FPSO Cidade de Caraguatatuba - Attachment B - Lapa - Terminal Loading Manual #0397-MI20-OPSM-0754 Rev. 4

Terminal Loading Manual
FPSO Cidade de Caraguatatuba MV27 Document #: 0397-MI20-OPSM-0754,

Rev. 4
REVISION HISTORY
REVISION NO. DATE REVISION INFORMATION
Rev. 0 08 Oct 2015 APPROVED FOR USE
Rev. 1 25 May 2017 Section 4.3 Geographical position inserted
Section 4.4.1 Table -1 Deleted
Section 4.5 Table -4 Deleted
Section 6.1.1 Table -5 renamed to Table -1 & Data inserted
Changes Section 6.2.1
Figure-1 Deleted and replaced with Figure 6-1
Changes Section 6.2.2
Figure-2 Deleted and replaced with Figure 6-2
Section 6.2.3 Table -8 renamed to Table -4
Changes in Section 6.7/ 6.8 / Changes in Section 6.9 / Changes in
Section 6.12
Table-9 Deleted
Changes in Section 11.0 / Changes in Section 12.0
Changes in Section 12.1 / Changes in Section 12.2
Changes in Section 12.3
Section 12.4 re-numbered to 12.3
Changes in Section 13.1.4
Changes in Appendix A
Changes in Appendix B-1 Figure 3 replaced
Changes in HOSE DEPLOYMENT LINE description
Changes in Appendix D
Changes in Appendix I – All checklists
Appendix I – checklists included (I.1 to I.5)
Rev. 2 03 Apr 2018 Cancelled PB Client Logo inserted in all pages

Changes made in all sections of procedure, inserting new sections to
improve and to align it with Total Client guidelines
Rev. 3 29 May 2018 Section 8.2 Table 3A deleted, it was considered not more suitable
Section 8.3 Table 4A deleted, it was considered not more suitable
Section 8.2 Table 5A deleted, it was considered not more suitable;
Change made in section 7.1 & 7.2.1,
Change made in section 8.5, 8.5.1, 8.5.6 & 8.5.7
Change made in section 10.1, 10.4, 10.6
Change made in section 12.2 and 13.2 step 5 of table,
Change made in section 14
Change made in section 17.1.1
Change made in section 19
Change made in section 24.1 VSOG Table
A PRINTED VERSION OF THIS Page 2 / 79

DOCUMENT IS UNCONTROLLED
Rev. 4
Rev. 4 14 Aug 2018 Changes in Items 7.2.1, 7.2.2, 12.0 10 12.4.2, and 24.1

Rev. 44
TABLE OF CONTENTS
1.0 INTRODUCTION ............................................................................................................. 9

1.1 PURPOSE ........................................................................................................... 9
2.0 SCOPE............................................................................................................................ 9
3.0 REFERENCES ................................................................................................................ 9
3.1 MODEC DO BRAZIL ............................................................................................ 9
3.2 EXTERNAL DOCUMENT .................................................................................. 10
4.0 ACRONYMS, ABBREVIATION AND DEFINITIONS ..................................................... 11
4.1 ACRONYMS AND ABBREVIATIONS ................................................................ 11
4.2 DEFINITIONS .................................................................................................... 13
5.0 DUTIES AND RESPONSIBILITIES ............................................................................... 13
5.1 FPSO COORDINATOR - OIM............................................................................ 13
5.2 MARINE OFFSHORE SUPERINTENDENT-MOS.............................................. 15
5.3 CARGO SUPERVISOR ..................................................................................... 15
5.4 DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN ................................. 15
5.4.1 During Loading Operations: ................................................................ 17
5.5 CLIENT COMPANY SITE REPRESENTATIVE-CSR ......................................... 17
5.6 STANDBY VESSEL CAPTAIN ........................................................................... 18
6.0 SANTOS BASIN GENERAL INFORMATION ............................................................... 19
6.1 INTRODUCTION ............................................................................................... 19
6.2 OILFIELDS LOCATION ..................................................................................... 20
7.0 DPST OPERATIONAL AND TECHNICAL REQUIREMENTS ...................................... 20
7.1 PRE-REQUISITE FOR FIELD ENTRY ACCEPTANCE...................................... 20
7.2 MARINE RESTRICTED AREA IS 500 M ZONE AROUND THE FPSO MV27.DP
EQUIPMENT AND OPERATIONAL REQUIREMENTS...................................... 20
7.2.1 Position Reference system (PRS) requirements ................................. 21
7.2.2 DP Operation Philosophy and Requirements...................................... 21
7.3 MOORING EQUIPMENT REQUIRENTS ........................................................... 22
7.3.1 Traction winch .................................................................................... 22
7.3.2 Chain stopper ..................................................................................... 22
7.3.3 Pneumatic Line Firing Apparatus ........................................................ 22
7.3.4 CCTV cameras ................................................................................... 22
7.3.5 Working areas illumination.................................................................. 23
7.3.6 Messenger lines ................................................................................. 23
7.4 PERSONNEL TRANSFER ................................................................................. 23
7.5 ACCOMMODATIONS ........................................................................................ 23
7.6 EMERGENCY TOWING ARRANGEMENT ........................................................ 24
8.0 SAFETY IN OPERATIONS ........................................................................................... 24
8.1 ENVIRONMENTAL CONDITIONS ..................................................................... 24
8.2 WINDS............................................................................................................... 24
8.3 WAVES.............................................................................................................. 25
8.4 CURRENT ......................................................................................................... 26
A PRINTED VERSION OF THIS

Rev. 4
8.5 OESD – LIMITS AND SECTORS....................................................................... 27

8.5.1 Tension on the mooring system (hawser) ........................................... 29
8.5.5 VALVE SEQUENCE ........................................................................... 32
8.5.6 ALERT STATE ................................................................................... 32
8.5.7 Green Line ......................................................................................... 32
8.6 HELICOPTER OPERATIONS ............................................................................ 33
8.6.1 ON THE FPSO ................................................................................... 33
8.6.2 ON THE DPST ................................................................................... 35
8.7 IDENTIFICATION LIGHTS ON THE OFFSHORE INSTALLATION AND DPST . 35
8.7.1 ON THE OFFSHORE INSTALLATION ............................................... 35
8.7.2 ON THE DPST ................................................................................... 35
8.8 WEATHER FORECAST..................................................................................... 35
8.9 FIRE-FIGHTING EQUIPMENT .......................................................................... 36
9.0 COMMUNICATIONS ..................................................................................................... 36
9.1 COMMUNICATION EQUIPMENT ...................................................................... 36
9.1.1 CCR, BRIDGE AND BLS STATION ................................................... 36
9.2 VOICE AND MAIL COMMUNICATION CONTACT INFORMATION.................. 36
9.3 VHF COMMUNICATION .................................................................................... 37
9.4 ETA AND NOTICE OF READINESS (NOR) ...................................................... 37
9.5 INFORMATION TRANSFER .............................................................................. 37
9.6 HOURLY INFORMATION TRANSFER .............................................................. 37
10.0 ARRIVAL AND DEPARTURE ....................................................................................... 38
10.1 MANEUVERING AREA...................................................................................... 38
10.2 STANDBY SITUATION ...................................................................................... 38
10.3 ARRIVAL AND DEPARTURE PLAN .................................................................. 38
10.4 FPSO OIM MOORING DECISION ..................................................................... 39
10.5 EVALUATION .................................................................................................... 39
10.6 POSTPONING OR TERMINATING ................................................................... 39
11.0 MOORING PREPARATIONS ........................................................................................ 40
11.1 FPSO MOORING PREPARATIONS .................................................................. 40
12.0 APPROACH PROCEDURE .......................................................................................... 40
12.1 CHECKING THE POSITIONING CAPABILITY .................................................. 40
12.2 APPROACH PROCESS .................................................................................... 40
12.3 FAVORABLE WEATHER SIDE WORKING – DRIFT-OFF/ DRIFT–ON
POSITION.......................................................................................................... 41
12.4 APPROACH SPEED. ......................................................................................... 42
12.4.1 Maximum permissible approach speeds ............................................. 42
12.4.2 Table of approach process steps ........................................................ 42
12.5 DIRECTION OF APPROACH – DRIFT ON SITUATION .................................... 44
12.6 ALTERNATIVE DIRECTION OF APPROACH ................................................... 45
12.7 REDUCED VISIBILITY....................................................................................... 45
13.0 CONNECTION OF HAWSER AND HOSE .................................................................... 45
13.1 MESSENGER LINE TRANSFER ....................................................................... 45
13.2 CONNECTION PROCESS – DPST MOORING AND HOSE CONNECTION ..... 45

Rev. 4
14.0 ONBOARD THE FPSO FOR DPST OPERATIONS ...................................................... 47

15.0 SPECIALIZED OFFLOADING MODE USING TAUT HAWSER.................................... 47
16.0 OFFLOADING OPERATIONS ...................................................................................... 47
16.1 INITIATE OFFTAKE........................................................................................... 47
16.1.1 Beginning ........................................................................................... 47
16.1.2 Connection ......................................................................................... 48
16.1.3 Offtake................................................................................................ 48
16.1.4 Monitoring .......................................................................................... 49
16.1.5 Loading hose pressure test ................................................................ 49
16.1.6 DPST Bridge Manning ........................................................................ 49
16.1.7 DPST CCR Manning .......................................................................... 50
16.1.8 DPST ECR Manning........................................................................... 50
17.0 SEQUENCE AND CHECK ............................................................................................ 50
17.1 SEQUENCE....................................................................................................... 50
17.1.1 QUANTITY CHECKS ......................................................................... 50
18.0 OFFTAKE TERMINATION ............................................................................................ 50
18.1 OFFLOADING RATE ......................................................................................... 50
18.1.1 CAPACITY ......................................................................................... 50
18.1.2 TERMINATION................................................................................... 51
19.0 FLUSHING .................................................................................................................... 51
20.0 HOSE AND HAWSER DISCONNECTION .................................................................... 51
20.1 MAKE READY FOR DISCONNECTION ............................................................ 52
20.1.1 Heading & position ............................................................................. 52
20.1.2 Notification ......................................................................................... 52
20.1.3 DPST Procedures .............................................................................. 52
20.1.4 FPSO Procedures .............................................................................. 52
20.1.5 Disconnection ..................................................................................... 52
20.1.6 Offloading Hose Disconnection .......................................................... 52
20.1.7 Hawser Disconnection ........................................................................ 53
21.0 DEPARTURE ................................................................................................................ 53
21.1 NOTICE ............................................................................................................. 53
21.2 POSITION.......................................................................................................... 53
21.3 DIRECTION ....................................................................................................... 53
21.4 SPEED .............................................................................................................. 54
22.0 CLEARANCE ................................................................................................................ 54
22.1 SAILING ADVICE .............................................................................................. 54
23.0 EMERGENCY GUIDELINES ......................................................................................... 54
23.1 FPSO ANCHOR LINE FAILURE ........................................................................ 55
23.1.1 OFFLOADING DISTANCE................................................................. 55
23.2 HOSE RUPTURE .............................................................................................. 55
23.2.1 TENSION ALARM .............................................................................. 55
23.2.2 OESD ................................................................................................. 55
23.2.3 DISCONNECTION ............................................................................. 55

Rev. 4
23.2.4 OIL SPILL........................................................................................... 55

23.3 MOORING HAWSER FAILURE ......................................................................... 55
23.3.1 TENSION ALARM .............................................................................. 55
23.3.2 FOWARD THRUSTERS ..................................................................... 56
23.3.3 DEPARTURE ..................................................................................... 56
23.4 THRUSTERS FAILURE ..................................................................................... 56
23.5 MAIN PROPELLER FAULT ............................................................................... 56
23.5.1 PROPELLER FAULT ACTION ........................................................... 56
23.6 FIRE .................................................................................................................. 57
23.6.1 OESD ................................................................................................. 57
23.7 COLLISION AVOIDANCE .................................................................................. 57
23.7.1 PROCEDURE .................................................................................... 57
23.8 BLACK OUT ...................................................................................................... 57
23.8.1 BLACK OUT ACTION......................................................................... 57
23.9 DRIVE OFF........................................................................................................ 57
23.9.1 DRIVE OFF ACTION .......................................................................... 57
23.10 FAILURE OF RADIO COMMUNICATION .......................................................... 58
24.0 APPENDICES ............................................................................................................... 58
24.1 APPENDIX A - VSOG ........................................................................................ 59
24.2 APPENDIX B - DP PERSONNEL MANNING AND COMPETENCY
REQUIREMENT AS PER CLIENT REQUIREMENT .......................................... 61
24.3 APPENDIX C- DPST FINAL CHECKLIST BEFORE MOORING ........................ 63
24.4 APPENDIX D – OFFSHORE LOADING FORM ................................................. 64
24.5 APPENDIX E – SAILINGADVICE FORM ........................................................... 65
24.6 APPENDIX F; CHECKLISTS ............................................................................. 66
24.7 APPENDIX G -SPECIFICATIONS MOORING HAWSER AND CHAFING CHAIN
.......................................................................................................................... 74
24.8 APPENDIX H - HAWSER AND MESSENGER ROPE ARRANGEMENT ........... 75
24.9 APPENDIX I SPECIFICATIONS- HOSE STRING AND HOSE COUPLINGS..... 76
24.10 APPENDIX J - HOSE DEPLOYMENT LINE....................................................... 77
24.11 APPENDIX K- GREEN LINE CHECK LIST ........................................................ 77
24.12 APPENDIX L – POSITION REFERENCE COMMUNICATION SETTINGS ........ 78
24.13 APPENDIX M – ARRIVAL LETTER FROM OIM ................................................ 79

Rev. 4
Figures
Figure 1 – MV27 picture……………………………………………………………………………….19
Figure 2 – Messenger lines configuration…………………………………………………………...22
Figure 3 - Operational Sector (for spread moored FPSO with FWD and AFT mooring/ Offloading
status………………………………………………………………………………………………28
Figure 4 - Area of operation of the shuttle tanker during helicopter landing and take-off…… 32
Tables
Table 1 – DP Shuttle Tanker PRS requirement ......................................................................... 20
Table 2 Sea State, Wind Current return period……………………………………………………... 23
Table 3 – Wind monthly distribution (20 Years model – 10m/1hr mean in m/s ) – Santos basin.24
Table 4 – Wave monthly distribution (20 Years model – Hs in m ) – Santos basin……………...25
Table 5– Surface current monthly distribution (20 Years model-m/s)-Santos Basin…………….26

Rev. 4
1.0 INTRODUCTION
1.1 PURPOSE
This Guideline has been prepared for MODEC Offshore Facility 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
Carioca (Lapa) field in the MB-S-9 block in the “pre salt” region of Santos Basin are
conducted in a safe and efficient manner in accordance with standards. It will provide
operations integrity, general procedures and information to Ship Owners, Charters, Captains
of Shuttle Tankers, MODEC do Brazil and Total E & P Brazil Representatives.
This Terminal Operating Manual defines the roles and responsibilities of the Unit and vessel´s
operating staff. 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.
2.0 SCOPE
This document is a definite guide to all interfaces and operations involving the offloading of
crude oil from the FPSO Cidade de Caraguatatuba MV 27 to DPST Shuttle Tankers. Details
of the operational and emergency procedures for this Terminal Loading Manual are provided,
together with the technical details and additional information relevant to this offloading
manual.
3.0 REFERENCES
The following documents have been used as a reference in the preparation of these guidelines:
3.1 MODEC DO BRAZIL

