You are on page 1of 138

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 27


5.4.1 - SBM 28
5.4.2 – F(P)SO 29
5.4.3 - SBM-FSO 31

5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION 32

6.0 - DPST OPERATIONAL REQUIREMENTS 33

6.1 - WINCHES 33
6.1.1 - TRACTION WINCH 33

6.2 - CHAIN STOPPER 33

6.3 - REQUIREMENTS FOR TOWING ASSISTANCE 34


6.3.1 - EMERGENCY TOWING ARRANGEMENT 34
6.3.1.1 - EMERGENCY TOWING ARRANGEMENT TEST 34
6.3.2 - AIR GUN AND TOOLS 34

6.4 - WORKING AREAS ILLUMINATION 35

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
2/138
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 37


7.1.1 - WINDS 38
7.1.2 - WAVES 39
7.1.3 - CURRENT 40

7.2 - OPERATIONAL SECTORS AND LIMITS 41


7.2.1 - OPERATIONAL SECTOR 41
7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST DURING APPROACH 43
7.2.3 - ENVIRONMENTAL LIMITATIONS 44
7.2.4 - TENSION ON THE MOORING SYSTEM (HAWSER) 45
7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING OFFLOADING 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 65


8.1.1 - MAIN RADIO STATION 65
8.1.2 - CCR, BRIDGE AND BLS STATION 65

8.2 - ESTABLISHING COMMUNICATION 66


8.2.1 - INITIAL CONTACT 66
8.2.2 - SECONDARY CONTACT 66
8.2.3 - WORKING CHANNEL 66

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
3/138
8.2.4 - VHF COMMUNICATION 67

8.3 - NOTICE OF READINESS 67

8.4 - INFORMATION TRANSFER 68


8.4.1 - DURING OPERATION 68
8.4.2 - HOURLY INFORMATION TRANSFER 69

8.5 - DEPARTURE 69

9.0 - ARRIVAL AND DEPARTURE 70

9.1 - MANEUVERING AREA 70

9.2 - MANEUVERING CONTINGENCY PLAN 71


9.2.1- DPST CONTINGENCY PLAN 71
9.2.2 - STANDBY SITUATION 71
9.2.3 - ARRIVAL AND DEPARTURE PLAN 72
9.2.4 - EMERGENCY PROCEDURES 72
9.2.5 - MOORING DECISION 73
9.2.5.1 - F(P)SO OIM 73
9.2.5.2 - EVALUATION 74
9.2.5.3 - POSTPONING OR TERMINATING 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 76


10.3.1 - MINIMUM NUMBER OF RELATIVE PRS DURING OPERATIONS 76
10.3.2 - ABSOLUTE PRS DURING OPERATIONS 76
10.3.3 - PRS CRITERIA 77

11.0 - APPROACH PROCEDURE 78

11.1 - APPROACHING SPEED 78

11.2 - DP TESTING 79
11.2.1 - GENERAL 79
11.2.2 - CHECKLISTS 79
11.2.3 - CHECKING THE POSITIONING CAPABILITY 80

11.3 - APPROACH PROCESS 81

11.4 - DIRECTION OF APPROACH 86


11.4.1 - ALTERNATIVE DIRECTION OF APPROACH 86
11.4.2 - REDUCED VISIBILITY 86

12.0 - MESSENGER LINE TRANSFER 88

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
4/138
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 97


14.1.1 - BEGINNING 97
14.1.2 - CONNECTION 97
14.1.3 - OFFTAKE 98
14.1.4 - MONITORING 99
14.1.5 - LOADING HOSE PRESSURE TEST 99
14.1.6 - BRIDGE, CCR AND ECR MANNING 99
14.1.6.1 - BRIDGE 99
14.1.6.2 - CCR 100
14.1.6.3 - ECR 100

