Transcript CAMPANA MARINE TERMINAL

ESSO CAMPANA MARINE
TERMINAL
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Guide 2010 edition
ESSO PETROLERA ARGENTINA S.R.L
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Geographic Location
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Marine Terminal Guide ( 2006 edition)
Welcome to CAMPANA MARINE TERMINAL !
ESSO PETROLERA ARGENTINA SRL
CAMPANA MARINE TERMINAL
ANTI-POLUTION PRECAUTIONS
The SHIP WILL HAVE TO MAINTAIN HER PRESSURIZED FIRE NETLINE AT ANY
MOMENT, DO NOT ALLOW STARTINGS OF FIREPUMP SINCE NORMALLY THEY
FAIL IN FATTENED ITS, IN CASE OF NOT BEING ABLE TO MAINTAIN THIS
SERVICE, WILL BE ABLE TO CONNECT To the FIRE NETLINE to the TERMINAL FIRENET by the use of
standard SHIP-SHORE CONNECTION.
You are no doubt well aware that oil pollution of any sort or size is completely unacceptable and may involve
your vessel in legal proceedings which could result in a fine of arrest. This would be over and above all clean
up costs to which your vessel would be held liable for.
We ask you to pay careful attention to the advice given by the Marine Inspection Officer and review the
SHIP/SHORE Check List and correct any infringements highlighted.
All of your tank level measuring devices must be work correctly, and never must cargo over 98%.
All of your overfills (high level) alarms must be work correctly and is strongly preferred it will not sound in
high-high level when you stop.
Use of portable measuring equipment, including sonic tapes and sampling devices, when loading products in
non- inerted tanks, MUST be in accordance with the precautions to prevent electrostatic ignition. (ISGOTT 7.4
and table 7.1).
Tank level devices and independent high level alarm are strongly preferred for bunkers tanks, they must be in
good condition and utilized during bunkering operations.
Pollution control equipment must be available in accordance to SOPEP.
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Emergencies
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A) ) Call immediately by following means:
1. Refinery Radio:
Ch. 4 (Supervisor)
2. Marine VHF:
Ch. 06 (Terminal)
Ch. 09 / 72 / 16 (Argentina Coast Guard - Prefectura Naval Argentina)
3. Telephones:++54 - (0)3489- 49- 2222 (Emergency)
2300 (Medical Emergency)
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2452 (Berth Operator)
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2451 (Shift Supervisor)
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2333 (Shift Manager)
B) Inform:
1.- Your name:
2.- Location, Berth, Vessel
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3.- Kind of Emergency
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4.- Additional Information
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1. Fire Alarm
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DO NOT HESITATE TO RAISE THE ALARM
REFINERY FIRE ALARM: Continuous sound of the General Alarm Siren
TERMINAL FIRE ALARM: Two long blasts of the General Alarm Siren
FIRE VESSEL ALARM:
Long blasts of whistle not shorter than ten seconds along with the vessel general alarm
system.
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COMMUNICATION MEANS TO WARN THE TERMINAL:
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Refinery Radio:
Ch 04
Marine VHF:
Ch 06
Telephones:
++54 - (0) 3489 - 49 - 2222 / 2451/ 2452 / 2333
ACTIONS TO TAKE:
FIRE ON BOARD:
Raise the alarm
Cease all transfer operations and then shut off valves
Implement the Onboard Emergency Plan
Fight fire and prevent spreading
Stand by cargo manifold
Stand-by engines
Stand-by Vessel and Crew for departure upon request.
FIRE ON OTHER VESSEL OR TERMINAL
Notify Terminal
Stop all cargo transfer and close valves
Implement the Onboard Emergency Plan
Stand-by cargo manifold
Stand.by Vessel and Crew for departure
Wait for further instructions
1.2ACTIONS TO BE TAKEN IN AN EMERGENCY. Vessel and Terminal crews must be ready to provide
maximum assistance in case of emergencies involving fire, spill, or floods, following the orders given by the Shore
Supervisor as requested. Personnel not involved in the emergency must leave the area.
1.3EMERGENCY PROCEDURE. In case of on board emergency, Terminal staff shall be immediately
notified so as to proceed to start with the Emergency Procedure.