Document / Procedure No. Document / Procedure Title
2507-M360-15SM-0201 MODEC HSEQ Policy; Attachment 1
2507-M360-15SM-1105 Occupational Health and Safety Operation Performance Criteria
0005-MSB60-15SM-1102 Safety Management Procedure
0005-MSB60-15SM-1106 PPE - Personal Protective Equipment Management
0005-MSB60-15SM-0407 Permit Work Procedure
0005-MSB60-15SM-0401 Risk Management Procedure
0005-MSB60-15WI-1104 Work Instruction - Personnel Transfer Basket.
0005-MSB60-15SM-0739 Simultaneous Operations Procedure
Check list Forms
Ship/ Offshore Terminal Safety Check List
Safety Check List 1 – Before Operations Commence
Safety Check List 2 – Before Approaching and Mooring
Safety Check List 3 – Before Cargo Transfer
Safety Check List 4 – Before Unmooring

Rev. 4
3.2 EXTERNAL DOCUMENT
Document / Procedure No. Document / Procedure Title

ISGOTT International Safety Guide for Oil Tankers & Terminal
IMO (MSC/Circ.) Guidelines for vessels and units with dynamic positioning (DP) systems
OCIMF Offshore Loading Safety Guidelines
Tandem Mooring and Offloading Guidelines for Conventional Tankers at
OCIMF
F(P)SO Facilities
UKOOA Tandem Loading Guidelines
Kongsberg Dynamic Positioning System Manual and information related to
Kongsberg
Dynamic Positioning Position Monitoring Equipment
MARITIME MacGregor/ PUSNES Bow Loading Manual
3-PR-AOP-037 LAPA – TERMINAL LOADING MANUAL issued by TOTAL Client

Rev. 4
4.0 ACRONYMS, ABBREVIATION AND DEFINITIONS
4.1 ACRONYMS AND ABBREVIATIONS

Terms Definition
B
BLOM Position Monitoring System
BLS Bow Loading System
BLS manifold Bow loading system manifold
BSW Basic Sediments and Water
C
Captain (MASTER) of a vessel that is in overall charge of the vessel.
CCR Cargo Control Room
COP Crude Oil Pump
CPLO
CPP Controllable Pitch Propeller
CPY Company Total E&P Brasil (TEPBr)
CSR Company Site Representative (based on board MV27 FPSO)
D
DARPS Differential Absolute and Relative Positioning Sensors
DGPS Differential Global Positioning System – Absolute Position Reference System
DP Dynamic Positioning
DPO Dynamic Positioning Operator
DPST Dynamic Positioning Shuttle Tanker
DRIFT OFF Loss of position due to a power blackout
DRIVE OFF Loss of position under power, due to a system or component failure
DWT Deadweight Tonnage
E
ECR Engine Control Room
ESD Emergency Shutdown
ETA Estimated Time of Arrival
EZ Exclusion Zone
F
FEMA Failure Modes & Effect Analysis
FPSO Floating, Production, Storage and Offloading (Installation)
FRC Fast Rescue Craft
G
GHz Giga Hertz
GPS Global Positioning System
GMDSS Global Maritime Distress Safety System
H
Hs Significant wave height
I

Rev. 4
IMO International Maritime Organization

IMCA International Marine Contractor Association
IMPA International Maritime Pilots Association
M
MHz Mega Hertz
MODU Mobile Offshore drill unit
MOS Marine Offshore Superintendent
MSDS Material Safety Data Sheet
N
NORA Notice of Readiness Accepted
NORT Notice of Readiness Tendered
NM Nautical Miles
O
OBQ Onboard Quantity
OCIMF Oil Company International Marine Form
OESD Offloading Emergency Shutdown
OI Offshore installation
OIM Offshore Installation Manager
OOW Officer in charge of a navigational watch
OS Operational Sector
P
PPE Personal protection Equipment
PRS Positioning Reference System
R
RSES Responsible for Safety and Environment on site
S
SBV Standby Vessel
SDPO Senior Dynamic Positioning Operator
SIRE Ship Inspection report Program
T
TEPBr Total E&P do Brasil
TON Metric Ton
U
UHF Ultra High Frequency
V
VHF Very High Frequency
VSOG Vessel Specific Operating Guidelines

Rev. 4
4.2 DEFINITIONS
Terms Definition
DP on line function which check whether the thrusters remaining in operation after a worst-case
DP
single failure are able to generate the same resultant thruster force and moment as required before the
Consequence failure, and whether the remaining generators are able to produce a sufficient amount of power to
Analysis keep station
Dynamic Positioning Operator is a person holding a DP certificate and a STCW Certificate of
Competency (CoC) of officer level, who after completion of training and competence checks is
DPO allowed to operate a Dynamic Positioning control system. A DPO works under responsibility of a
SDPO.
Loss of position due severe weather condition where the maximum thrust power available is
Force off
reached
OWNER The person or company who owns the ship and rents it to a third party is also called the “owner”.
Senior DPO is an unlimited certified DPO holding a STCW Certificate of Competency (CoC) of
(deck) Officer of the Watch (OOW) level and who accumulated job + specific DP equipment +
specific vessel experience – responsible for the navigational safety and control of the DP system to
SDPO achieve the effective and efficient operational progression of the industrial mission of the vessel
whilst on watch – capable to competently handle a DP emergency – will supervise the DPO under his
responsibility during his watch.
5.0 DUTIES AND RESPONSIBILITIES

Position Responsibility
OIM To assure the compliance with guidelines set forth in this manual; see detailed
information about duties and responsibilities inside section 5.1
Marine Superintendent To provide assistance to OIM to control and assure the compliance with guidelines set forth
in this manual; see detailed information about duties and responsibilities inside section 5.2
Cargo Supervisors Execute all cargo operations on the FPSO in a safe and efficient manner, as per Marine
Superintendents instructions.
Ensure that all marine related operations are executed within the perimeters established by
regulatory authorities, MODEC´s HSEQ-MS Policy and Procedures along with the Terminal
Loading Manual, see detailed information about duties and responsibilities inside section
5.3
Performing Authority To provide correct instruction for the execution of the activities and constant monitoring.
Safety Technician To provide support related to safety operation.
Employees To comply with guidelines set forth in this manual
5.1 FPSO COORDINATOR - OIM

The FPSO OIM has the ultimate responsibility for all marine operations associated with
around and inside the FPSO exclusion zone of 500m. However, the OIM may delegate the
Marine Offshore Superintendent to manage and supervise other Marine Activities along with
FPSO operational requirement and crew management.
All the operations and routines in the FPSO are controlled and monitored on the Operations
Control Room. The OIM responsibilities should be described in this chapter concerning the
operations on board the FPSO and around it. These duties may include but are not limited to:

Rev. 4
• Ensure that all persons engaged with mooring, unmooring and cargo transfer operations
are competent and adequately trained to perform their designated duties in a safe manner.
• 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.
• Ensure that the operational and emergency equipment required for supporting cargo
transfer operations is available and maintained in good working order with adequate
supplies onboard. 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, such that the cargo
transfer equipment is available and ready for use.
• Inform the DPST Captain if any problems or irregularities with the Mooring and/or
Offloading System exist. To inform the DPST Captain about cargo nomination quantity
to be loaded and all related cargo information (API, specific gravity, BS&W,
Temperature, H2S content). Issue the Arrival Letter as per Appendix M and send it to
Master of shuttle tanker.
• Establish communication with the DPST Captain before entering 10 nm zone.
• 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,
after initial contact has been established.
• Inform the Captain if any problems or irregularities with the Positioning Reference
Systems on the FPSO, and ensure maintenance, repairs are completed in a timely manner
as to avoid any delays with offloading operations.
• Maintain effective communications with the DPST during the approach, offloading and
departure operations from the FPSO as per the Terminal Offloading Manual.
• 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 for transfers, assist DPST during
offloading operations and for continued anti- pollution monitoring in the surrounding
areas.
• 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.Be responsible for the oil transfer
shutdown in an emergency situation and investigating any accidents or incidents
involving the FPSO, DPST or SBV.
Be responsible for the hawser and the hose string handling to ensure equipment is kept in
good working order and available at all times.
• Ensure that all cargo related documents are sent to the DPST in a timely manner for
signature and return. These documents will then be forwarded to the appropriate Charter’s

Rev. 4
5.2 MARINE OFFSHORE SUPERINTENDENT-MOS

The MOS on board FPSO assists OIM in:
• Control of marine activities with regard to the effective use of marine crewing resources,
including the deployment and coordination of marine staff and contractors.
• All documentation related to the offloading operations
• Protection of personnel and equipment associated with offloading operations.
• Coordination of the offloading operation and effective communication between the FPSO
and shuttle tanker.
• Advising the OIM with regards to all marine related activities.
• Co-ordination of simultaneous marine activities with the offloading like supply boat
operations, diving activities and PLSV operations for riser pull in/pull out
• Acceptance of Shuttle tanker Notice of Readiness once the cargo discharge hose has been
connected and the DPST is ready for pressure testing operation.
5.3 CARGO SUPERVISOR
• Execute all cargo operations on the FPSO in a safe and efficient manner, as per Marine
Superintendents instructions.
• Ensure that all marine related operations are executed within the perimeters established
by regulatory authorities, MODEC´s HSEQ-MS Policy and Procedures along with the
Terminal Loading Manual, IMO, ISM Code, Marpol, Solas and the Country Labor
Requirement.
• Ensure that all lifting equipment records and certification are kept up to date.
• Ensure that all Marine personnel and personnel involved in operations under the control
of the Marine Superintendent understand all requirements and guidelines. Ensure they
carry out their work in a safe and responsible manner. Adhere to requirements and
provisions of the Modec management System.
• Participate in the effective monitoring, audit and review of management systems and
procedures and to contribute to their further development.
• Maintain register for visual inspection of the mooring hawser carried out by vessel´s crew
members
• Participate in all emergency drills with duties as determined by the Station Bill and
Emergency Response Manual.
5.4 DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN

The DPST Captain (Master) has the ultimate responsabilityfor the operations and safety on
board his own ship. Other duties laid down in the present procedure do not relieve the Master
of his duty to comply with Flag State rules and regulations, and other relevant authorities.
Further obligations include:
• Establishing communications with FPSO Control at least 1 hour prior to arrival at the 10
NMZ to confirm estimated time for mooring operations and confirm latest forecast has been
received. On time of crossing the 10 NM then a NORT will be issued from the DPST
confirming that they are in all aspects ready to commence loading after mooring operations
completed.

Rev. 4
• To perform the approach/offloading operation, in normal conditions (BLS operational, all

thrusters running, etc.), in autonomous mode, which means, with no tugs or mooring master
assistance.
• To notify the FPSO when the DPST is ready to enter 500m after having duly completed the
500m check list and the required final DP and PRS function tests,
• at the 300 m to ensure that the DPST can maintain position with the current environmental
forces.
• 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 for the FPSO MV 27.
• 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 for
the DP equipment and operators courses for the PRS. Refer to Appendix “B” for further
information.
• To make certain that there is a complete understanding by the FPSO and the SBV (if any)
regarding the approach and mooring plan, in addition to notifying the FPSO 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 FPSO. The FPSO 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 FPSO, 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 FPSO is notified that the DPST is ready to start loading.
• To report every hour total cargo on board/ amount remaining to load and last hour average
rate. These figures are to be confirmed by use of flow meter and if at any time a large
difference in cargo figures occurs during any stages of the cargo transfer which cannot be
immediately resolved, the cargo transfer operation shall be immediately stopped and remain
suspended until the situation has been clarified to the satisfaction of both parties. Special
care is to be taken if this occurs after the hours of darkness when the hose cannot be
visually inspected
• Hose and hawser tension must be monitored and recorded and sent with final cargo
documents to all parties required with the voyage correspondence. Special care is to be
taken when the weather conditions cause significant motions.
• To report immediately to the FPSO for any unforeseen situation, which affects the DPST
station keeping capability or in any other way unable to remain connected.
• To notify the FPSO when the DPST is ready to disconnect loading hose.
• To perform and notify to FPSO that the check-list before unmooring is completed and ready
for unmooring operation.
• To report to the FPSO when the DPST is clear of 500 meters zone.
• To report the total quantity of Crude oil received and forward to FPSO all cargo
documentation (Ullage reports, Time sheet, check list and voyage plan with ETA to port of
discharge) as per Charters request on daily update reporting

Rev. 4
5.4.1 During Loading Operations:

During the entire loading operation, the DPST Master, or the DP Operator in his absence
along with the OOW performing the cargo operations are responsible for ensuring that:
• The shuttle tanker is kept in the best possible position viewed in relation to wind
direction, wind force, waves and current wherever relevant.
• The shuttle tanker is maneuvered in such a way as to avoid rubbing between the mooring
hawser and the loading hose at all times during connection to FPSO
• Communication maintained with FPSO Control on designated VHF channel along with
emergency backup channel.
• Completion of checklists, logs and data are recorded as prescribed.
• Data logs are updated.
• The tension load criteria for the mooring equipment/loading equipment are complied with
along with wind direction/ wave heights and current with rate.
• The sea area in the immediate vicinity of the shuttle tanker and the installation is
monitored for oil spills or leaks.
• The mooring and loading equipment is inspected visually at all times. All irregularities
shall be reported to FPSO Control. Irregularities, and measures introduced, if any, shall be
logged both on the FPSO and on board the shuttle tanker. If a hose end valve leak occurs,
the shuttle tanker must stop loading immediately and inform FPSO Control of the
incident and required measures to be taken.
• FPSO Control is informed of any reduction in the rate of loading as and when required
and that FPSO confirms such request.
• All deviations and undesired events occurring while the vessel is within the safety zones
of the FPSO are immediately reported to the OIM and discuss action to be taken.
5.5 CLIENT COMPANY SITE REPRESENTATIVE-CSR

• The CSR is responsible for ensuring that all the requirements laid in this document are
followed within his area of responsibility.
• CSR is the Client COMPANY representative on SITE. He assists in all respect the OIM
within PERMIT AREA for risk evaluation, risk management, preparedness and
management of emergency situations and leadership of teams with respect to HSE.
• The CSR delegates his authority to the FPSO OIM within the boundaries of
CONTRACTOR HSE Management System i.e. on the FPSO and within the 500 m marine
safety zone around it.
• The CSR must be continuously present on his SITE. The RSES shall full assist the OIM for
all emergencies or to acknowledge and/or manage an imminent HSE related danger.
• The CSR is jointly responsible with OIM for the respect by all personnel on SITE of the
HSE rules and procedures as per the present bridging document.
• CSR is consulted by the OIM on SITE when emergency management is necessary.
• CSR liaises directly with the Client COMPANY emergency organization in the event of an
emergency on SITE.
• CSR is responsible to ensure that all SITE HSE rules and procedures are followed by any
other Contractors, Service Companies or visitors employed by the Client COMPANY.