14.2 - SEQUENCE AND CHECK 101


14.2.1 - SEQUENCE 101
14.2.2 - QUANTITY CHECKS 101

14.3 - OFFTAKE TERMINATION 101


14.3.1 - OFFLOADING RATE 101
14.3.2 - CAPACITY 102
14.3.3 - TERMINATION 102

15.0 - FLUSHING 103

16.0 - HOSE AND HAWSER DISCONNECTION 104

16.1- MAKE READY FOR DISCONNECTION 104


16.1.1 - HEADING & POSITION 104
16.1.2 - NOTIFICATION 104
16.1.3 - DPST PROCEDURES 104
16.1.4 - F(P)SO PROCEDURES 105

16.2 - DISCONNECTION 105


16.2.1 - OFFLOADING HOSE DISCONNECTION 106
16.2.2 - HAWSER DISCONNECTION 107

17.0 - DEPARTURE 108


___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
5/138
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 117


20.1.1 - OFFLOADING DISTANCE 117

20.2 - HOSE RUPTURE 117


20.2.1 - TENSION ALARM 117
20.2.2 - OESD 118
20.2.3 - DISCONNECTION 118
20.2.4 - OIL SPILL 118

20.3 - MOORING HAWSER RUPTURE 118


20.3.1 - TENSION ALARM 118
20.3.2 - FOWARD THRUSTERS 119
20.3.3 - DEPARTURE 119

20.4 - THRUSTERS FAILURE 119

20.5 - MAIN PROPELER FAULT 120


20.5.1 - PROPELLER FAULT ACTION 121

20.6 - FIRE 122


20.6.1 - OESD 122

20.7 - COLLISION AVOIDANCE 122


20.7.1 - PROCEDURE 122

20.8 - BLACK OUT 123


20.8.1 - BLACK OUT ACTION 123

20.9 - DRIVE OFF 124


20.9.1 - DRIVE OFF ACTION 124

20.10 - FAILURE OF RADIO COMMUNICATION 124

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
6/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
7/138
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 sylviocorrea@petrobras.com.br or by telephone on
number 55 21 2534 4657.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
8/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
9/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
10/138
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;

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
11/138
• 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.


___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
12/138
• 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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
13/138
• 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 semi-
submersible, a Tension Leg Platform or others.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
14/138
• TON - Metric Ton

• UHF - Ultra High Frequency.

• VHF - Very High Frequency.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
15/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
16/138
• 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.
___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
17/138
• 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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
18/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
19/138
• 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).

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
20/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
21/138
• 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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
22/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
23/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
24/138
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
25/138
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).

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


27/138
5.4.1 - SBM

GEOGRAPHICAL POSITION
SBM FIELD SPU
LATITUDE LONGITUDE

IMODCO- 3 MARIMBA STANDBY 22o 41’12”S 040o 39’54”W

EMH-1 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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
28/138
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”.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
29/138
GEOGRAPHICAL POSITION
OFFSHORE
FIELD SPU
TERMINALS
LATITUDE LONGITUDE
P-31
ALBACORA P-25 22o07’42.2”S 039o58’04.7”W
(FPSO)
P-32 P-18, P-19,
MARLIM–2 22o20’49.2”S 040o14’30.4”W
(FSO) P-20 e P-27
P-33 P-33
MARLIM–3 22o22’13.9”S 040o01’36.2”W
(FPSO) P-26
P-34
(FPSO) BARRACUDA P-34 22o34’25.3”S 040o15’50.8”W
(*)
P-35
MARLIM–4 P-35 22o26’07.1”S 040o04’10.2”W
(FPSO)
P-37
MARLIM P-37 22o29’00.6”S 040o05’50.0”W
(FPSO)
P-38
MARLIM-SUL P-40 22o33’27.6”S 040o07’20.7”W
(FSO)
P-47 MARLIM
- 22o20’29.2”S 040o11’41.3”W
(FSO) (future)
FPSO BRASIL RONCADOR FPSO BRASIL 22o13’01.7”S 040o20’58.6”W
FPSO FPSO
ESPADARTE 22o42’29.8”S 040o27’40.1”W
ESPADARTE ESPADARTE

Table 5.2 - F(P)SO Offshore Terminals

(*) - P-34 is not fitted with Positioning Reference Systems.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
30/138
5.4.3 - SBM-FSO

GEOGRAPHICAL POSITION
OFFSHORE
FIELD SPU
TERMINALS
LATITUDE LONGITUDE
JURUPEMA
MARLIM
(FSO) MARLIM 22o20’06.0”S 040o11’07.0”W
SPUs
(*)

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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
31/138
5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION

WATER DPST
OFFSHORE EMERGENCY
FIELD DEPTH MAXIMUM SDS
TERMINALS CONNECTION
(m) DWT
P-31 ALBACORA 330 160.000 16” 20”