Fire/Emergency Alarms may sound for a major emergency at the Terminal or the Refinery. It is a
continuous siren sound (on Wednesdays at 09:30 hr, the Refinery’s Emergency siren is tested). In case of fire or
emergency at the Terminal, all transfer operations must be stopped. Vessel crew must get ready to disconnect hoses and
leave the berth upon Terminal request. In case of emergency on board, vessels will warn the Terminal with long blasts
of whistle not shorter than ten seconds, as well as notifying so on the refinery radio and/or channel 6 VHF.
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Letter for Masters
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The Master
Campana Terminal
M/T:
Date: ..../....../..........
Dear Sir:
Responsibility for the safe conduct of operations whilst your ship is at this terminal rests jointly with you, as Master of the
ship, and with the responsible terminal representative. We wish, therefore, before operations start, to seek your full cooperation and understanding on the safety requirements set out in the Ship/Shore Safety Check List which are based on safe
practices widely accepted by the oil and tanker industries.
We expect you and all under your command to adhere strictly to these requirements throughout your stay alongside this
terminal and, for our part, we will ensure that our personnel do likewise and co-operate fully with you in the mutual interest of
safe and efficient operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a member of the terminal staff, where
appropriate together with a responsible officer, will make a routine inspection of your ship to ensure that the questions on the
Ship/Shore Safety Check List can be answered in the affirmative. Where corrective action is needed we will not agree to
operations commencing or, should they have been started, will require them to be sopped.
Similarly if you consider safety is endangered by any action on the part of our staff or by any equipment under our control you
should demand immediate cessation of operations.
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.Terminal Representative
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ESSO ..P.A. S.R.L.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.
On any emergency situation, please call:
Refinery Radio: Ch 4
Maritime VHF: Ch 6
el.: ++54-(0)3489-49-2506 (Shift Supervisor)
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THERE CAN BE NO COMPROMISE WITH SAFETY
Vessel’s Stamp
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2. Introduction
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This guide is intended as an information for Vessel Master, Officers and
personnel in charge of tasks on board or ashore. It does not include all the
procedures and standards for transfer operations. Therefore, it is requested
that you pay special attention to the directions given by our staff, and to
correct any deviation.
It is appreciated that you will fully understand and wish to comply with our
Regulations, which have been developed to protect personnel, vessels, and the
Terminal. If you know you will not be able to comply with the applicable
standards, report this situation to our representative during the pre-transfer
meeting.
Resulting from the foregoing, we have instructed our staff, on observing any
infringement of the Spill Prevention , Safety or Security Regulations to
stop all operations, and if deemed necessary, to request you to leave the berth
until we consider it is safe to resume such operations.
We thank you for your cooperation in these matters.
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3. General Information
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ESSO Campana Terminal for vessels was built and is operated by
ESSO Petrolera Argentina S.R.L
It is located on Km 96.5, Paraná de las Palmas River (See diagram of
Paraná de las Palmas River, SHN) Latitude 34° 09' S; Longitude 058°
57' W, by Esso Refinery’s facilities. Shore access is located on Km
72.8 , National highway Nº 9.
Vessels calling at this Terminal must be screened before arriving.
Screening is performed by IMT Screening Group.
While alongside this Terminal, all vessels shall strictly adhere to the
Safety, Health and Environmental requirements from the Company
and local regulations. A non-limiting summary of such requirements is
detailed on the following pages.
There are four berths at the Terminal, referred to as C - H - G and E
from West to East. Oil and different products are transferred at them.
All these berths have bunkering (GO- DO- IFO), potable water, and
treated water for boilers facilities.
Berths C and H allowed only for double hull ships, with inert gas
system working properly if handling flammables ( less than 38°C flash
point) as preventive measurement for collision possibility.
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4. Weather Information
• 4.1.1WIND SPEED LIMIT FOR MOORING: No mooring will be
allowed with winds higher than 40 Km/h. For major vessels or vessels
having special characteristics, wind speed limits shall be established
for that particular situation.