Rev. 4
• CSR will report any deviations or incidents to Field Operations Manager and / or the Client
COMPANY Duty Manager.
• CSR will liaise with management for incidents that occur on the FPSO and the treatment of
injured or sick personnel. If MEDEVAC / SANEVAC is necessary, the RSES will liaise
with Client COMPANY duty manager.
• CSR ensures that actions related to system inhibitions are adequately monitored.
• CSR ensures that the Permit To Work system is adhered to in all regards.
• CSR approves all Permits to Work on subsea production systems when operation is
conducted under Client COMPANY PTW system.
• CSR co-signs with the OIM the form for subsea equipment hand-over (eg; drilling to
exploitation hand over)
• CSR attends at his discretion every Permit To Work meeting as required.
• CSR attends to the CONTRACTOR yearly HSSE management system review and
participates to the definition of the annual HSSE objectives for his SITE.
• To implement the Lifting Management System in coordination with CPLO for COMPANY
Operations;
• To report to CPLO any downgraded lifting equipment and propose mitigation measures.
5.6 STANDBY VESSEL CAPTAIN

The SBV Master has the ultimate responsibility for the operations and for safety on board his
vessel. Additional duties stated in this guideline do not relieve the SBV’ Master of his duty to
comply with to the rules and regulations issued by national and/or other relevant authorities.
These additional duties include, but are not limited to:
• Strictly comply with all field specific procedures and others CPY requirements such as
but not limited to:
- General Marine Instructions (GMI)
- Adverse Weather Procedure
- Entry Permit Procedure
- Collision Risk Management
- Transfer of Personnel at Sea
• To make sure that the officers and crew that are involved with the operation are familiar
with all the procedures that is 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 FPSO.
• Monitor the VHF radio on Ch.16 on the agreed working channel for communication
between the DPST and the FPSO.
• To help traffic monitoring around operational area (500 meters) in co-operation with the
DPST and the FPSO. If an unforeseen situation arise which affects the offloading safety
all parties should be notified immediately.
• To report any faults in the Mooring or Offloading Systems to the FPSO.

Rev. 4
• Maintaining the vessel in a suitable location and state of readiness in order to provide
emergency assistance where required, including but not limited to the following
scenarios:
- Hawser, Loading hose or other equipment failure/ rupture
- Shuttle Tanker blackout in any phase of the operation
- Potential collision
- Fire or explosion;
- Oil Spill;
- Man overboard
- Other possible emergency situations
6.0 SANTOS BASIN GENERAL INFORMATION
6.1 INTRODUCTION
This manual constitutes procedural and emergency interfaces along with guidance on the
operations involved in this crude oil transfer from the FPSO and DPST. These DPSTs will be
involved in the crude oil transfer operations from the FPSO Cidade de Caraguatatuba MV 27
to final destination. The DPST that are designated to operate at this installation are to be
operated in a manner consistent with the contemporary operating standards utilized in
Brazilian waters under the guidance and operating procedures of MdB Company and Total
E&P do Brazil. The principles and practices are included in accordance with the UKOOA
Tandem Loading Guidelines and shall be adhered to wherever practicable
FPSO information and operating area:
The FPSO Cidade de Caraguatatuba MV27 is deployed for operation in the Lapa (formerly
Carioca) oil field in the “pre-salt” region of the Santos Basin off the coast of Brazil.
Unit Name FPSO Cidade de Caraguatatuba MV27
First Oil December 2016
Charter Period 20 years
Client Total E & P Brazil
Status In Operation (MODEC owns and operates)
Field Location Lapa (formerly Carioca) Field
Country Brazil
Water Depth 2,126 m
New/Conv New Build
Mooring Type SOFEC Spread Mooring
Storage 1,600,000 bbls

Capacity
Oil Production 100,000 bopd
Gas 177 mmscfd

Production
Water 100,000 bwpd
Injection

Rev. 4
6.2 OILFIELDS LOCATION

Lapa Field is located in the Santos Basin.(pre-salt region) and the mooring position of MV27
in Oilfield is Latitude 25 deg 31’07” S and Longitude 043deg 27’59 W
Fig.1 MV27 Picture

All of the crude produced will be offloaded through DPST´s, thus this operation is a critical
link in the “productive chain”. In the offloading condition the system FPSO-DPST are
subjected to the winds, current and wave loads, with different intensities and incidence angles,
greatly dependent on the draft changes of both vessels. Special attention must be given to the
DPST´s positioning and loading equipment by their Master´s during offloading operations
because of the great effect that the environment conditions will have on the overall position
keeping and operations.
7.0 DPST OPERATIONAL AND TECHNICAL REQUIREMENTS
7.1 PRE-REQUISITE FOR FIELD ENTRY ACCEPTANCE

Prior entering to FPSO MV27 or any TEPBR operated Marine Restricted Area; all watercrafts
shall have a valid vessel acceptance delivered by TEPBR Marine Advisor or his substitute.
7.2 MARINE RESTRICTED AREA IS 500 M ZONE AROUND THE FPSO

MV27.DP EQUIPMENT AND OPERATIONAL REQUIREMENTS
All DP units operating under the perimeter of Total E&P shall comply with Client procedure
in force named “Selection and Operations of Dynamically Positioned Vessels” in accordance
with their type of operation. This specific procedure will be forwarded to DPST by Client
As defined in the Client procedure in force named “Selection and Operations of Dynamically
Positioned Vessels”, any DPSTs operating on TEPBr oilfield shall have available on board
for review an FMEA study, a proving trials report (less than 5 years old), a DP annual trials
report and DP capability plots in line with industry and CPY standards.
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. There is a general
checklist located in appendix C that is to be completed by the DPST before each loading

Rev. 4
operation final approach to the FPSO and confirmed with the FPSO when completed and
logged.
For the DP operational requirements specific to offloading operations with the FPSO Cidade
de Caraguatatuba MV 27, please refer to the Appendix ”A” “Vessel Specific Operating
Guidelines (VSOG) - LAPA / MV27 Offloading Operations - Approach and Loading”
Technical note:
Prior first operation on field the shuttle tanker DP must be configured for operations at the
FPSO. This will require attendance during the first field visit by the respective system
engineers for the configuration of Dynamic Positioning (Field Specific Settings), Position
Referencing and Telemetry Systems.
Particular care shall be taken to ensure that the vessel’s DP reference systems, telemetry,
communications, mooring equipment and cargo transfer equipment are compatible with the
FPSO systems
7.2.1 Position Reference system (PRS) requirements

All DPSTs that will be operating at the Lapa Field and conducting operations with the FPSO
Cidade de Caraguatatuba MV27, must have at least 4 PRS available, in good working order
and enabled in the DP system during all the operation .
These Dynamic Positioning (DP) reference systems will allow the shuttle tanker to approach
and position itself relative to the FPSO loading station (either bow or stern station).
7.2.2 DP Operation Philosophy and Requirements
All Suezmax vessels that will be utilized for offloading operations at MV 27 shall be DP
Class 2 and shall be all fitted with 5 thrusters (3 forward thrusters including at least 1 azimuth
thruster) and a single main propeller and rudder.
The DPSTs shall have main power capabilities such that there switchboards can be operated
with a split bus (2 independent system as required by Client procedure “Selection and
Operations of Dynamically Positioned Vessels”) to prevent from a failure exceeding the
design worst case failure defined in the vessel´s FMEA study.
The thruster setup on the forward section comprises of 2 tunnel thruster rated with power
available between 2200KW- 2830KW and 1 retractable azimuth rated 2200KW to 2500KW.
On the stern section the vessels, they are equipped with 1 tunnel thruster rated with power
available between 1600KW-2200KW and also a retractable azimuth rated at 2200KW and
equipped with main engines between 14,900KW- 15,200KW.
All Aframax vessels that will be utilized for offloading operations at MV 27 shall be DP
Class 2 and shall be fitted with 4 thrusters (2 forward thrusters including at least 1 azimuth
thruster and 2 aft thrusters including at least 1 azimuth) and a single main propeller and
rudder.
The DPSTs shall have main power capabilities such that there switchboards can be operated
with a split bus to prevent from a failure exceeding the design worst case failure defined in
the vessel´s FMEA study.
For operating criteria please refer to Appendix A “Vessel Specific Operating Guidelines”.

Rev. 4
7.3 MOORING EQUIPMENT REQUIRENTS

In this section the basic requirements for mooring equipment to include traction winch, hose
handling winch (if applicable for operations) chain stopper along with sufficient pneumatic
line throwing apparatus for shooting initial messenger line, the offloading hose line handling
systems and messenger, CCTV cameras, the personnel transfer system and the working area
that is to be adequately illuminated on board the DPST.
7.3.1 Traction winch

The following winches must be equipped with adequate supply of messenger lines in good
condition to safely allow the transfer of the main mooring hawser from the FPSO once the
messenger line is received onboard the FPSO and mooring commences. These winches are to
be in good operating condition and free from any oil leaks that could possibly have an impact
on the environment. The recommended operating speeds along with the remote operating
station and to be in accordance with the manufactures original design speeds are to be
maintained and checked through annual inspection requirements. The emergency release
backup system is to be tested during regular pre- arrival BLS checks
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
7.3.2 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.
This equipment shall beable to be remotely operated from the navigation bridge and load cell
to be confirmed to be in good order to allow the hawser tension reading after mooring
operations are completed. Vessel´s crews are to ensure that tools are available at the site to
assist with the shackle disconnection after securing into the chain stopper with indication
received on the bridge panel.
7.3.3 Pneumatic Line Firing Apparatus

The DPST should have an air gun and suitable tools for the messengers on the forecastle
deck. 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.
7.3.4 CCTV cameras

Adequate coverage of the mooring stations along with observing operating of the traction
should be possible to be viewed from the navigation bridge when the equipment is being
remotely operated to ensure overall safety for the crew involved.

Rev. 4
7.3.5 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.
7.3.6 Messenger lines

When the DPST is in shooting range from the FPSO, the Marine Superintendent will advise
the DPST to shoot the rocket line to the FPSO. The DPST must be fitted with two (02)
polypropylene messenger lines and be configured as per diagram below to be used for
transferring both, the mooring hawser and offloading hose. These messenger lines are to be of
sufficient length of at least 220m and have adequate strength to allow the safe transfer of the
hawser/hose messengers to the DPST.
Figure 2 - messenger lines configuration
7.4 PERSONNEL TRANSFER

All personnel transfers performed on oilfields and/or vessels operated under the perimeter of
Total E&P do Brasil shall be carried out in accordance with Personnel Transfer Procedure at
Sea.
7.5 ACCOMMODATIONS
The DPST should have enough accommodation for a Total E&P do Brasil Representative.
This individual can assist the operation if required especially during the first offloading
operation for the DPST as this installation as requested by Total or DPST Master.

Rev. 4
7.6 EMERGENCY TOWING ARRANGEMENT

All DPST´s will be required to follow the requirements as per OCIMF and Sire Program for
emergency tow exercises.
For operations at the Lapa Field, tow tests will not be completed with DPST unless
specifically requested by Total E & P Brazil.
8.0 SAFETY IN OPERATIONS
8.1 ENVIRONMENTAL CONDITIONS

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

MONTHS DESCRIPTION
November to March Fairly good

April to June Variable
July to October Severe weather conditions
8.1.2 Return period and prevailing direction
Return Prevailing
Period Direction
100 years 10 Years 1 year
Sea State
H max (m) 18.8 14.5 10.3
TH max (s) 17.2 15.5 13.7 From SW-WSW
Hs (m) 10.1 7.8 5.5
T p (s) 16.4 14.8 13.0
Sustained Wind at
10m (m/s)
V 1h 21.7 18.9 16.3
From WSW-W
V 10min 23.5 20.4 17.5
V 1min 25.9 22.4 19.1
V 3s 29.0 24.9 21.1
Current (m/s) Toward

U surface 1.60 1.30 1.00 SSW-WNW
Table 2 Sea State, Wind Current return period
8.2 WINDS
NE’ly winds prevail in Santos Basin 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).

Rev. 4
Table 3 – Wi
nd monthly distribution (20 Years model – 10m/1hr mean in m/s ) – Santos basin
Table 3 – Wind monthly distribution (20 Years model – 10m/1hr mean in m/s ) – Santos basin
8.3 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. With the unit
waves and sea conditions and current direction and rate are to be monitored through accurate
forecast thus allowing the DPST Master along with the FPSO OIM or his delegate to make a
decision based on latest information available.
During offloading operations at FPSO facilities, units sometimes experience ‘long period
waves” and this should be considered before the DPST proceeds with connection. The
forward and aft oscillations cause the propulsion to be unable to dampen the motions
adequately of the DPST. Special attention must be given to a critical condition for the FPSO
operation which occurs 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 FPSO

Rev. 4
Table 4 – Wave monthly distribution (20 Years model – Hs in m ) – Santos basin

According to the meteorological and oceanographic data from Santos 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:
Table 4 – Wave monthly distribution ( 20 Years model – Hs in m ) – Santos basin
Data: Santos Basin Meteorological Stations

REMARK: Special attention must be given to a critical condition for the FPSO operation
which occurs 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 FPSO.
8.4 CURRENT
The “Brazil Stream” moves south along the Brazilian coast. It exerts a lot of influence in
Santos 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 Santos Basin small areas show that there is more
concentration of currents moving south with speed of 0.26 m/s (0.5 knots). However, current
speeds up to 1.04 m/s (aprox 2.02 knots) moving south have also been frequently recorded.
Table 5– Surface current monthly distribution (20 Years model-m/s)-Santos Basin
Table 5– Surface current monthly distribution ( 20 Years model-m/s)-Santos Basin

Rev. 4
8.5 OESD – LIMITS AND SECTORS

GREEN SECTOR/ ACTION: . The DPST is to weathervane freely while offloading from
the FPSO and ideally the loading zone is between 145-155m away from the FPSO. The limits
for normal offloading operations are 45 degrees off the relative heading from the Offshore
Terminal center line on the riser side of the vessel (Port Side). The limits for normal
offloading operations are 50 degrees of relative heading from the Offshore Terminal center
line on the non-riser side of the vessel.(Stbd Side). If during this time the DPST crosses
outside the 45 degree sector on the riser side, 50 degrees on the non-riser side then the Vessels
Captain and the FPSO OIM/CSR are to be notified. The DPST can only remain there long
enough for the Captain to try and move the vessel back to within the recommended loading
sectors in order to continue the operation. (Refer to VSOG, Appendix. A)
YELLOW SECTOR/ ACTION: 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 DPST is position keeping and passes into the
yellow sector as indicated on the VSOG table, reaching the 60 degrees mark, the loading
operations must be shutdown via OESD 1 until position can be recovered. These limits for
entering the yellow sector are indicated as >45 degrees and < 60 degrees off the relative
heading from the Offshore Terminal center line on the riser side of the vessel.(Port Side).The
limits for entering the yellow sector are indicated as >50 degrees and < 65 degrees off the
relative heading from the Offshore Terminal center line on the non-riser side of the
vessel.(Stbd Side)
The OESD1distance limits between DPST and FPSO are < 70m and > 60m.
If the position cannot be recovered then vessel must prepare for disconnection. The crew on
both vessels is to be on standby so they are ready at this time to begin the deployment and
recovery of their equipment. (Refer to VSOG, Appendix. A)
RED SECTOR/ ACTION: In this sector the DPST is not allowed to stay. When the vessel
reaches the 70 degrees off the relative heading from the Offshore Terminal center line on the
riser side of the vessel (Port Side); or when the vessel reaches the >75 degrees off the relative
heading from the Offshore Terminal center line on the non-riser side (Stbd Side), and when
the minimum distance between DPST and FPSO is < 60 m. In such situation the Captain
should execute the option to use 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 Sector. (Refer to SVOG,
Appendix A)

Rev. 4
Figure 3 – Operational Sector (for spread moored FPSO with FWD and AFT
Figure 3 - Operational Sector (for spread moored FPSO with FWD and AFT
mooring/ offloading status

Petrobras Document No: -0397-MI20-OPSM-0754
FPSO Cidade de Caraguatatuba MV27 Rev. 42
8.5.1 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”that is operational and calibrated annually or at any time readings do
not reflect reading as compared to the FPSO.
Tension on the hawser can also be monitored on board the FPSOs. Readings must be followed by
the FPSO 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 FPSO control station, on the DPST Bridge and BLS Station if the tension reaches
this figure. The normal operating maximum hawser tension for this terminal is 20 tons.
In event of the tension exceeding 100 tons, the loading operation will be terminated and
disconnection will take place. . (Refer to VSOG, Appendix. A)
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.
8.5.2 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.
8.5.2.1 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 be 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.
8.5.2.2 MANUAL OESD I

THE NOTIFICATION OF OESD 1 SHOULD BE GIVEN TO THE FPSO VERBALLY FIRST
AND IF AMPLE TIME ALLOWS THEN THE CARGO PUMPS MUST BE SHUTDOWN IN A
CONTROLLED MANNER, IN EMERGENCY THE OESD 1 SHALL BE ACTIVATED WITH
VERBAL CONFIRMATION
Generally, pushbuttons to activate OESD I manually are located on the DPST in the following
stations:
• Bridge station (mandatory)
• BLS station
• CCR

Rev. 4
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.
8.5.2.3 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.
8.5.2.4 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 FPSO and move to a safe distance.
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 CIRCUMSTANCES OESD II CANNOT BE USED.
OESD II MUST BE USED ONLY IN EMERGENCIES OR FOR TESTING PURPOSES.
8.5.2.5 BACK-UP OESD I or II ACTIVATION

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.