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 800 140.000 - 20”
ESPADARTE
FPSO BRASIL RONCADOR 1290 160.000 - 20”

Table 5.4 - Offshore Terminals Technical Information

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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
32/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
33/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
34/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
35/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
37/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
38/138
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:

RETURN PERIOD (YEARS)


DIRECTION PARÂMETER
1 10 30 50 100
Hs (m) 4.20 5.20 5.70 6.00 6.30
N
TP (s) 8.71 9.28 9.58 9.76 10.00
Hs (m) 3.90 4.70 5.00 5.20 5.40
NE
TP (s) 8.54 8.99 9.16 9.28 9.40
Hs (m) 3.70 4.20 4.40 4.50 4.70
E
TP (s) 8.89 9.05 9.11 9.14 9.21
Hs (m) 4.50 5.50 6.00 6.30 6.70
SE
TP (s) 10.29 10.76 11.00 11.15 11.35
Hs (m) 5.10 6.10 6.50 6.70 7.00
S
TP (s) 13.26 14.00 14.31 14.46 14.70
Hs (m) 5.70 6.90 7.30 7.50 7.80
SW
TP (s) 13.70 14.62 14.94 15.10 15.35
Hs (m) 3.00 4.00 4.20 4.40 4.60
W/NW
TP (s) 8.06 8.14 8.16 8.17 8.19
Table 7.2 - Waves – Return Period (Years)

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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
40/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
41/138
Figure 7.1 - Operational Sectors

REMARK: Suggested DPST limits. Need to be confirmed by DP trials and field experience, initially for each F(P)SO and them
as a standard procedure for all Offloading Terminals in Campos Basin.
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
42/138
7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST
DURING APPROACH

Figure 7.2 - Minimum Distance

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


43/138
7.2.3 - ENVIRONMENTAL LIMITATIONS

The table below shows the limitations due to environmental conditions.

WORST ACCEPTABLE OPERATING


ACTIVITY DESCRIPTION
CONDITION
Wind 40 knots

Wave height 3,5 m Hs

Wave Peak Period 9 s


Power Generation 80 % of the power generation and propulsion
and Propulsion in a continuous base.
Approach and mooring may begin providing:
Approach and
mooring • The visibility is more than 1000 meters
ahead DPST bow
Visibility <1 nm
• 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
Visibility < 1000 m together evaluate and agree upon whether
safe conditions exists
Wind 50 knots

Wave height 3,5 m Hs


Oil Transfer
Wave Peak Period 9s
Power Generation 90 % of the power generation and propulsion
and Propulsion in a continuous base.

Table 7.1 - Environmental Limitations

REMARK: Weather conditions stated in the alert state shall prevail during offloading
operations.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
44/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
45/138
7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING
OFFLOADING

RELATIVE DISTANCE
HAWSER TENSION
DPST x FPSO ACTIONS
(tons)
(DP and Relative PRS)
RED ALARM NEAR
ACTUATE “OESD-2”
90 m OR LESS ---
(Release Hose on BLS)
RELEASE HAWSER
YELLOW ALARM NEAR
STOP PUMPING
90 < L < 100 m ---
ACTUATE “OESD-1”
(Close Valves on BLS)
CONTACT FPSO
100 < L < 110 m --- PREPARE TO STOP
PUMPING
PROXIMITY WARNING
110 < L < 120 m ---
STAY ALERT

LOWER LIMIT FOR


120 m ---
OFFLOADING

145 to 155 m < 5 ton NORMAL OFFLOADING

165 m 30 < T < 60 ton STAY ALERT

CONTACT FPSO
60 < T < 100 ton PREPARE TO STOP
PUMPING
YELLOW ALARM FAR
STOP PUMPING
MORE THAN 170 m T = 100 ton
ACTUATE “OESD-1”
(Close Valves on BLS)
RED ALARM FAR
ACTUATE “OESD-2”
TENSION OVER 100 ton
MANUALLY AND
DISCONNECT HAWSER

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
46/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
47/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
48/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
49/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
50/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
51/138
The following steps must be observed to perform OESD II:

STEP ACTION
Ensure the hose and mooring hawser on the DPST are connected
1
and under tension.
2 Ensure the brake on the traction winch has been set on.
Ensure the traction winch has been shackled in and the forecastle
3
deluge isolated.
4 Ensure that the DPST manifold and inboard valves are open.
Ensure the valve located on the poop deck of F(P)SO is in open
5
position.
6 When all parties are ready, perform the OESD II test.