• 4.1.2- WIND SPEED LIMIT FOR TRANSFER OPERATIONS:
Transfer operations shall be stopped during thunder storms and/or
when wind speed is higher than 50 Km/h (20- second wind-gusts); if
the wind force increase up to 55 Km/h cargo hoses must be
disconnected. Special care shall be taken in calm weather, since there
is the risk of gas concentration within flammability range, especially in
areas partially or totally closed. If you suspect this risk exists, take the
necessary precautions to monitor the atmosphere by a gas indicator. If
deemed necessary, operations will be stopped.
• 4.1.3-RIVER CURRENT SPEED. Paraná de las Palmas River has an
average current speed of 2 knots downstream, influenced by the
prevailing hydro-meteorological conditions (winds, floodings, tides)
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5. Comunications
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RADIO COMMUNICATIONS. The Terminal provide the vessels
with intrinsically safe portable radio equipment. The vessel will be
responsible for appropriate care of and for returning the equipment
upon the completion of operations. Radio-communication between
Vessel and Terminal shall be performed on channel 4 of such
equipment or via channel 06, Marine VHF.
Radio-communications with Argentina Coast Guard shall take place
on Channel 09, VHF (Prefectura Campana) and/or VHF channel 72
VHF (Contrase Zárate).
TELECOMUNICATIONS.
By portable wireless telephone
Shift Manager 2333 / Shift Supervisor 2506
Berth Operador 2452 / Loading Master 2454
Prefectura Naval+54(0)3489 492509
FAILURE IN COMMUNICATIONS. If for any reason
communications can not be established, transfer operations will be
stopped.
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6. SAFETY, HEALTH & ENVIRONMENTAL
REGULATIONS
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While the vessel is alongside this Terminal, the crew will observe local and
international safety and environmental control regulations. The Vessel/Terminal
Checklist must be completly filled-up. This checklist fully adheres to ISGOTT
Manual and Local Coast Guard Regulation 01/93.
Terminal Staff will board the vessel and verify she is ready before, during and after
transfer operations, so as to ensure Safety, Health and Environment regulations are
observed. Any discrepancy that may arise will be discussed with the person
responsible for the vessel. Terminal Staff are authorized to prevent operations from
starting subject to their absolute discretion and responsibility if to their
understanding they endanger the vessel, the Terminal, Refinery’s facilities, other
vessels or personnel. ESSO P.A.S.R.L. will hold the right to suspend or stop
operations and request the vessel to leave the berth if the actions taken to solve the
problems are not carried out within a reasonable period of time. The reasons for
such actions shall be effectively and immediately reported to vessel Officers or
Master.
The steps taken by the vessel to comply with requirements shall be reported to
Terminal staff.
The cost and demurrages arising from the necessary actions shall be at shipowner
or charterer’s expenses.
The Crew of the vessels alongside the Terminal shall immediately report the
Terminal staff any incident involving Safety, Health or Environment.
Our goal is to carry out operations safely, efficiently and without pollution.
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7. Safety
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READINESS: While a vessel is alongside this Terminal, her main engines and other
essential machinery must be kept in state of readiness for leave the berth at short notice.
If due to a problem in her propelling machinery or steering gear the vessel is not able
to leave the berth on her own, vessel shall ask for tug service to leave the berth
immediately. If after a reasonable period of time such measures are not taken, the
Terminal is entitled to ask for tugboats for vessel at shipowner’s cost to perform such
action. Vessel Master or Officers shall take immediate action upon request to leave the
berth, if deemed necessary for port safety.
LOADING STORES/SUPPLIES: it is forbidden to load stores/supplies, spare parts or
any other kind of stores at the Terminal. Should any vessel request it, approval granting
will be subject to Terminal’s discretion. Approval request shall be in writing and no
shorter than 72 hours in advance. All stores to be loaded shall be detailed. This activity
shall not interfere with vessel’s normal operation. Vessel Master or Officers shall be
responsible for compliance. Furthermore, the supplier shall:
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Wear/use at all times adequate personal protection equipment
Not accumulate stores on Berth platforms
Not load heavy stores at Berth E
Provide adequate manning for stores handling
Leave the area clean and clear after loading
Load the stores by derricks/cranes if it is dangerous do it through the gangway.
Special care must be taken when using a crane or ship's booms due to the boom or crane
could swing in and hit the cargo hose. If there is any risk of this happens, no loading of
stores could be performed.