Rev. 4
8.5.3 OFFLOADING EMERGENCY SHUTDOWN CLASS I - TEST

Testing the Offloading Emergency Shutdown Class I sequence can be performed from the
following locations on the Shuttle tanker:
• Bridge (mandatory)
• Cargo Control Room
• Forecastle
The OESD I test is performed after the “Green Line” has been established.
To perform an OESD I - Test the following steps are required:
STEP ACTION
1 On the signal from FPSO 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.
8.5.4 OFFLOADING EMERGENCY SHUTDOWN CLASS II - TEST
As per internal operating procedures of the DPST, before performing the Offloading operations
the Emergency Shutdown Class II (OESD II) test shall be performed prior to “arrival at the FPSO
for planned loading operations”
The test must be conducted at least every six months.
The following steps must be observed to perform OESD II:.This must not be checked while the
DPST is connected but rather tested before arrival at the installation.
STEP ACTION
1 Ensure the hose and mooring hawser on the DPST are connected and under tension.
2 Ensure the brake on the traction winch has been set on.
3 Ensure the traction winch has been shackled in and the forecastle deluge isolated.
4 Ensure that the DPST manifold and inboard valves are open.
5 Ensure the valve located on the poop deck of FPSO is in open position.
6 When all parties are ready, perform the OESD II test.
7 Log results of test in appropriate checklist
The procedures to carry on the OESD II test are stated in Bow Loading System operator manual.

Rev. 4
8.5.5 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 shock, the minimum closing time for the valves above shall be preset to
a minimum of 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.
8.5.6 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 of attention during approaching and offtake operation The Alert State
comprises three stages:
Alert State during approaching begins when the wind reaches a velocity of 40 knots. The
FPSO’s OIM or Marine Superintendent, the DPST Captain and the SBV Captain (if any) have to
maintain constant watch on the VHF, channel 16. The FPSO shall be ready to stop the offloading
operation to the DPST at any time.
Alert State during offloading begins when the wind reaches a velocity of 50knots. The FPSO’s
OIM or Marine Superintendent, the DPST Captain and the SBV Captain (if any) have to maintain
constant watch on the VHF, channel 16. The FPSO shall be ready to stop the offloading operation
to the DPST at any time and DPST to activate the OESD I or II at any time if the condition
degraded to limit that compromise the position keeping as defined in VSOG table.
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 Alert
State, the FPSO OIM shall be consulted on the actions to be taken.
8.5.7 Green Line

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.

Rev. 4
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
LOCATION CONDITION
• Mooring bracket shackled out
• Tension meter for hawser connected
• Hose reel band brake engaged

FPSO
• Tension meter for hose connected
• OESD I or OESD II not activated
• Export valve open
GREEN LINE CHECKLIST

REMARK: See Appendix “K” – 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
8.6 HELICOPTER OPERATIONS

The FPSO OIM, the DPST Captain and the SBV Captain shall be advised in advance about any
helicopter operation close to their vessels specially while offloading.
8.6.1 ON THE FPSO

Rev. 4
Helicopter operations on the FPSO during offloading can only be accomplished if agreed with
the FPSO OIM and under the following conditions:
• The Helicopter pilot is fully aware of all activities and operations in progress.
• Any activities or operations which the pilot considers will impact helicopter safety shall be
stopped and secured during take – off / landing.
• Prior consent of the helicopter pilot, the OIM & the Marine Superintendent. The DPST master
will be advised.
• When the Shuttle vessel is moored at aft station where is installed the Helideck, then well in
advance before arrive the helicopter the DPST’s Master shall be advised, and the DPST stay
or move in allowed sector only as required in NORMAM-27 section 0403 Annex 4C
Figure 4 - Area of operation of the shuttle tanker during helicopter landing and take off
Requirement for simultaneous flights operation on board Units while offloading operation is
ongoing
1. The bow of shuttle Tanker shall be at a distance, at leats 100 m from the storage platform
2. The shuttle Tanker shall be located within sector which doesn not exceed an arc of 120° (one
hundred and twenty degrees), the vertex of which is in the centre of the helideck on the
platform and has an angle besector coincident with the bisector of the obstacle Free Sector;
3. The approach and take-off paths shall be free from obstacles, and there must be a tug supply
vessel available in the approximities, able to ensure the movement of the shuttle tanker in
order to keep the above paths free from obstacles. Shuttle tanker with Dynamic Position
System (DPS) are not required to have tug supply vessel;
4. The helicopter approaching or taking-off form the heideck on the platform shall be
configured for performance Class 2, according to RBAC No.1, or HOGE (Hover out ground
effect), whichever is more restrictive.

Rev. 4
8.6.2 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, equipment 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.
• Offloading must be stopped.
• Cargo tanks pressure reduced and the vent posts closed.
• In accordance with the ICS “Guide to Helicopter/Ship Operations”.
• Any Chopper operation on the DPST has to be authorized by the OIM of the FPSO within 500
mtr Safety zone of the FPSO.
8.7 IDENTIFICATION LIGHTS ON THE OFFSHORE INSTALLATION AND DPST
8.7.1 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 backup and these lights are fed through a battery system. These
lights give a flashing Morse “U” signal (.. - ) once every 15 seconds.
8.7.2 ON THE DPST
The appropriate lights and shapes shall be shown as per the International Regulations for
Prevention of Collision at Sea.
8.8 WEATHER FORECAST

Weather forecast reports provided by TEPBr service provider must be e-mail from an Offshore
Installation or from shore bases to the DPST. These forecasts are to be forwarded once received
weather forecasts so as the Masters have the latest information available to make decisions with
respect to loading operations and possible weather changes. Also the surface current that is
forecasted can also be cross checked against the current reading sensor that is located near the
FPSO at a depth of 30m by contacting the Radio Room.
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

Rev. 4
8.9 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 FPSO, 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 FPSO have an international shore
fire connection to transfer of water for fire-fighting, and that the DPST also has a fixed foam
firefighting agent available in the BLS area. This foam should be of adequate supply and tested
within the correct interval; 3 years for new installed foam and 1 year thereafter to ensure the foam
quality is maintained.
The FPSO and the DPSTs fire-fighting appliances should be operational and ready for immediate
use. The main fire line should be pressurized and the units to disperse the foam be tested to ensure
correct operation on an interval as per IMO requirement. The fire pump should be in a standby
condition and ready for immediate operation.
9.0 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 and
these are to be established by first contacting on VHF Channel 16 and then working channel VHF
Channel 14. Also, communications must be conducted in English and all communications is to be
repeated to confirm information properly received.
9.1 COMMUNICATION EQUIPMENT
9.1.1 CCR, BRIDGE AND BLS STATION

During the operation the FPSO 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 TOTAL Representative.
9.2 VOICE AND MAIL COMMUNICATION CONTACT INFORMATION

FPSO Cidade de Caraguatatube MV27 Contact Numbers
Radio Room +55 (22) 2105-9223 radioops.cdc@modec.com
Main:
OIM Radio Room +55 (22) 2105-9210 oim.cdc@modec.com
Marine Superintendent +55 (22) 2141-9224 marinesupt.cdc@modec.com
Cargo Supervisor +55 (22) 2105-9250 / 9201 Cargosupv.cdc@modec.com
Production Supervisor +55 (22) 2105-9227 prodsupt.cdc@modec.com
Maintenance Supervisor +55 (22) 2105-9225 maintsupt.cdc@modec.com

Safety Tech +55 (22) 2105-9221 / 9222 safetytech.cdc@modec.com
Company Site Representative +55 (21) 2102 9393 EP-BR FO-MV27-LAPA-CSR

Rev. 4
9.3 VHF COMMUNICATION

The communication between the DPST, the SBV (if any) and the FPSO using VHF will be made
during the following activities:
• Approaching
• Mooring
• Connection
• Offloading
• Disconnection
• Departure
9.4 ETA AND NOTICE OF READINESS (NOR)

A. The Lifter shall ensure that:
- The Lifting Vessel delivers to the FPSO notice of the Lifting Vessel´s ETA at the FPSO seventy
two (72) hours, forty-eight (48) hours and twenty-four (24) hours prior to its ETA. Such notice
shall be done in accordance with the provisions of the FPSO Regulations.
- The Master of the Lifting Vessel timely notifies the FPSO of the new arrival hours, if the
expected arrival hour changes by more than three (3) hours following the twenty-four hour
arrival notice; and
- The master or agent tenders a NORT to load to the FPSO by email, letter, telex, radio or
telephone when the Lifting Vessel has arrived at the normal anchorage area or designated stand-
by area for the Lifting and has complied with the FPSO Regulations and is deemed ready for
loading by the Lifting Vessel´s master or duly authorized agent
B. The NORT may be issued any time day or night in order to establish the Lifting Vessel´s
arrival within the 10 NMZ.
C. If two or more Lifting Vessel´s issue NORT after their respective arrival, then the FPSO shall
accept such lifting vessel´s for loading in the order that their NORT were received. The NORT
will be accepted by the FPSO at the time that the cargo hose is connected to the DPST
9.5 INFORMATION TRANSFER

Once entering the 10 nm zone, communication between all parties will take place on the
nominated channel (VHF 16/14) and must follow the format as per table below 12.4.2 “Table of
approach process steps”
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 FPSO are aware of the
complexity and limitations of the vessel and the operation.
During operation it is very important that the units are considered as one system rather than
isolated (DPST + FPSO). In this way, joint efforts must be made to address the situation, analyze
the operation and together take a decision.
9.6 HOURLY INFORMATION TRANSFER

The information that will be exchanged between the DPST and FPSO on an hourly base is
showed below:

Rev. 4
INFORMATION UNIT
Wave height and period FPSO

Wind speed and direction FPSO
Total of cargo loaded, loading rate and total of cargo to be loaded. DPST & FPSO
Average hawser tension during last hour DPST & FPSO
Maximum hawser tension during last hour DPST & FPSO
REMARK: See Appendix “D” - Offshore Loading Form for data entry with ships reading
required, hawser reading along with cargo volumes loaded and swells height and period
information.
10.0 ARRIVAL AND DEPARTURE
10.1 MANEUVERING AREA

While maneuvering or sailing within Santos Basin Area, DPST Captains should follow the
guidelines below:
• The DPST has to keep a minimum distance of 2 nautical miles (3704 meters) from any offshore
installation ((FPSO, FSO, Drilling Units, etc..). To sail or maneuver within the 500m zone limit,
then the DPST’s Master must inform the OI OIM or MOS before proceeding and logging when
permission has been granted. The DPST Master must also well in advance inform the reasons
and the Closest Point of Approach (CPA) and he must ensure no other safe passage is available
for his vessel.
• All vessel´s movements inside the 10 NM are to be monitored from the FPSO CCR to ensure
that no possible risk of collision maybe developing; The trained operators will used the aids of
Radar, Automatic Identification System(AIS) and VHF to contact any vessel´s that may cause
concern to the safety of the FPSO.
REMARK: The FPSO OIM/ Marine Superintendent (MOS) and DPST Captain needs to have
updated information on any planned SBV activities, 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.
10.2 STANDBY SITUATION

It is mandatory that all the DPSTs entering in Santos 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, with sound powered to be
used as back up.
The bridge and ECR should be manned during all times to ensure adequate actions can be taken if
possible equipment failure occurs during maneuvering.
10.3 ARRIVAL AND DEPARTURE PLAN

The DPST Captain must be careful on arrival and departure of the Santos Basin Area. When
possible, the Captain should plan the DPST routes in advance. The DPST shall be kept away from
Rev. 4
the OIs, preferably on the lee side and monitor the possibility of any unreported traffic operating
in the area.
All mooring operations hose deployment and commencement of cargo operation will only be
completed during hours of daylight only. The departure time will be at the discretion of the FPSO
OIM or the MOS. The factors that will depend upon departures during hours of darkness include
but are not limited to; current or expected weather conditions, visibility and ongoing operations in
close proximity to the FPSO that may influence the safe disconnection operations.
During the initial startup and first offloading operations at the Lapa Field from the FPSO Cidade
de Caraguatatuba MV 27, the operators will employ the services of a Senior DP shuttle Tanker
Master to oversee the operations on behalf of Total E & P Brazil. The Senior Master will board
the vessel and will assistance the DPST Master in charge of the vessel to ensure a safe and
efficient operation is completed. The DPST Master will be in overall charge of his vessel and can
use the experience from the Senior Master to assist his operation.
10.4 FPSO OIM MOORING DECISION

When the DPST arrives at the 10 NMZ, the FPSO OIM through the MOS 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 is provided to the DPST in the pre-
arrival message that is formatted and sent to the DPST by the FPSO Marine Superintendent
(MOS).
This information shall be as per format in table under section 12.0 “Approach Process” If at any
time the DPST Master requires further information a formal email must be sent to the Marine
Superintendent/Cargo Superintendent with OIM in copy.
10.5 EVALUATION
The DPST Captain and the FPSO 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 fully responsible for the safety of his vessel at all times and must observe
the “Environmental limitations” are added to the VSOG in Appendix “A”.
10.6 POSTPONING OR TERMINATING

The DPST Captain has the authority to postpone or terminate mooring operation at any stage and
then relay the information to FPSO and MOS (Marine Superintendent) along with revised arrival
time for mooring ops..
When such decision takes place the Captain must inform all parties involved and, if possible,
estimate when the operations will be resumed by sending a formal message by email as required..
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 nearby.