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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
52/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
53/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
54/138
7.5 - GREEN LINE

DESCRIPTION

The Bow Loading System (BLS) is equipped with a “Green Line” system that is the
name used for the functions and interlocks which need to be present to allow for
pumping oil. The way a “Green Line” is presented on the BLS control panel easily
allows the operators involved in the offloading to know the actual status of the
equipment. When the offloading system is connected and ready for operation, a
READY lamp on the control panel located in BLS Station, CCR and bridge is
illuminated. It is followed by the activation of the PERMIT TO LOAD pushbutton on
the DPST. Also, when a telemetry system exists, it’s interlocked with the “Green
Line” system.

In order to achieve the “Green Line Status” all the following requirements must be
met:

LOCATION CONDITION
• Chain stopper closed
• Bow roller stowed
• OHTP in correct position and hydraulic claws locked
• OHTP (manifold ) valve open (Coupler Valve)
• Inboard valve open
DPST
• Cargo tank open
• Crude oil press normal (≤ 7 bar)
• OESD I or OESD II not activated
• Hydraulic accumulator pressure normal (above 180 bar)
• Permit to load activated

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
55/138
LOCATION CONDITION
• Mooring bracket shackled out
• Tension meter for hawser connected
• Hose reel band brake engaged
F(P)SO
• Tension meter for hose connected
• OESD I or OESD II not activated
• Export valve open

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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
56/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
57/138
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;

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
58/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
59/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
60/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
61/138
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”.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
62/138
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

AREA 3 – FLEXIBLE PIPELINES

LATITUDE LONGITUDE

22o15’32.70”S 040o29’50.66”W

22o15’33.32”S 040o28’42.55”W

22o20’56.81”S 040o28’45.95”W

22o17’53.08”S 040o37’19.37”W

22o17’40.07”S 040o37’19.22”W

22o17’40.15”S 040o28’40.39”W

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
63/138
AREA 4 – FLEXIBLE PIPELINES

LATITUDE LONGITUDE

22o30’06.17”S 040o37’26.14”W

22o30’05.39”S 040o33’15.95”W

22o33’46.52”S 040o35’57.70”W

22o34’28.27”S 040o36’48.95”W

22o34’52.29”S 040o37’25.99”W

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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
64/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
65/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
66/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
67/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
68/138
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 DPST


loaded. 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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
69/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
70/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
71/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
72/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
73/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
74/138
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.
Guide the lines from the winches to the deck area between the hose coupling
2
and chain stopper.
3 Prepare the air gun.

4 Connect the messenger line to the shooting line.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
75/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
76/138
10.3.3 - PRS CRITERIA

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

CRITERIA
The DPST must have at least four (4) position reference systems capable of
1
interfacing with the DP system.
At least three (3) of the four (4) PRS must be relative position system such as
2
DARPS, Fan Beam or Artemis.
During DP operations, two (2) separate PRS must at all times be operational and
interfaced with the DP. These systems must be relative system. If two (2) of the
three (3) relative PRS fails during the loading operation the DPST Captain in
3 agreement with the F(P)SO OIM, may deviate from this requirement, provided
that the DPST Captain and the F(P)SO OIM are confident that the loading
operation may be performed safely and securely, taking the environmental
conditions into consideration.
Acceptable combinations of PRS are:

4 • 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
5
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

Within 300 m of F(P)SO 0.6 knots

Within 200 m of F(P)SO 0.4 knots

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
78/138
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”.
The DP is allowed at least 15 minutes to calculate a mathematical model
2
and control the status of the PRS.
All PRS are removed (dropout) for 5 minutes and an observation of the
DPST ability to maintain its position is made.
3

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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
80/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
81/138
• “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 Step Responsible Action

Steering Gear, propulsion systems,


communication equipments, mooring and
30 NM 1 ST
loading systems must be checked
according to DPST internal procedures.

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.

2. To contact the DPST on channel 16 and


20 NM 2 F(P)SO agree upon a channel to be nominated as
the working channel during the operations.

3. To inform the DPST Captain of the


F(P)SO 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

4. To check with the SBV (if any) its


F(P)SO 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.

6. To start preparing its mooring and


F(P)SO offloading systems for the operation
according to its internal procedures.