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7. Safety
• All vessel’s fire fighting equipment shall be ready to be used while the
vessel is alongside this Terminal. Before commencement of operations,
connect the fire fighting hoses on the deck to each side of the cargo
manifold. Nearby monitors shall face the manifold and, there shall be
at least two 10-kg dry chemical powder fire extinguishers. Fire pumps
shall be stand-by at all times. Location of the international Shore Fire
Connection must be clearly marked. A Fire Fighting Plan shall be on
deck.
• 7.4- PHOTOGRAPHS: It is forbidden to take pictures or video
images, unless authorized by Management.
• 7.5- SMOKING: It is forbidden to smoke in all the Terminal area or
onboard vessels alongside this Terminal, except for those places
specially assigned. Vessels shall display signs reading “NO
SMOKING” which are visible from deck.
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7. Safety
• ADITIONAL INFORMATION
• If in doubt about the use of Terminal facilities, do
not hesitate to request assistance to the Terminal’s
Representative, who also has the following
manuals:
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ISGOTT, Beth Operators Manual, Safety
Standards Manual, Spill Response Plan, Esso
Operative Procedures Manual, Marine,
Environmental and Safety Criteria for third Party
Vessels.
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7. Safety
• - OPEN FLAME, NAKED LIGHTS, FLASHLIGHTS, etc. it is
forbidden the use of electrical or electronic equipment, naked lights
and/or flashlights not approved. Portable radio equipment shall be
“intrinsically safe”, certified by competent authority and be in good
order.
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Vessel’s radio antennas shall be grounded. Vessel’s radar and
radio communication equipment shall not be used in the Terminal
except during berthing or unberthing operations.
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In classified areas, it is forbidden the use of photo or video
cameras, cellular phones or any other portable electric or electronic
equipment that is not classified as “intrinsically safe” (NOTE: all berth
platforms and vessel’s decks are classified areas) .
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7. Safety
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- GANGWAYS must provide a safety access and meet the following requirements:
- Designed for a live load of 244 kg/m2
- All stanchions must be fitted. Missing or loosing stanchions are not allowed.
- Minimum handrail height is 0.85 m ,hand rails shall be of wood, pipe, chain, wire, or rope
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be kept taut at all times, and shall be continuous.
- The walkway must be a non-slippering surface and steppers equally spaced must be fitted.
- Gangway length shall provide a safety access all the time with a maximum angle of slope
of 55°.
- Must be built with fittings at vessel's end to ensure the proper fit on gunwale or waterway..
- Must be built with dock rollers at berth's end to allow free movements.
- Must be built with means to made fast on both sides (fore and aft direction).
Gangway rigging shall provide a continuous path and handrail form the gangway to deck.
When gangway is rigged on the gunwale a bulwark ladder must be provided. An effective safety net
must be properly rigged, keeping the walkway free of obstructions.
If the Terminal could not provide the gangway, or vessel's gangway does not meet the
requirements, or when the use of gangway is dangerous, all embark and disembark shall perform by
boat on water side of the vessel.
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7. Safety
• EXTERNAL DOORS AND VENTILATION: All external doors,
windows and portholes in the accommodation must be closed during
cargo operations. Air conditioning and ventilator intakes which are
likely to draw in air from the cargo area must be closed. Engine room,
galley and boilers’ port holes shall be closed at all times. Window type
air conditioning units must be disconnected from their power supply
while the vessel is alongside this Terminal.
• REPAIRS: repairs, renewals or hot work are not allowed on board of
third party’s vessels. Should this be the case, it is necessary to have the
approval from the Terminal Management and comply with the
corresponding work permits, filled in by vessel’s Master, Shift
Supervisor, and the Vessel gas freeing technician authorized by
Argentina Coast Guard. While the work is being performed,
firefighting equipment must be ready to use both on the berth and on
board. The vessel must be ready to leave berth immediately. Entering
ballast or cargo tanks is not allowed. It is forbidden to grind, sand-blast
or scaling on board vessels alongside this Terminal.
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8. Safety
• TANK LIDS, ULLAGE OPENINGS, SIGHTING PORTS, ETC. Cargo tank lids,
ballast or bunker tanks must be kept closed and secured to ensure tightness when
handling flammable liquids and/or ballasting or deballasting tanks.