Rev. 4
11.0 MOORING PREPARATIONS
11.1 FPSO MOORING PREPARATIONS

The FPSO has no thruster to be activated in preparation for mooring. The permanent heading of
the FPSO due to its spread mooring configuration is 195° (T). All mooring operations and
commencement of the offloading will occur during hours of daylight. Unmooring operations can
occur at any time after cargo is completed as advised by the FPSO OIM or MOS.
The following steps are required to prepare FPSO for mooring.
12.0 APPROACH PROCEDURE
12.1 CHECKING THE POSITIONING CAPABILITY

Prior to connection (before transferring any lines) to any FPSO, the positioning capability should
be checked by operating the vessel in DP system mode for at least 20 minutes without
interference at 300m zone..
The following steps shown on the table below are required for the DP system Mode test:
STEP ACTION
Prior to entering the 1000 meters zone from the FPSO, the DPST Captain confirms the Position Reference Systems
1 (PRS) are selected and sets the DP to “approach mode”. The Artemis may need to be calibrated at the 300 m
zone to avoid calibration errors.
At 500 m, all PRS are removed (dropout) until alarm is activated then re-selected on the DP desk and an
observation of the DPST ability to maintain its position is made. Any significant signs of irregularities in the DPST
2 position will be noted and re-assessed to ensure position keeping can be adequate during loading operations. No
signs of irregularities in the DPST position keeping, permission will be given by the FPSO for DPST to move to
shooting distance
Log results of test in appropriate checklist and then confirm with the FPSO that the vessel is ready to move in to
3 the 300m for final model check and DP checklist as per “Appendix C” is completed and the FPSO notified of the
time.
CAUTION: Changing DP mode to “stand by” will erase the mathematical model and a new
model has to be created for at least 20 minutes.
REMARK: Refer to “Taut Hawser Mode Operation in section 15.0 for PRS requirements and
procedures
12.2 APPROACH PROCESS

• “Auto Position Mode”: Only for approaching and departure where only an absolute
positioning reference system is available due to being outside the operational perimeters of the
relative PME´s. The geographical coordinates of the vessel give the reference point. It’s
normally safer to operate This mode can only be used for the DPST station keeping outside the
FPSO 500 m zone or if in “Manual Mode” (“Taut Hawser”) to assist with heading control.
Thus, it’s forbidden to offload from the FPSO in “pure” absolute mode in full DP.
• “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.
Rev. 4
• Minimum number of relative PRS during operation

At least Three (3) relative PRS should be operational and in use during approach, mooring,
connection, loading, disconnection and departure operations. In case there are only two (2) PRS
available due to system failure, then the operation cannot commence and the DPST shall not be
authorized to enter in the restricted 500m area. If any TLM deviation is expected then a specific
MOC (Management Of Change) document and specific Risk Assessment must be issued with a
good anticipation. The operation can be authorized and commenced only when all parties
(Onshore/ Offshore Management, Client representatives and DPST’s master) are in agreement
and all the controls required in Risk Assessment document are in place. Further guidance for
PRS requirements is located in the VSOG table located in Appendix A”
Anyway should be confirmed with Client TOTAL that MODEC shall not be penalized when will perform
the offloading operation with only 3 PRS operational.
PRS CRITERIA
CRITERIA
The DPST must have four (4) position reference systems capable of interfacing with the DP
1
system.
At least three (3) of the four (4) PRS must be relative position system such as DARPS, Fan
2
Beam and Artemis.
During DP operations, at least three (3) PRS must at all times be operational and interfaced
3
with the DP, but this condition permit operation in Advisory Status only.
Important Note:
If any deviation about the PRS availability is expected then a specific MOC (Management Of
Change) document and specific Risk Assessment must be issued with a good anticipation.
The operation can be authorized and commenced only when all parties (Onshore/ Offshore
Management, Client representatives and DPST’s master) are in agreement and all the controls
required in Risk Assessment document are in place.
12.3 FAVORABLE WEATHER SIDE WORKING – DRIFT-OFF/ DRIFT–ON

POSITION.
Increase Prior starting approach phase, DPST Master shall evaluate the weather conditions and
forecasts in order to confirm or not the running of operation as well as the selection of FPSO side
working. As a general rule for safety of operations the drift-off position shall always be preferred.
When activities on site (e.g. SIMOPS or maintenance operations on the FPSO), or environment
prevent from undertaking or continuing the offloading operation in a drift-off position, the drift-
on position might be selected by DPST Captain in accordance with FPSO MOS provided that a
proper risk assessment is performed before operation starts. In this case the operation will be
restricted to the additional operating limits defined in the drift -on section of the VSOG (refer to
Appendix 1). During the final approach phase, once all PRS are selected in the DP system a
complete standstill shall be performed for 20 minutes time in order to let DP system builds its
own model. During this stop, a drift off analysis shall be performed using the DP motion
prediction tool in order to get a good understanding of the situation should a failure occurs during
the offloading operation. Later on during the offloading operation it is strongly recommended to

Rev. 4
repeat this motion prediction analysis on a regular basis and as a minimum each time the
prevailing environment has changed significantly
12.4 APPROACH SPEED.

When the mooring operations start, the DPST will approach the FPSO through the designated
arrival sector. The table below specifies the maximum permissible approach speeds for the DPST
12.4.1 Maximum permissible approach speeds
POSITION MAXIMUM SPEED ALLOWED
Within 10 nm zone of FPSO Vessel’s maximum speed – COLREG

Within 3 nm of FPSO 5 knots
Within 3.000 m of FPSO 3 knots
Within 1.500 m of FPSO 2 knots
Within 500 m of FPSO 0.6 knot
Within 300 m of FPSO 0.4 knots
Within 200 m of FPSO 0.4 knots
12.4.2 Table of approach process steps

Distance Step Responsible Action
To Contact the DPST with arrival letter and initial information transfer
Once DPST in
including the following documents:
nominated for 1 FPSO MOS
✓ Pre-arrival letter from FPSO OIM
offloading
✓ Pre-arrival information transfer requested by FPSO MOS and
the DPST to reply as soon as received.
✓ Flight operations during offloading as per Normam-27 DPC and

is issued in both English and Portuguese.
✓ Offloading gradient diagram for helicopter operations
✓ PRS settings for both offloading stations.
✓ Rocket line configuration diagram as per offloading manual

section “7.3.6 Messenger Lines”
✓ MSDS in both English and Portuguese
✓ Appendix “D” Offshore Loading Form
✓ Appendix “E” Sailing Advice Form
✓ Appendix “F” Safety and Pre-arrival mooring checklist
✓ Terminal Loading Manual
✓ Total company documents as referenced in the Terminal

loading manual to be used for guidance.

Rev. 4
ASAP reply with

information 2 DPST Provide response to all pre-arrival information as requested by FPSO to
requested by prepare for arrival.
FPSO
1 hour before 3 DPST Contact FPSO Radio Room to confirm ETA for the 10 NM and confirm
ETA at the time that DPST is required to commence mooring? This contact is to
10 NM be made on VHF Ch.16
✓ To contact the FPSO Radio Room informing the time that the
DPST arrived at the 10 NMZ and the NORT was issued. This
call is made on VHF Ch.16 then switch to designated
working channel (VHF Ch.14)
FPSO
DPST
10 NM 4 ✓ NORT/ MT Tank Certificate/ OBQ to be sent by email to FPSO
Marine Superintendent/Cargo Supervisor along with OIM in
CC on email.
FPSO
✓ If mooring operations are to proceed then DPST request
permission to enter to the 8 NM.
5 FPSO ✓ Grant permission to proceed into the 8 NM and report again

on designated working channel to FPSO Radio Room.
✓ Confirm to DPST that all PRS are on and operational.
FPSO FPSO
✓ Report at 8 NM to FPSO Radio Room, request to proceed to 6
8 NM 6 DPST NM
✓ Maximum approaching speed as per COLREG.
7 FPSO FPSO Radio Room grant permission to proceed to 6 NM

NM
8 FPSO
DPST
6 NM ✓ Maximum approaching speed as per COLREG.
FPSO Radio Room grant permission to proceed to 3 NM

9 FPSO

NM
✓ Maximum approaching speed < 5 Knots

3 NM 10 DPST
✓ Send to Marine Superintendent/Cargo Supervisor and CC OIM
Safety Checklist #1 “Before Operation Begin” with time for
vessel crossing the 3 NM.
11 FPSO FPSO Radio Room grant permission to proceed to 2 NM
✓ Report at 2 NM to FPSO Radio Room, request to proceed to

1000 m
12 DPST
✓ Maximum approaching speed < 5 Knots
2 NM
FPSO Radio Room grant permission to proceed to 1000 m

13 FPSO

Rev. 4
✓ Report at 1000 m to FPSO CCR and inform that vessel is

switching to full DP operating mode.
✓ Request permission to enter to 500 m to complete DP checks

14 DPST
1000 m ✓ Maximum approaching speed < 2 Knots
15 FPSO Grant permission for DPST to proceed to the distance of 500 m.
Report at 500 m to FPSO CCR that vessel stopped to continue with DP

16 DPST
checks.
✓ Report to FPSO CCR that DP checks completed- Request

permission to proceed to 300 m for final model check.
500 m ✓ Send to Marine Superintendent/Cargo Supervisor and CC OIM

17 DPST
Safety Checklist #2 “Before Approach and Mooring” with
time for vessel completed DP checks at 500 m
18 FPSO Grant permission for DPST to proceed to the distance of 300 m.
✓ Inform the FPSO CCR that vessel is at 300 m completing final

model check- Print trace from DP station after 20 mins and
send to FPSO Marine Superintendent if requested.
✓ Appendix C “DPST Final Checklist before Mooring” to be

19 DPST completed and sent to the Marine Superintendent.
300 m
✓ :Once model check and check list before mooring is
completed, then DPST request permission to proceed to
shooting distance
20 FPSO Grant permission for DPST to proceed to shooting distance of 90 m.
Inform FPSO CCR when vessel is at a distance of 90 m- in shooting

distance. If due to adverse wind condition the DPST need to reduce
90 m
21 DPST the shooting distance at 80 m then the DPST’s Master will request
additional permission and proceed to 80m as soon as the OIM agree
and grant permission.
12.5 DIRECTION OF APPROACH – DRIFT ON SITUATION

When the DPST is approaching the FPSO, at no time is the vessel to remain in a position as
indicated by a consequence analysis alarm remaining active that a drift on situation is possible
with failure of any equipment. If the DPST’s Master experiences any consequence analysis alarms
that remains active under this criteria then the maneuver must be aborted or notify the FPSO
OIM/MOS. If connected then suspend cargo operations and prepare for disconnect. See the
attached VSOG in the appendix “A”
When the DPST is 650 m from the FPSO, her heading should deviate by approximately 10
degrees from the FPSO heading, to ensure a safe emergency escape.

Rev. 4
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
12.6 ALTERNATIVE DIRECTION OF APPROACH

It is allowed for the DPST to approach the FPSO on a parallel course on leeward side on main
direction of influential weather forces. The possibility of collision during tanker approach is the
same as for a buoy. The speed of collision is likely to be less than 0.25 Knots. At these speeds,
damage could be caused to the hull, anchor lines, risers, and export hose of the FPSO.
12.7 REDUCED VISIBILITY

The visibility requirements for approach/mooring are listed in the VSOG in the appendix “A”
CAUTION: The DPST Captain shall maneuver his vessel in accordance with procedures and
operational limitations reduce speed as required, observe all marine activities in the area, and
mann the relevant vessel stations appropriate for the forthcoming operations.
R E M E M B E R: During the final approach to the FPSO, 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 FPSO
12.7.1 PARKER / BLOM PMS-RPMS

During the approaching/mooring and transfer operation along with departure on the DPST´s all
movements should be monitored by the FPSO CCR using BLOM PRMS. These vessel´s that will
be chartered to complete the loading with be DPST´s and will arrive at the offshore terminal with
no Mooring Master or Pilot present onboard to assist. The CCR on the FPSO should be equipped
with a BLOM system (Positioning Monitoring Equipment) so that all the movements of the DPST
can be monitored to ensure that all movements are in line with this Terminal Offloading Manual
to ensure a safe operation.
13.0 CONNECTION OF HAWSER AND HOSE
13.1 MESSENGER LINE TRANSFER
The messenger line is transferred as per “Messenger Line Transfer”, section 11.0. The hawser and
hose are then connected as detailed below.
REMARK: the DPST Captain and OIM must decide what distance will be necessary to be
approached in order to make a safe shooting line transfer operation. Weather conditions must be
taken into account.
13.2 CONNECTION PROCESS – DPST MOORING AND HOSE CONNECTION
The following table describes the hawser connection process.

Rev. 4
Step Distance Responsible Description

Inform the FPSO that the vessel is in shooting distance and
ready for mooring operations. If due to adverse wind
condition the DPST need to reduce the shooting distance at
1 90 m DPST
80 m then the DPST’s Master will request additional
permission and proceed to 80m as soon as the OIM agree
and grant permission.
To inform the DPST that is ready to receive the shooting
2 90 m FPSO
line.
✓ To shoot the shooting line using the air gun & pass 2
messenger lines with 2 shackles as per diagram
under section 7.3.6 Messenger lines.
3 90 m DPST ✓ One for the hawser pick up rope & the other for the
hose pick up rope.
✓ DPST to ensure that the 2 messengers do not snag

during transfer.
4 90 m FPSO/DPST Transfer of messenger lines between FPSO/DPST
Move back from 90m

to 150m at 0.15 knot Once mooring hawser is connected then the DPST is required
5 DPST
when advised by to move back to loading position.
FPSO
Once at loading position then notify the FPSO that ready for
6 145m to 155m DPST
hose transfer
7 145m to 155m FPSO Commence hose transfer
To inform the FPSO that the hose line is connected.

8 145m to 155m FPSO Ensuring that the hose forms a comfortable bight without
chafing against the hull
9 145m to 155m DPST To select on the DP system the “weathervane” mode.
To prepare the vessel to start loading according to internal

10 145m to 155m DPST procedures.
See section referring to “Green line”.
11 145m to 155m DPST To inform the FPSO when ready to start loading.
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.

Rev. 4
14.0 ONBOARD THE FPSO FOR DPST OPERATIONS

Minimum number of people involved in the operation - 05 persons, and this is arranged by MOS.
In addition to the 05 persons required for the operation, One supervisor (Cargo Supervisor, Cargo
Technician or Marine Superintendent).to be present during Mooring/ Unmooring and Hose
connection / disconnection operation.
When passing the rope messengers due care to be taken when handling the ropes with special
attention to ensure minimum 2 turns of the rope on the Bitt.
15.0 SPECIALIZED OFFLOADING MODE USING TAUT HAWSER
“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 and approx. 155-160m from the
FPSO according to the intensity and direction of the environmental forces. The hawser tensions
alarm settings are to be noted if activated and then the operation is to be reviewed to ensure there
is no possibility of equipment damage or any environmental impact with possible disconnection
to take place. This mode is to be used in very special cases due to degraded status of the DPST
DP system and/or related equipment. In order for this mode of offloading it has to be risk assessed
by the DPST along with the FPSO Management team and then findings reviewed to see if this
mode of offloading is safe to proceed with. The weather conditions are to be always strictly
monitored to ensure that the DPST is not impacted by the effects of surging on the taut hawser.
This surging will place an unknown force on the DP system thus possibly causing inappropriate
use of the vessel´s propulsion system causing a potential drive off during loading operations.
Extra precautions to be considered during “Taut Hawser” operations:
- At least one absolute PRS must be working properly to assist with heading control if required.
- The DPST must keep pitch astern on its main propeller to maintain a Taut Hawser at all times
up to 20 tons on the hawser system. This will assist in minimizing the effects of surging.
- The DPST must not stay in full auto position mode on the DP system. The vessel must keep
its position and heading in accordance with the operational sector and limits described.
- The SBV must be advised of the planned operation and confirmed by the SBV Master that
they are adequately equipped and have a clear deck and can accommodate deploying a tow
wire to assist in the taut hawser. This is to be considered by the DPST/FPSO during the risk
assessment as a mitigating measure.
- Depending on situation and results risk assessment, a SBV might be required to assist the
DPST in position keeping
16.0 OFFLOADING OPERATIONS

This section describes the requirements to initiate, conduct and terminate offloading in DP mode.
16.1 INITIATE OFFTAKE
16.1.1 Beginning
Prior to offloading, the DPST Captain must confirm that the vessel is ready to receive the cargo.