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


10 NM 3 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.

F(P)SO 5. Grant Permission.

3.0 NM 4 DPST 1. Maximum approaching speed 5 knots.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
83/138
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 3. To check the wind direction and speed data


DPST received from the F(P)SO with its own
information.

DPST 4. To prepare the emergency towing


SBV (if any) 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 6. To request the F(P)SO permission to


proceed to the distance of 1500 meters.

F(P)SO 7. To grant Permission.

DPST 1. Maximum approaching speed 2 knots.


1500 m 6
DPST 2. To inform the F(P)SO when reaching the
1500 meters mark.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
84/138
Distance Step Responsible Action
DPST 3. To select the Position Reference Systems.

DPST 4. To request the F(P)SO permission to


proceed to the distance of 500 meters.

F(P)SO 5. To grant permission.

DPST 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”.


500 m 7
DPST 3. To request the F(P)SO permission to
proceed to the distance of 300 meters.

F(P)SO 4. To grant permission.

DPST 1. To inform the F(P)SO when reaching the


300 meters mark. Maximum speed at this
position should be 0.6 knots.
300 m 8
DPST 2. To request the F(P)SO permission to
proceed to the distance of 200 meters.

F(P)SO 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.
200 m 9
DPST 2. To request the F(P)SO permission to
proceed to the distance of 140 meters.

F(P)SO 3. To grant permission.

To inform the F(P)SO when reaching the


140 m 10 DPST
140 meters mark. The vessel should be
stopped at this position.
___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
85/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
86/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
87/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
88/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
89/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
90/138
13.2 - CONNECTION PROCESS - METHOD ONE - DPST
SHOOTING THE LINE

The following table describes the hawser connection process.

Stage Distance Responsible Description


To request the F(P)SO permission to proceed to
1 140 m DPST
the distance of 130 meters.

2 140 m F(P)SO 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.
To inform the DPST that is ready to receive the
4 130 m F(P)SO
shooting line.

5 130 m DPST To shoot the shooting line using the air gun.
To receive the messenger line and connect it to
6 130 m F(P)SO
the first messenger line.
According request of the DPST, start to lower the
7 130 m F(P)SO
messengers and the hawser.
To connect the offloading hose system
8 130 m F(P)SO messenger line to the stud on the last 3” chain link
on the chafing chain using a rope strop.
To lower the messenger for the mooring system,
hawser and the messenger line for the offloading
9 130 m F(P)SO
hose system completely. Secure the mooring
system on the locking arrangement.
To retrieve the first and second messenger line
10 130 m DPST
completely until the chafing chain is on the chain

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
91/138
stopper.
Once positioned in the chain stopper onboard the
11 130 m DPST
DPST, the chafing chain is locked.
The second messenger line is then disconnected
12 130 m DPST
from the chafing chain.
To inform the F(P)SO that the vessel is moored
13 130 m DPST and ready to start retrieving the offloading hose
system messenger line.

REMARK: the DPST Captain must decide what distance will be necessary to be
approached in order to make a safe shooting line transfer operation. Weather
conditions must be taken into account.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
92/138
13.3 - CONNECTION PROCESS - METHOD TWO - F(P)SO
SHOOTING THE LINE

The following table describes the hawser connection process.

Stage Distance Responsible Description


To request the F(P)SO permission to proceed to
1 140 m DPST
the distance of 130 meters.

2 140 m F(P)SO 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.
To inform the F(P)SO that is ready to receive the
4 130 m DPST
shooting line.

5 130 m F(P)SO To shoot the shooting line using the air gun.
To receive the shooting line and starts to retrieve.
6 130 m DPST To request the F(P)SO to start lowering the
messengers and the hawser.
According request of the DPST, start to lower the
7 130 m F(P)SO
messengers and the hawser.
To connect the offloading hose system
8 130 m F(P)SO messenger line to the stud on the last 3” link on
the chafing chain using a rope strop.
To lower the messenger for the mooring system,
hawser and the messenger line for the offloading
9 130 m F(P)SO
hose system completely. To secure the mooring
system on the locking arrangement.
10 130 m DPST To retrieve the first and second messenger line

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
93/138
completely until the chafing chain is on the chain
stopper.
Once positioned in the chain stopper onboard the
11 130 m DPST
DPST, the chafing chain is locked.
The second messenger line is then disconnected
12 130 m DPST
from the chafing chain.
To inform the F(P)SO that the vessel is moored
13 130 m DPST and ready to start heaving in the offloading
system messenger line.

