading and unloading hoses for petroleum products &139-Inspection of pipelines - Offshore

pprox 45,000 DWT

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S.No.DescriptionYesNoN/A1Are SMOKING regulations being observed?2Are GALLEY requirements being observed?3Are NAKED LIGHT regulations being observed?4Are electrical cables to portable equipment disconnected from power?5Are the ships main transmitting aerial switches off?6Are hand torches of an approved type?7Are portable VHF/UHF transceiver sets of approved design?8Are all external doors and ports in the amidship accommodation closed?9Are all doors and ports in the aft accommodation, which are required to be closed in fact closed?10Are ventilators suitably trimmed with regard to prevailing wind conditions?11Are unsafe air conditioning intakes closed?12Are window type air conditioning units disconnected?13Is the Ship securely moored and agreement reached on use of tug for pull-back operation?14Are cargo/bunker hoses in good condition?15Are cargo/bunker hoses properly rigged?16Are unused cargo/bunker connections blanked?17Is the stern discharge line (if fitted) blanked?18Is sea and overboard discharge valves (when not in use) closed and lashed?19Are scuppers effectively plugged?20Is the agreed ship/shore communication on Ch 12 and 07 working?21Are all cargo/bunker tank lids closed?22Is the agreed tank venting system being used?23Are fire hoses and equipment ready for use?24Is Ship Emergency Fire Control Plan located externally?25Are emergency towing wired correctly positioned?26Is the ship ready to move under its own power?27Is round-the-clock watch being maintained by the Ship on the SPM, its floating hoses and at the manifold?28Have the procedures for cargo and ballast handling agreed?29Has the emergency shutdown procedure been agreed?30Is there provision for emergency escape possibility?31Are sufficient personnel onboard and ashore to deal with an emergency?32Have measures been taken to ensure sufficient Pump Room ventilation?33Is the Inert Gas system fully operational and in good working order?34Are all persons for cargo operations aware that in case of failure of IG system, discharge

operations are to cease and Terminal to be advised?35Have the fixed and portable oxygen analyzers been calibrated and are they working properly?36Is the pre-arrival COW checklist, as contained in the approved COW manual, satisfactorily completed?37Is the COW checklist for use before, during and after COW, as contained in the

approved COW Manual available and agreed to be used?

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