Rev. 4
16.1.2 Connection
During connection the interlock system demand that the sequence state below is to be followed:
• Lock the chain stopper.
• Lock the hose coupling claws in secured position.
• Open inboard ball valve and coupler valve.
• Hose probe needs to be exactly in position.
• Adequate number of valves onboard loading system must be open.
• By disconnection the interlock system demands that sequence be followed in opposite order.
This does not apply when the manual emergency disconnecting system is used.
16.1.3 Offtake
Prior to commencement of the cargo transfer, the criteria and method for stopping the transfer on
completion of loading shall be agreed between the FPSO MOS who is the FPSO OIM´s delegated
representative and Shuttle Tanker Master or Chief Officer. The FPSO will normally stop the
offloading when there is a set quantity to offload and less than the maximum the shuttle tanker
can accommodate. It shall be clear prior to starting of the offloading operation who has this
responsibility and this will be logged on both the Shuttle Tanker and the FPSO.
Following the test of the shutdown system and reinstatement of the Green Line, loading may
commence. The FPSO shall not start any discharge pumps until verbal confirmation is given by
the shuttle tanker Master or Chief Officer that the vessel is ready to receive the cargo.
Loading shall be started slowly with one FPSO cargo pump. This rate should be maintained until
it is ascertained that cargo is entering the correct tanks onboard the Shuttle Tanker and that no
leaks are present from the transfer hose, the coupling or the lines on deck. The FPSO shall
conduct similar checks on deck, pump room, metering skid and offloading area to ensure that all
conduits are sound.
Continuous watch shall be maintained at both the FPSO stern or bow areas along with crew on the
shuttle tanker bow for leaks, in particular at the hose couplings and sea area between the two
vessel´s.
If any leaks are identified, the most appropriate means shall be employed to stop the oil transfer.
On the Shuttle Tanker, in addition to radio request to stop export, operation of the telemetry stop
or Class 1 shutdown would be appropriate.
The rate may be increased to the appropriate volume, providing:
• The cargo system has been checked for leaks on the DPST and on the FPSO and found to be
satisfactory.
• The DPST requests full rate after confirms received cargo.
• The offloading green line is established.
After the slow speed checks have been completed on the shuttle tanker and the FPSO, the
loading rate should be increased on the request from the shuttle tanker in stages up to the
agreed maximum pumping rate. The expected offloading rate for the FPSO at maximum is
6800m3/hr.
The green line will interrupt during the following circumstances:
• Loading pressure in the manifold lines  7 bars.
• Hose probe is not exactly in position.
• Unlocking of the chain stopper.

Rev. 4
• Unlocking of the coupler claws.

• Closing manifold valve.
• Closing inboard valve.
16.1.4 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.
FPSO: The Bow & Stern Discharge System (SDS) and the FPSO control stations will be
manned during offloading operations to provide close control and visual check on the offloading
operation.
As the pad eye remains installed on bow bulbous, particular attention should be taken during
offloading at the BOW station when the draft forward is close to 9 meters, and the weather is
unfavorable. If a high risk exists to damage the hose then should be taken in consideration to
STOP the offloading and retrieve lightly the hose, waiting for favorable weather condition or
change the station..
When Offloading at STERN station, If at any time during an Offloading operation there is a
possibility of the Hose making contact with the Stern, the situation should be informed to the
marine Supt/ OIM, and when necessary to avoid hard striking against the FPSO structure the
Offloading to be stopped and Offloading Hose retrieved to a safe position on the Hose Reel. The
offloading to be only commenced when weather conditions improve or if the Offloading station
is changed as required.
16.1.5 Loading hose pressure test

The flexible loading hose shall be pressure tested before every offloading and this will be
completed in 2 steps pending on the requirements of the DPST for maximum pressure allowed for
testing:
Step#1
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 FPSO with a
pressure of 05 (five) bar for at least 10 minutes. The DPST will be monitoring the pressure test
too during the testing. The results of the test will be logged.
Step#2
The DPST will then close the coupler valve and allow the FPSO to increase the hose pressure to 8
(Eight) bar for Atleast 15 minutes.
For environment safety reasons the FPSO will offload with a discharge pressure at the manifold, 1
Bar below the Test pressure. i.e. if the pressure test is carried out at 8 Bar, the maximum pressure
maintained at the manifold will be 7.0 Bar.
16.1.6 DPST Bridge Manning

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.
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

Rev. 4
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) SPDO and one (1) DPO
It is Captain Responsibility to ensure that crew competency and training of all DP personnel is in
line with industry standards and Client requirement.
16.1.7 DPST CCR Manning

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.
16.1.8 DPST ECR Manning

During loading in DP-System mode or any other maneuvering or loading operation in the Santos
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.
Note ¹: for Requirements established in this Guidelines (section 16.1.7 & 16.1.8) Refer to
Appendix “B”.
17.0 SEQUENCE AND CHECK
17.1 SEQUENCE
The DPST must inform the tanks loading sequence before start offloading.
17.1.1 QUANTITY CHECKS

During loading, the quantity received by the DPST should be compared every hour with the
quantity offloaded from the FPSO.
In case of large discrepancies arising, the offloading operation must be halted and all systems
checked for leaks.
REMARK: See Appendix “D” - Offshore Loading Form for further instructions.
18.0 OFFTAKE TERMINATION
18.1 OFFLOADING RATE

DPST normally continues to off take 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 off take rate.
18.1.1 CAPACITY
If the FPSO 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 FPSO 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.

Rev. 4
18.1.2 TERMINATION
Termination will normally be performed onboard the FPSO upon the request of the DPST.
The following table describes the steps for the process:
STAGE RESPONSIBLE DESCRIPTION
One hour before loading completion informs the FPSO and the SBV (if any) the
1 DPST estimated time of loading termination. The DPST must agree with the FPSO about
the loading rate.
2 DPST / FPSO When loading completed the DPST will request the FPSO to stop pumping.
19.0 FLUSHING
Flushing of the hose line will normally be performed to keep the line clean for the next operation.
Normally on commencement of discharge of cargo from the FPSO a line displacement is
completed to ensure all piping and hose are filled. The volumes for these displacement and line
flushing shall be relayed by the FPSO and agreed by the DPST before operations commence. The
water used for line flushing will be return again after the loading operations to the FPSO so no
flush water will be required to be retained onboard unless previously agree before loading
operations.
Flushing volumes information:
Fwd Offloading Station- 600 m3 total (450 m3 of water/ 150 m3 of Oil for line displacement)
-Aft Offloading Station- 400 m3 total (300 m3 of water/ 100 m3 of Oil for the line displacement)
The following table describes the steps for the process:
Stage Responsible Description
1 FPSO To prepare for flushing the hose line.

2 DPST To prepare the vessel to receive the flushing.
3 FPSO To inform the DPST that is ready to start flushing the hose line.
4 DPST To grant permission to start flushing.
5 FPSO To inform the DPST the termination of the flushing.
6 DPST To close the coupler valve. Prepare to return the line flushing to the FPSO
7 DPST To inform the FPSO when they are ready to commence pumping
Give permission to commence the flush back, and will confirm flow once back flushing is started
8 FPSO
from the DPST .
9 DPST Pump back volume to FPSO that was originally received.
10 DPST/FPSO Once the DPST confirms transfer stopped/ Secure cargo system on each vessel
20.0 HOSE AND HAWSER DISCONNECTION

This chapter describes the guidelines associated with disconnection of the DPST from the FPSO
and its subsequent departure.

Rev. 4
20.1 MAKE READY FOR DISCONNECTION
20.1.1 Heading & position

Before disconnection starts, the DPST Captain and the FPSO OIM must carefully consider the
waves, wind and stream. If necessary, the DPST position and heading must be optimized.
20.1.2 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 FPSO must be notified.
20.1.3 DPST Procedures

The DPST will prepare to disconnect after received confirmation that all valves on FPSO are
closed.
20.1.4 FPSO Procedures

When it has being confirmed that all valves on both vessels are closed, the FPSO will engage the
hose reel and disengage band brake, ready to recover the hose.
20.1.5 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 FPSO and
logged. Measures will take in accordance with the contingency plan. The DPST informs the FPSO
when the ship is ready to disconnect.
20.1.6 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.
Step Responsible Description
To inform the FPSO and the SBV (if any) that is ready to disconnect the hose line. Request
01 DPST
permission to disconnect.
02 FPSO To grant Permission.
To disconnect the hose line according to internal procedures. Prepare to start lowering the
03 DPST
hose line.
04 DPST To inform the FPSO that the hose line is disconnected and lowering is commenced
To start retrieving the hose line on the hose reel. To instruct the DPST on the speed to be
05 FPSO
used when lowering the hose line.
To start lowering the hose line and hose rope as required. When the DPST has the hose fully
released, then the end of the hose messenger must be connected to the end of the existing
06 DPST
messenger line belonging to the FPSO so that they can use this process to recover the hose
messenger.
07 FPSO To inform the DPST that the hose line is all on board and secured.
To start lowering the hose rope messenger, till complete hose rope & messenger is retrieved
08 DPST
on board the FPSO.
To retrieve complete hose rope & messenger on board and then inform the DPST that the
09 FPSO
FPSO is ready for unmooring.

Rev. 4
20.1.7 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 to disconnect the mooring hawser.
Step Distance Responsible Description
1 150 m DPST To connect the messenger line to the chafing chain.

To request the FPSO permission to proceed to the distance of 140 meters to start
2 150 m DPST
disconnecting.
3 150 m FPSO To grant permission.
To request the FPSO permission to start disconnecting the mooring system. DPST
4 140 m DPST to ensure that the BOW is in line with the Hawser drum so that the FPSO may be
able to heave up the chafe chain & special thimble on the Hawser drum
5 140 m FPSO To grant permission.
To open the chain stopper and start lowering the mooring Hawser system at the
6 140 m DPST
speed requested by the FPSO (If weather conditions permit).
To start retrieving the offloading chafe chain, the hawser and messenger lines
7 140 m FPSO
just after the chafing chain leaves the gutter on the DPST.
Inform the FPSO when messenger line is disconnected from the DPST and ready
8 140 m DPST
to be released into the water.
9 140 m FPSO FPSO to confirm when the DPST can release the messenger line
10 FPSO To inform DPST that the messenger line is secured on deck.
11 500 m DPST To inform FPSO when 500 meters off
Caution: Superfluous slack on lines in the water must be avoided during disconnection process.
21.0 DEPARTURE
This section contains guidelines concerning casting-off and departure of the DPST after
completion of offloading operations.
21.1 NOTICE
The DPST must inform the FPSO the estimated time of departure from the 500 m zone, well in
advance of departure time.
21.2 POSITION
The DPST may be in DP – manual or auto position mode, adjust its relative position with stern of
FPSO to achieve the optimum position for unmooring (keeping leeward side).
21.3 DIRECTION
When 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 FPSO once it has been released.

Rev. 4
21.4 SPEED
Whilst moving astern from mooring position, the DPST must ensure that the messenger line is all
clear of the traction winch deck and released into the sea. . Once all lines are reported clear then
the DPST is ready to sail from FPSO keeping the speed < 3 knots within 1000 m zone
22.0 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 FPSO 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.
22.1 SAILING ADVICE

As soon as possible after completion of the loading, the FPSO will pass the gross discharged
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
FPSO figures.
Assuming that the gross figures are not in dispute, as soon as practicable after the completion of
loading, the FPSO will transmit to the DPST the sailing advice by e-mail or fax using the form
in Appendix “E” .
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 FPSO 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.
23.0 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 FPSO.
Should any irregularity or potential hazard arise, the FPSO 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 FPSO vicinity.
• Remain moored with the SBV connected by the towing arrangement.

Rev. 4
EMERGENCIES OCCURING ON FPSO OR DPST DURING OFFLOAD

OPERATIONS SHOULD BE DEALT WITH AS PER THE FIELD RESPONSE PLAN OF
EACH UNIT. IN ANY CASE OF EMERGENCY, OPERATIONS BETWEEN
DPST AND FPSO SHOULD BE ABORTED AS A FIRST MODE OF
RESPONSE.OESD I OR OESD II TO BE INITIATED AS THE CIRCUMSTANCES
REQUIRES.
23.1 FPSO ANCHOR LINE FAILURE

Under normal circumstances, the offloading will take place with the FPSO lying-up against
environmental load (wind & waves).
This FPSO is spread moored and her heading is fixed on a 195 deg (T) heading.
If the FPSO mooring lines fail in direction of the weather, the FPSO will tend to move toward
the DPST. Considering that this failure may result in a collision, the FPSO position must be
monitored by the FPSO OIM.
In case of positive mooring line failure DPST must initiate an OESD I or OESD II as the
circumstances may require.
23.1.1 OFFLOADING DISTANCE

Due to the tendency of the FPSO 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
FPSO and the DPST.
23.2 HOSE RUPTURE
23.2.1 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 FPSO, will possibly be the first
indication of hose rupture.
23.2.2 OESD
The person who detects the hose leakage must immediately inform the control station and OESD I
will be activate.
23.2.3 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.
23.2.4 OIL SPILL

For oil spills, clean-up procedure refers to Oil Spill Response Plan & SOPEP.
23.3 MOORING HAWSER FAILURE
23.3.1 TENSION ALARM

Sudden high tension can be expected for sudden failure of 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.
Rev. 4
The hawser failure is most likely detected by the FPSO.
The table below shows actions to be taken when detecting hawser failure:
LOCATION ACTION
Immediately activate OESD I, contact the FPSO and be prepared to activate OESD II to prevent hose
DPST
breaking.
FPSO Immediately activate OESD I, contact the DPST and be prepared to OESD II to prevent hose breaking.
23.3.2 FOWARD THRUSTERS

In the event of mooring hawser failure, the forward thrusters must be stopped to prevent hose and
hawser fouling the propellers.
23.3.3 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.
23.4 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 is
according to the DPST Captain. Based on the weather conditions and the remaining DPST
capability, the DPST Captain should decide whether the SBV assistance is needed or not.
REMARK: refer to the VESSEL’S DEGRADED STATUS for further information.
23.5 MAIN PROPELLER FAULT

In event of the DPST losing its main propulsion it is possible that it may drift toward the FPSO
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 FPSO.
23.5.1 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 FPSO.