REMARK: the F(P)SO OIM will advice the DPST Captain on the distance that will be
necessary to be approached in order to make a safe shooting line transfer operation.
Weather conditions must be taken into account.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
94/138
13.4 - OFFLOADING HOSE LINE CONNECTION PROCESS

The following table describes the offloading hose connection process.

Stage Distance Responsible Description


To start retrieving the offloading system
1 130 m DPST messenger line. To request the F(P)SO to start
lowering the hose line.
According request of the DPST, start to feed out
2 130 m F(P)SO
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 stop retrieving the offloading system
5 130 m DPST 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.
To start retrieving the offloading system
7 130 m DPST
messenger line until the leading mark line-up.
To connect the hose line according to internal
8 130 m DPST
procedures.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
95/138
Stage Distance Responsible Description
To inform the F(P)SO that the hose line is
9 130 m DPST
connected.
To request the F(P)SO permission to proceed to
10 130 m DPST
the distance of 150 meters.

11 130 m DPST To grant permission.


To inform the F(P)SO when reaching the 150
12 150 m DPST
meters mark.
To disconnect the offloading system messenger
13 150 m DPST
line from the hose bridle.
To select on the DP system the “weathervane”
14 150 m DPST
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
96/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
97/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
98/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
100/138
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
SBV (if any) the estimated time of loading termination.
1 DPST
The DPST must agree with the F(P)SO about the loading
rate.
When loading completed the DPST will request the
2 DPST / F(P)SO
F(P)SO to stop pumping.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
102/138
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 To prepare for flushing the hose line.

2 DPST To prepare the vessel to receive the flushing.


To inform the DPST that is ready to start flushing the
3 F(P)SO
hose line.

4 DPST To grant permission to start flushing.

5 F(P)SO To inform the DPST the termination of the flushing.

6 F(P)SO To close the coupler valve.


To inform the DPST that the coupler valve is closed and
7 F(P)SO
request the DPST to close the BLS valve.
To check that the manifold valve status green light is off
8 DPST
and the yellow light on.

9 DPST To close the inboard valve


To check that the inboard ball valve status green lights is
10 DPST
off the yellow light on

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
103/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
104/138
The following steps are required to prepare DPST for disconnection.

STAGE DESCRIPTION

1 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:

• Set up communication between bridge and BLS station


2 • 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 To grant Permission.


To disconnect the hose line according to internal
03 DPST
procedures. Prepare to start lowering the hose line.

04 DPST To inform the F(P)SO that the hose line is disconnected.


To start retrieving the hose line. To instruct the DPST on
05 F(P)SO
the speed to be used when lowering the hose line

06 DPST To start lowering the hose line.


To inform the DPST that the hose line is all on board and
07 F(P)SO
secured.
To connect the end of the offloading system messenger
08 DPST
line to the chafing chain using a rope strop.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
106/138
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.

Stage Distance Responsible Description


To connect the messenger line to the chafing
1 150 m DPST
chain.

2 150 m DPST To heave tight the messenger line.


To request the F(P)SO permission to proceed to
3 150 m DPST
the distance of 140 meters to start disconnecting.

4 150 m F(P)SO To grant permission


To inform the F(P)SO when reaching the 140
5 140 m DPST
meters mark.
To request the F(P)SO permission to start
6 140 m DPST
disconnecting the mooring system.

7 140 m F(P)SO To grant permission.


To open the chain stopper and start lowering the
8 140 m DPST
mooring system.
To inform the F(P)SO and the SBV (if any) that is
9 140 m DPST
unmoored.

10 DPST To start moving astern while lowering.


To start retrieving the offloading system
11 F(P)SO 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
___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
107/138
Stage Distance Responsible Description
messenger line is thrown into the sea.
To inform the DPST that the messenger line is
13 F(P)SO
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).

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
108/138
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 e-
mail or fax using the form in Appendix “H” .

The DPST Captain should fill in a time sheet, a loading report with the final figures
and any Protests, sending them by fax or e-mail to the F(P)SO informing the time of
departure when passing by the 10 nm zone.

Any apparent discrepancies in the figures or in the times should be immediately


brought to the attention of the party involved.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
110/138
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).