Rev. 4
23.6 FIRE
23.6.1 OESD
In case of fire either on the FPSO 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.
23.7 COLLISION AVOIDANCE

If a risk of collision exists an OESD II shall be activated immediately and the SBV contacted for
assistance.
23.7.1 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 FPSO and the DPST.
23.8 BLACK OUT

In event of the DPST having a blackout it is possible that it may drift toward the FPSO 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 FPSO.
23.8.1 BLACK OUT ACTION

The table below describes the actions that must be performed in the event of a black out.
STEP ACTION
1 OESD II – If there is a risk of collision
3 After disconnection the SBV will pull the DPST out of 500 m zone
23.9 DRIVE OFF

In event of the DPST is driving off, it is possible that it may drive off toward the FPSO and cause
a collision.
23.9.1 DRIVE OFF ACTION

The table below describes the actions that must be performed in the event of drive off.
STEP ACTION
1
OESD II – If there is a risk of collision
3 After disconnection the SBV will pull the DPST out of 500 m zone

Rev. 4
23.10 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.
24.0 APPENDICES

Document No: -0397-MI20-OPSM-0754
FPSO Cidade de Caraguatatuba MV27
Rev. 44
24.1 APPENDIX A - VSOG

Vessel Specific Operating Guidelines (VSOG) - LAPA / MV27 Offloading Operations
Approach and Loading
Condition GREEN ADVISORY YELLOW RED
Advise Master/Installation Inform
Inform Master/Installation
Situation specific, Master/Installation/Stopped
Action Required (FPSO/DPST) Normal Status Direct Activation of OESD 2,
formal/informal Risk transfer operations/Prepare
move to safe location
assessment. for disconnection
155m < Distance from FPSO <
Distance from FPSO < 70m Distance from FPSO < 60m
OESD definitions 145m
Sector non riser side > 65° Sector non riser side > 75°
(ref. to schematics) Sector non riser side > 50°
Sector riser side > 60° Sector riser side > 70°
Sector riser side > 45°
> OESD 1 Loading sectors and > ESD 2 Loading sectors and
Position Deviation/Excursion from setpoint <5m >5m
distances distances
Hdg set point ≥20° and/or
2° ≤ Hdg set point ≤10° 10° ≤ Hdg set point ≤20°
Bow - base heading excursion Within +/-2° of setpoint uncontrolled or erratic heading
(for more than 30 sec) (for more than 30 sec)
changes
Loss of 2 bus - Evaluate whether
Power availability (always
DRIFT OFF POSITION
All systems OK 1 DG Failure Loss of 1 bus it is safer to depart or remain

configured in split bus)
connected
Thruster availability All systems OK All systems OK Any thruster failure OESD 2 Limits
Power load < 50% > 50% OESD 1 Limits OESD 2 Limits
Normal / No consequence analysis
Thruster demand (%) Any consequence analysis alarm OESD 1 Limits OESD 2 Limits
alarm
OESD 2 Limits or loss of main
Main propeller demand (%) < 25% > 25% OESD 1 Limits
propeller
Power availability (always
DRIFT ON POSITION
Loss of 1 bus
configured in split bus)
Thruster availability Any Thruster Failure
Total power consumption (kW) 50% Continued for more than 2
P (%) < 40% 40% < P (%) < 50%
in DP mins
Any consequence analysis drift on
Thruster DP demand force (%) No consequence analysis 2 alarms in 20 mins
warning by DP System
Main propeller demand (%) ≤ 25% > 25% or loss of main propeller

Rev. 4
DP Controllers All control system operational Alarm/fault indication Loss of one control system Loss of both control systems
DP Networks All network operational Alarm/fault indication Loss of one network Loss of both networks
Loss of all PRS and OESD 2
Position reference systems (PRS) 4 PRS enabled in DP < 4 PRS available < 3 PRS available
Limits
Wind sensors for DP All wind sensors operational <3 wind sensors No wind sensors OESD 2 Limits
Motion sensors (MRU) for DP All MRU operational <3 MRU No MRU OESD 2 Limits
Heading sensors (Gyro) All gyro compass operational <3 gyro <2 gyro No Gyro
Communication systems, ST/field (Voice) VHF radio and UHF radio operational < 2 communication systems No communication No Communication/No telemetry
Connection: >500m <300 m
Visibility <150m - suspend operations
Loading: >300 m
Hawser tension < 5 ton > 25 ton > 50 tons 2 times in 30 mins >100 tons or hawser breaking
Signs of oil leakage observed Oil leakage observed 50T weight on 100T weight on coupler
BLS manifold Normal condition
move to yellow sector coupler (automatic release)
Telemetry system(When installed and able
Both systems operational < two radios No radios No Communication/No telemetry
to communicate between vessels)
Any alarms or notifications of Evaluate impact for safe station
Other emergency scenarios (Fire, FPSO
Normal condition abnormalities received: move keeping and loading operation. Stop
mooring failure, etc...)
to yellow. loading and disconnect if required.

FPSO Cidade de Caraguatatuba MV27 Document No: 0397-MI20-OPSM-0754,
Rev. 4
24.2 APPENDIX B - DP PERSONNEL MANNING AND COMPETENCY

REQUIREMENT as per Client requirement

Rev. 4

Rev. 4
24.3 APPENDIX C- DPST FINAL CHECKLIST BEFORE MOORING

Field Arrival Checklist for DPST must be completed before entering the 500m Zone.
(Item marked as Y/N/NA)
Vessel: Cargo Number: Date:
1.0- Bow cameras on and operating
1.1- Gyros compass in operation- deviation between all gyros < 1 Degree
1.2- Confirm the designated DP printer for operating stations is functioning and able to print.
1.3- Confirm correct offloading buoy is selected and displayed on the DPOS screen
1.4- Confirm the reboot BOTH Darps stations: Confirm correct target and offloading station selected and
displayed
1.5-Confirm Artemis rebooted: Frequency Pair Address
1.6- Confirm Fanbeam is operational and correct # of targets tracking
1.7- Wind sensors operating and selected on the DPOS
1.8- Anchors secured
1.9- Confirm BLS equipment and messenger lines and tools ready
1.10-Confirm time in UTC on DPOS is in line with movement printer- print screen shot
1.11-Confirm Pusnes data logger is activated
1.12-Sufficient DG´s operating to supply power for thrusters- No active alarms on DPOS
1.13-Confirm the PME´s are in use with relative selected as per Terminal loading Manual
1.14-Position dropout completed for 5 minutes- position adequately maintained
1.15-Ensure correct setup for the PME´s as per the Terminal loading Manual
1.16- Ensure DPOS is operating in approach mode
1.17- Confirm mooring time with FPSO /Confirm traffic movements as earlier reported by FPSO to
ensure no changes in program
IMPORTANT: At 300M vessel to stop for 20 minutes and check position keeping Prediction drift model
completed and printed
1.19-Notify FPSO that the DPST is proceeding to 80 meters for mooring ops
1.20- Once mooring completed- select hawser tension reading on DPOS
1.21-Confirm weathervane mode selected
Completed By: Verified By:

Rev. 4
24.4 APPENDIX D – OFFSHORE LOADING FORM
This appendix contains the form to log data regarding cargo, hawser tension, wind, sea, wave and
heading during offloading at the FPSO. DPST is required to fill this datasheet during entire
offloading operation
DATA SHEET – OFFSHORE LOADING

Vessel: FPSO:
Voyage no.: Cargo no.:
Ship Readings FPSO

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

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

Rev. 4
24.5 APPENDIX E – SAILINGADVICE FORM

This form must be filled by the FPSO 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: Pressure Test commenced:
ETA Destination: Pressure Test completed:
Line displacement
Loading Commenced:
Loading finished:
Flushing Commenced:
Flushing finished:
Hose disconnection Commenced:
Hose disconnection Finished:
Unmooring Commenced:
Unmooring finished:
Departure FPSO:
Pass 10 nm:
CARGO QUANTITY/QUALITY DISCHARGED FROM FPSO
Density BSW (%
Cubic Meters Metric Tons Barrels Temperature API
(20°) vol)
SLOP QUANTITY RECEIVED FROM FPSO

Cubic Meters Metric Tons Temperature
REMARKS:
Date: Signature: Name:

Rev. 4
24.6 APPENDIX F; CHECKLISTS
SHIP/ OFFSHORE TERMINAL SAFETY CHECK LISTS
Check List to be completed and signed by the Chief Officer/ Cargo Supervisor Master of DPST
and FPSO’s Cargo Supervisor/ Marine Offshore Superintendent prior to commencement of cargo
operations.
This checklist must also be signed by each relieving cargo watch officer as evidence they have
read & understood the re-checking requirements (R) before taking over their watch
Instructions For Completion

The presence of the letters ‘A’, ‘P’ or ‘R’ in the column entitled ‘Code’ indicates the following:
A (‘Agreement’) - This indicates that the referenced consideration should be addressed by an agreement or procedure
that should be identified in the ‘Remarks’ column of the Check List, or communicated in some other mutually acceptable
form.
P (‘Permission’) - In the case of a negative answer to the statements coded ‘P’, no operations are to be conducted
without the written permission from the appropriate authority.
R (‘Re-check’) - This indicates items to be re-checked at appropriate intervals, as agreed between both parties and
stated in the declaration.
The joint declaration should not be signed until all parties have checked and accepted their assigned responsibilities and
accountabilities.
Instruçoes Para o Preenchimento
A segurança das operações exigem que todas as questões sejam respondidas afirmativamente (S). Se a resposta for
negativa (N), deve ser dada a justificativa e haver um acordo entre o navio e o Terminal Oceânico, mediante
determinadas precauções. Quando a questão não for aplicável, uma observação deverá ser inserida na coluna
pertinente.
a presença deste símbolo nas colunas "navio" e "terminal" indica por quem a inspeção deverá ser realizada.
A presença das letras A, P e R na coluna código indicam o seguinte:
A - os procedimentos e acordos mencionados devem ser feitos por escrito e assinados por ambas as partes. P - no
caso de uma resposta negativa a operação não deve ser feita sem a permissão da autoridade
portuária.
R - os itens indicados devem ser rechecados em intervalos regulares pelo navio e terminal.

Rev. 4
SHIP/ OFFSHORE TERMINAL SAFETY CHECK LISTS

Ships Tanker Name: (DPST) Port/ Offshore area: Puerto/ Area de offshore:
Nome do Navio:
Berth/ FPSO/ FSO Terminal: Nome da Plataforma FPSO/FSO: Date/Time of Arrival: Data/Hora Chegada:
Operation typo: Tipo da Operaçao:
1.
Navio Offshore CODICO/
ITENS / ITEMS REMARKS
/Ship Terminal CODE
1. O navio está amarrado com segurança ? (Is the ship securely
moored?) R
2. Existe um acesso seguro entre o Navio e o Terminal offshore?

N.A. N.A.
Is there a safe access between ship and offshore terminal?
3. Existe efetivo serviço de vigilância no convés e adequada
supervisão a bordo do Terminal?
PR
(Is there an effective deck watch and adequate supervision on the
terminal and on the ship?)
4. Foi estabelecido um canal de rádio VHF para a operação de
transferência entre o terminal e o navio ?
R
(Has a VHF channel been established for the offloading
Operation between the terminal and the ship?)
5. O navio e o terminal esão de acordo com o procedimento de
parada de emergência ?
A
(Are the ship and the terminal in agreement with the
emergency procedures?)
6. Os embornais estão bujonados e as bandejas coletoras em

posição a bordo ? (Are the scuppers effectively plugged and trays
in position on board?)
7. As conexões de carga e combustível que não estão sendo

utilizadas foram apropriadamente fechadas com flanges cegos e
totalmente parafusados, incluindo a linha de descarga de popa ? (Are
cargo, bunker and steam discharge line connections
that are not being used properly blanked and screwed ?)
8. As tampas dos tanques de carga e combustível estão fechadas ?

(Are cargo and bunker tank lids closed?)
9. O sistema estabelecido de suspiro dos tanques estão sendo

usados ? R
(Is the established tank venting system being used?)
10. O sistema de medição dos tanques é automático e está
operacional?(Is the gauging system automatic and working properly R
?)
11. O teste de estanqueidade do mangote de transferência foi
realizado? (Has the hydrostatic test been performed on the hose
string?)
12. Manter o monitoramento / registro do volume de transferência.

R
(Maintain monitoring / record of the volume being transferred.)

Rev. 4
13. A malha de instrumentação de parada dos equipamentos de

transferência está testada e operacional?
(Is the shutdown instrumentation array of the transferring
equipment tested and operational?)
14. Os mangotes de carga estão em boas condições e
apropriadamente suportados?
(Are cargo and bunker hoses in good condition and properly
rigged?)
15. Os intrumentos de parada de emergência estão operacionais?
(Are all shut down instruments working properly?)
16. Existe algum vazamento de óleo para o mar ou ao redor do NT?
(Is there any oil leakage to the sea or around the ship?) R
17. Os mangotes estão flutuando livres de dobraduras? (Are hoses

streaming freely from kinks? )
18. Existe um plano para limitar os efeitos de poluição (plano de

contingência SOPEP)? (Is there a plan to contain pollution -
contingency plan – SOPEP)?
19. A conexão do mangote está correta e operacional? (Is the hose

connection right and fully operational?) R
20. Os manômetros indicadores de presão com testemunho nas

tomadas de carga estão funcionando corretamente?
(Are pressure gauges that keep high pressure readings on the
manifold working properly?)
21. Existem meios seguros de acesso ao navio? (Are there safe
boarding arrangements?)
22. As mangueiras e o equipamento de combate a incêndio a
bordo estão posicionadas e prontas para uso imediato? R
(Are fire hoses and firefighting equipment on board positioned
and ready for immediate use? )
23. As lanternas elétricas portáteis são do tipo aprovado? (Are hand
torches of approved type?)
24. Os tranceptores portáteis de VHF/UHF são do tipo aprovado?
( Are portable VHF/UHF transceivers of an approved
type?)
25. Os cabos dos equipamentos elétricos estão desligados? (Are
electric cables to portable electrical equipment disconnected from
power? )
26. Todas as portas externas e aberturas das

acomodações que dão para o convés principal R
(convés dos tanques), estão fechadas?
(Are all external doors and ports of aft accommodation
l e a d i n g onto or over- looking the tank deck closed?)
27. As entradas de ar para equipamento de ar condicionado que

possam permitir a entrada de gases da carga estão fechadas?
(Are the air conditioning intakes which may permit the entry of
cargo vapors closed?)
28. Os aparelhos de ar condicionado do tipo convencional de
janela estão desligados? (Are window-type air conditioning units R
disconnected?)
29. As restrições ao fumo são obedecidas? (Are smoking
R
requirements observed?)

Rev. 4
30. As exigências quanto as chamas abertas estão sendo observadas?

(Are naked light requirements being
observed?)
31. Existem saídas de emergência? (Are there emergency escapes ?)
32. O número de tripulantes é suficiente para uma emergência ?

(Is the number of crew members enough for an emergency?)
33. Foram tomadas medidas para garantir ventilação suficiente na

casa de bombas? (Have measures been taken to ensure sufficient R
pump-room ventilation?)
34. Os analisadores fixos e portáteis de oxigênio estão calibrados e

R
funcionando normalmente? (Have the fixed and portable oxygen
analyzers been calibrated and are working properly?)
35. Os níveis do vácuo-breaker estão corretos? (Are liquid levels in

P/V BREAKERS correct?) R
36. O sistema de gás inerte está operacional e em boas condições?