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
112/138
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).

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
114/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
115/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
116/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
117/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
118/138
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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
119/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
120/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
121/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
122/138
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 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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
123/138
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 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

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 re-
established.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
124/138
APPENDIX A

SPECIFICATIONS

MOORING HAWSER AND CHAFING CHAIN

COMPONENT DESCRIPTION SPECIFICATION

Length 150 m

Material nylon
Mooring
Circumference 21 inches single rope
hawser
Construction
Double braided
Type
Nominal breaking
630 tons
load
Length 27 links ( 9 meters)
Chafing chain
Diameter 76 mm

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


125/138
MESSENGER ROPE

The hawser is transferred to the DPST using two messenger ropes consisting
of:

COMPONENT DESCRIPTION SPECIFICATION


Length 150 m
Material Polypropylene
1º Messenger line
Circumference 3 inch
Minimum Break load 7,6 tons
Length 220 m
Material Polypropylene
2º Messenger line
Circumference 10 inches
Minimum Break load 72 tons

CONNECTION BETWEEN CHAFING CHAIN AND MESSENGER


ROPE

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

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
126/138
APPENDIX B

SPECIFICATIONS

HOSE AND HOSE COUPLINGS

COMPONENT DESCRIPTION SPECIFICATION

Overall Length 250 m

Type Submarine – double carcass

Hose Number of sections 23

Length per section 10,8 m

Inner diameter 20 inches (508 mm)

Outboard end 20 inches (valve)


Hose couplings
Inboard end Swivel coupling

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
127/138
HOSE DEPLOYMENT LINE

COMPONENT DESCRIPTION SPECIFICATION


Polysteel –
Material
Polypropylene fiber
Length 220 m
Deployment line
Circumference 12 inches

MBL 173 tons

Type Grommet

Length 3m
Bridle
Diameter 70 mm

MBL 84 tons

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
128/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
129/138
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”.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
130/138
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”.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
131/138
ATTACHMENT “A”

TRAINING COURSE POSITION


CHIEF 1. 2.
/ MASTER ELECT.
MATE MATE MATE
BRM / BRIDGE RESOURCE
X X X X
MANAGEMENT COURSE
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
X X
COURSE
ARTEMIS OPERATOR COURSE X X
DGPS / DARPS OPERATOR
X X
COURSE
FAN BEAM OPERATOR COURSE X X
BLOM PMS SYSTEM OPERATOR
X X
COURSE
ARTEMIS MAINTENANCE
X
COURSE
DGPS / DARPS MAINTENANCE
X
COURSE
FAN BEAM MAINTENANCE
X
COURSE
BLOM PMS SYSTEM
X
MAINTANANCE COURSE

(*) – Every two (2) years;

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
132/138
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.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
133/138
• 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”

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
134/138
APPENDIX E

GREEN LINE CHECK LIST

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

No. STEP OK
1. Chain stopper closed
2. Hose in position
3. Coupler closed
4. Cargo system ready
5. Crude oil pressure normal
6. Accumulator pressure normal
7. Crude line valve open
8. Coupler valve open
9. Loading permitted
10. Loading on

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
135/138
APPENDIX F

TELEMETRY REPORT FORM

It’s been implemented by Petrobras.

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
136/138
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: F(P)SO:
Voyage no.: Cargo no.:

Ship Readings F(P)SO


Mooring
Wind Current Wave
Hawser
Date Time Head. Max
Dir. Force Dir Force Max Aver Hs
(deg) (knots) (deg) (Knots) (tons) (tons) (m) High Per
(m) (s)

Ship Readings F(P)SO


Cargo Cargo
Total Total Cargo
Date Time Total Load. Time of Total Load.
to to Diff.
Loaded Rate Completion Disc. Rate
Load Disc.

Date: Signature

___________________________________________________________________________
Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc
137/138
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 OPERATION DATA
Cargo no.: NOR:
Shuttle Tanker: Mooring Commenced:
Flag: Mooring Finished:
Call Sign: Hose connection Commenced:
Master: Hose connection Finished:
Destination: Loading Commenced:
ETA Destination: Loading finished:
Flushing Commenced:
Flushing finished:
Hose disconnection Commenced:
Hose disconnection Finished:
Unmooring Commenced:
Unmooring finished:
Departure F(P)SO:
Pass 10 nm:

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

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