(Is the inert gas system operational and in good working
condition?)
37. Todos os tanques de carga são pressurizados positivamente com
oxigênio contendo 8% ou menos do volume (All cargo tank are at PR
positive pressure with oxygen content of 8% or less by volume).
38. As escotilhas dos tanques de carga estão fechadas e trancadas?

(Are the tank lids closed and secured?)
39. O navio recebeu a lista com informações sobre o terminal

Oceânico”? (Has the ship received the Information list about the
Offshore terminal?)
40. As condições de tempo estão apropriadas para a o início do

carregamento? (Are weather conditions suitable for commencing
loading?)
41. Durante a estadia do navio no terminal oceânico estão Sim /

programadas operações de limpeza de tanques? (Is tank cleaning (yes)
N.A
operations planned during the ship's stay in the oceanic Não /
terminal?) (No)
2.
(“R”  stands for repetitive checks)
Após a vistoria, e tendo sido assinalado onde apropriado os ítens do check-list, que foram feitos
com o melhor de nosso conhecimento, foram combinados também recheques periódicos quando
necessári.
(We have checked, where appropriate jointly, the items on this checklist, and have satisfied
ourselves that the entries we have made are correct to the best of our knowledge, and
arrangements have been made to carry out repetitive checks as necessary).
3.
FOR THE SHIP (Pelo Navio) FOR THE TERMINAL (Pelo Terminal)
Name: Name
Rank: Rank:
Signature: Signature:
Date/Time: Date/Time:

Rev. 4
SAFETY CHECK LIST 1 – BEFORE OPERATIONS COMMENCE

COMPLETED UPON ENTRY INTO THE 3 NMZ WITH CROSSING TIME FOR COMPLETION
SAFETY CHECK LIST 1 – BEFORE OPERATIONS COMMENCE
FPSO Name:
Receiving Ship’s Name: (VISITING OFFTAKE TANKER)
Date:
FPSO Export Tanker

Checked Remarks
Checked
1. Are all radio communications checked?
2. Are all walkie-talkie sets in order?
3. Is language of operation agreed?
4. Has cathodic protection procedure been checked?
5. Have a method of approach and mooring/unmooring
procedures been agreed?
6. Is ship upright and at a suitable trim?
7. Have engines, steering gear, control and navigational
equipment been tested and found in good order?
8. Is chief engineer briefed on engine requirements
9. Have weather forecasts for transfer area been obtained?
10.Has hose lifting equipment been checked and found ready
for use.
11.Is manifold connection ready and marked?
12. Has handling equipment been checked and found to be in
good order (where applicable)?
13. Are navigational signals ready?
14. Are mooring lines ready fore and aft?
15. Are mooring winches in good order?
16. Are messengers, stoppers and heaving lines in place and
ready for use?
17. Have crew been briefed on mooring methods?
18. Has a contingency plan been prepared and agreed?
19. Has other ship been advised that Check List 1 completed in
the affirmative?
FOR FPSO / RECEIVING OFFTAKE TANKER*
NAME: RANK:
SIGNATURE: DATE:
* Delete as appropriate

Rev. 4
SAFETY CHECK LIST 2 – BEFORE APPROACH AND MOORING

COMPLETED WITH TIME THAT DP CHECKS COMPLETED AT THE 500M ZONE
SAFETY CHECK LIST 2 – BEFORE APPROACH AND MOORING
FPSO Name:

Date:
Export
FPSO
Tanker Remarks
Checked
Checked
1. Has check list 1 been completed?
2. Have mooring and towing securing lines been checked and
found in order? Is handling gear retracted?
3. Are smoking regulations now in force?
4. Is proficient helmsman at the wheel?
5. Are scuppers plugged and sealed?
6. Has required course and speed information been
exchanged and understood?
7. Are engines controlled by revolutions?
8. Has area traffic (shipping) been checked?
9. Are navigational signals displayed?
10. Are accommodation doors and ports closed?.
12. Is firefighting and anti-pollution equipment checked and
ready for use?
12. Is adequate lighting available?
13. Are hand flashlights of an approved type?
14. Have portable transceiver sets been tested and are they
Intrinsically safe?
15. Is power on winches and windlass?
16. Are mooring gangs in position?
17. Have communications been established with
mooring gangs?
the affirmative?
NAME: RANK:
SIGNATURE: DATE:

Rev. 4
SAFETY CHECK LIST 3 – BEFORE CARGO TRANSFER

TO BE COMPLETED AFTER THE HOSE TESTING IS COMPLETED
SAFETY CHECK LIST 3 – BEFORE CARGO TRANSFER
FPSO Name:
Date:
Export
FPSO
Tanker Remarks
Checked
Checked
1. Is Transfer hose connected correctly?
2. Has communications system been established with other
ship?
3. Have emergency signals and shutdown procedures been
established?
4. Has bridge watch been established?
5. Has efficient deck watch been established with particular
attention to moorings, hose and manifold observation?
6. Is there an efficient engine room watch and are N/A
main engines on standby?
7. Has initial loading rate been agreed with other ship?
8. Has maximum loading rate been agreed with other ship?
9. Has topping off rate been agreed with other ship?
10. Are scuppers effectively plugged and drip trays in position
under the manifold connections?
11. Has hose been tested after connection?
12. Is hose suspended efficiently?
13. Are sea and overboard discharge valves of cargo system
tightly closed and sealed?
14. Are tools located at manifold for rapid disconnection?
15. Are window type air conditioning units (where fitted)
disconnected?
16. Are air conditioning units intakes which may permit the entry
of cargo vapors closed?
17. Are fire axes positioned fore and aft?
18. Are all unused manifold connections closed and blanked?
19. Is firefighting and anti-pollution equipment checked and
ready for use?
20. Is the agreed tank venting system being used?
21. Is the inert gas system operating / not operating
(FPSO / tanker)*
22. Is radio station closed down and are signals earthed
(grounded) where necessary?
23. Have Radars been switched off and isolated?
the affirmative?

Rev. 4
NAME: RANK:
SIGNATURE: DATE:
SAFETY CHECK LIST 4 – COMPLETED BEFORE UNMOORING

TO BE COMPLETED AND TIME USED FOR AFTER FLUSH BACK OPERATIONS IS COMPLETED
SAFETY CHECK LIST 4 – BEFORE UNMOORING

FPSO Name:
Date:
Export
FPSO
Tanker Remarks
Checked
Checked
1. Are manifolds blanked?
2. Is transfer side of ship clear of obstructions including hose lifting
equipment?
3. Has method of disengagement and of letting go moorings been
agreed with other ship?
4. Have towing and securing lines been checked in good order
(where applicable)?
5. Is power on winches and windlass?
6. Are messengers, ropes, stoppers etc., at all mooring stations/
7. Are crew at stations standing by?

8. Are communications established with mooring gangs?
9. Has other ship been advised that Check List 4 completed in the
affirmative?
NAME: RANK:
SIGNATURE: DATE:

Rev. 4
24.7 APPENDIX G -SPECIFICATIONS MOORING HAWSER AND CHAFING CHAIN

COMPONENT DESCRIPTION SPECIFICATION
Links 21 links
Chafe chain FPSO
Diameter 76 mm
Length 150 meters
Material Nylon
Circumference 21 inches single rope
Diameter 168 mm
Circular Braided, Nylon OCIMF 2000 Polyurethane

Mooring hawser Construction Type
elastomer fully coated. Integral floatation
Material 100% Nylon
Thimble Eye Each End, with Polyurethane on eyes for

Termination
chafe protection
Minimum Breaking
666 tons
Strength
Nominal breaking
742 tons
load (Wet rope BS)
Length 27 links
Chafe chain
export tanker
Diameter 76 mm
Length 220 m
Material Polypropylene
Messenger rope
Circumference 80 mm
Minimum Break load 99.2 tons
Length 220 m
Material Polypropylene twisted monofilament rope

Pick up rope
Circumference 30 mm
Minimum Break load 13.4 tons

Rev. 4
24.8 APPENDIX H - HAWSER AND MESSENGER ROPE ARRANGEMENT

Rev. 4
24.9 APPENDIX I SPECIFICATIONS- HOSE STRING AND HOSE COUPLINGS

Overall Length 235 m
Type Submarine – double carcass
Hose Number of sections 22
Length per section 10,7 m
Inner diameter 20 inches (500 mm)
Outboard end 20 inches (valve)/North Sea Coupling type.

Hose couplings
Inboard end Fixed flange
Figure 1 – Arrangement of Hose Bridle and Pick up rope messenger line

Rev. 4
24.10 APPENDIX J - HOSE DEPLOYMENT LINE

Material High Tensile Polypropylene
Length 220 m
Deployment line
Circumference 80 mm
MBL 99.2 tons
32mm x 2m Wire strop with

1 thimble eye on both ends
(MBL 72 ton) (6 x25 + AA)
Mandal type shackle
2
(For 70mm tail) (MBL 84 ton)
ROUND POLYSTER SLING
Bridle
SWL : 6TONS X 6 MTRS
3 (12mtr CIRCUMFERENCE)
24.11 APPENDIX K- 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

Rev. 4
24.12 APPENDIX L – POSITION REFERENCE COMMUNICATION SETTINGS
OFFLOADING SETTINGS
BOW-FWD Station
ARTEMIS
Communication: COM 2
Settings what to be set on Shuttle Tanker:
Frequency Pair: 0
Address Code: 50
DARPS
Settings for Shuttle Tanker:
ID 240 FREQUENCY (FPSO) FREQUENCY (SHUTTLE TANKER)
450.3250 MHZ 450.3250 MHZ

TDMA 450
TIMESLOT: 0 TIMESLOT: 4
455.3250 MHz 455.3250 MHz

TDMA 455
AFT- STERN STATION

ARTEMIS
Communication: COM 4
Settings what to be set on Shuttle Tanker:
Frequency Pair: 1
Address Code: 51
DARPS
Settings for Shuttle Tanker:
ID 241 FREQUENCY (FPSO) FREQUENCY (SHUTTLE TANKER)
450.2250 MHZ 450.2250 MHZ

TDMA 450
455.2250 MHz 455.2250 MHz

TDMA 455
 TIME SLOT must be different (difference of 4 units)

 FREQUENCY must be the same
 FPSO – TIME SLOT is always the same. If the signal starts to oscillating check with Tanker
about the TIME_SLOT.

Rev. 4
24.13 APPENDIX M – ARRIVAL LETTER FROM OIM
Arrival Letter from OIM (FPSO) to Master (Offtake Tanker)
To: The Master, Visiting Off-take Tanker:
DATE:
Subject: Arrival letter
Dear Sir
Responsibility for safety while your ship is at the Terminal rests with you and with me. Your full co-operation
and understanding is requested, particularly relative to the requirements of the attached check lists which are
based on safe practices widely accepted by the oil and tanker industries.
You and all under your command are requested and expected to adhere strictly to these requirements while
your ship is at this Terminal.
If at any time in the course of operations, you consider safety to be compromised for any reason, you should
immediately order cessation of operations.
WE CONSIDER THAT THERE CAN BE NO COMPROMISE WITH SAFETY.
Please acknowledge your receipt of this letter by countersigning in the space provided and returning the
attached copy.
Yours faithfully
Signed: ___________________________________
OIM FPSO Cidade de Caraguatatuba MV27
Accepted: _____________________________
Name: _____________________________Master, Off-take Tanker)
Date: _____________________


FPSO Cidade de Caraguatatuba - Attachment B - Lapa - Terminal Loading Manual #0397-MI20-OPSM-0754 Rev. 4

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

FPSO Cidade de Caraguatatuba - Attachment B - Lapa - Terminal Loading Manual #0397-MI20-OPSM-0754 Rev. 4

Uploaded by

Copyright:

Available Formats

Terminal Loading Manual

FPSO Cidade de Caraguatatuba MV27 Document #: 0397-MI20-OPSM-0754,

Rev. 2 03 Apr 2018 Cancelled PB Client Logo inserted in all pages

A PRINTED VERSION OF THIS Page 2 / 79

A PRINTED VERSION OF THIS Page 3 / 79

1.0 INTRODUCTION ............................................................................................................. 9

A PRINTED VERSION OF THIS

8.5 OESD – LIMITS AND SECTORS....................................................................... 27

A PRINTED VERSION OF THIS Page 5 / 79

14.0 ONBOARD THE FPSO FOR DPST OPERATIONS ...................................................... 47

A PRINTED VERSION OF THIS Page 6 / 79

23.2.4 OIL SPILL........................................................................................... 55

A PRINTED VERSION OF THIS Page 7 / 79

A PRINTED VERSION OF THIS Page 8 / 79

3.1 MODEC DO BRAZIL

A PRINTED VERSION OF THIS Page 9 / 79

3.2 EXTERNAL DOCUMENT

Document / Procedure No. Document / Procedure Title

A PRINTED VERSION OF THIS Page 10 / 79

4.0 ACRONYMS, ABBREVIATION AND DEFINITIONS

4.1 ACRONYMS AND ABBREVIATIONS

A PRINTED VERSION OF THIS Page 11 / 79

IMO International Maritime Organization

A PRINTED VERSION OF THIS Page 12 / 79

5.0 DUTIES AND RESPONSIBILITIES

5.1 FPSO COORDINATOR - OIM

A PRINTED VERSION OF THIS Page 13 / 79

A PRINTED VERSION OF THIS Page 14 / 79

5.2 MARINE OFFSHORE SUPERINTENDENT-MOS

5.3 CARGO SUPERVISOR

5.4 DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN

A PRINTED VERSION OF THIS Page 15 / 79

• To perform the approach/offloading operation, in normal conditions (BLS operational, all

A PRINTED VERSION OF THIS Page 16 / 79

5.4.1 During Loading Operations:

5.5 CLIENT COMPANY SITE REPRESENTATIVE-CSR

A PRINTED VERSION OF THIS Page 17 / 79

5.6 STANDBY VESSEL CAPTAIN

A PRINTED VERSION OF THIS Page 18 / 79

6.0 SANTOS BASIN GENERAL INFORMATION

Unit Name FPSO Cidade de Caraguatatuba MV27

First Oil December 2016

Charter Period 20 years

Client Total E & P Brazil

Status In Operation (MODEC owns and operates)

Field Location Lapa (formerly Carioca) Field

Water Depth 2,126 m

New/Conv New Build

Mooring Type SOFEC Spread Mooring

Storage 1,600,000 bbls

Gas 177 mmscfd

A PRINTED VERSION OF THIS Page 19 / 79

6.2 OILFIELDS LOCATION

Fig.1 MV27 Picture

7.0 DPST OPERATIONAL AND TECHNICAL REQUIREMENTS

7.1 PRE-REQUISITE FOR FIELD ENTRY ACCEPTANCE

7.2 MARINE RESTRICTED AREA IS 500 M ZONE AROUND THE FPSO

A PRINTED VERSION OF THIS Page 20 / 79

7.2.1 Position Reference system (PRS) requirements

7.2.2 DP Operation Philosophy and Requirements

A PRINTED VERSION OF THIS Page 21 / 79

7.3 MOORING EQUIPMENT REQUIRENTS

7.3.1 Traction winch