• Sighting and ullage ports must be kept closed unless required to be open for
operational purposes. If they are required to be open for venting, openings must be
protected by a flame screen which may be removed for a short period during ullaging,
sighting, sounding and sampling. These screens must be a good fit and be kept clean
and in good condition.
• 5.1.12- VEHICULAR TRAFFIC. Unauthorized vehicles are not allowed to enter
the Terminal. Maximum speed in the Terminal is 25 km/h. It is forbidden to park on
the riverside or under pipe racks. Vehicles shall be parked facing the exit, without
obstructing access to berths or fire fighting hydrants.
• 5.1.13- CREW. At all times, the vessel shall have the adequate manning to carry out
transfer operations, act during an emergency and leave the berth at short notice. Main
engine/s and other essential machinery must be kept stand-by.
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8. Health
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PERSONAL PROTECTION EQUIPMENT: any person working in the berth
area or on board, including the crew members involved in transfer operations
on deck, mooring contractors, contractors, and suppliers shall wear/use:
Safety hard hat
Safety glasses or goggles
Clothes covering the whole body
Safety shoes
Safety gloves
Life jacket SOLAS approved (on dock platforms or on board without
protection)
Special equipment or outfit for the job to perform.
DECK CLEANING AND ARRANGEMENT. While the vessel is alongside
this Terminal, vessel’s deck shall be free from hydrocarbons so as to avoid
pollution and slippery conditions. Transit areas shall be clear to avoid falls and
stumbling. Neither wastes nor materials shall be accumulated on deck.
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9. Enviroment Protection
• Our goal is to carry out safe and environment-friendly operations.
Therefore, it is mandatory that all vessels operating in this Terminal
observe safety and environmental protection standards.
• Resulting from the foregoing, it is completely unacceptable and under
no circumstances will pollution of Paraná River and the environment
in general be permitted.
• The vessel, the Master and/or Owner will be held the sole liability for
any ecologic harm they may cause, and all the expenses necessary to
clean and recondition the property harmed will be at their expenses.
They will also be the sole responsible in case of legal sanctions
ordered by competent authorities and legal actions taken for damages,
holding this Terminal harmless from all such claims.
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9. Enviroment Protection
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DRIP TRAYS: On the vessel, all dripping trays for manifolds, vents, hydraulic
systems, etc. shall be dry, clean and free of hydrocarbons. Proper drain plugs shall
be in place and tight. Drip trays for fuel manifold shall cover the whole hose
connection, including flanges and couplings when necessary. The flange for
connected hoses shall be at least 10 cm inside the tray.
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VENTS. They shall be provided with drip pans to contain oil spills. Should drip
pans not be in place, sorbent booms capable to contain an oil spill must be
provided.
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WASTES & GRABAGE. It is forbidden to dump any kind of waste & garbage
into the river. It is forbidden to dump and/or accumulate wastes & garbage on the
berths. This Terminal does not have a waste & garbage collecting service for third
party vessels. Should it be necessary to dispose wastes & garbage, the Vessel shall
make the necessary arrangements with her agent to have them removed
immediately, observing in-force national and international regulations.
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9. Enviroment Protection
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WASTES & GRABAGE. It is forbidden to dump any kind of waste & garbage
into the river. It is forbidden to dump and/or accumulate wastes & garbage on
the berths. This Terminal does not have a waste & garbage collecting service
for third party vessels. Should it be necessary to dispose wastes & garbage, the
Vessel shall make the necessary arrangements with her agent to have them
removed immediately, observing in-force national and international
regulations.
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OIL SPILL RESPONSE EQUIPMENT: it shall be enough for the volumes to
transfer. It will consist of: absorbent material, solvents and oil spill recovery
and clean-up equipment kept nearby ready for use. This ideally includes air
driven spill pumps or spill plates strategically positioned.
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OIL SPILL NOTIFICATION: The Terminal and Argentina Coast Guard shall
be immediately notified in case of an incident involving pollution. If deemed
necessary, the Company’s Oil Spill Response Team will act accordingly,
working in close contact with Argentina Coast Guard. The cost of such service
shall be at vessel’s expenses.
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9. Enviroment Protection
• EMERGENCY SHUT DOWN: In order to minimize the impact of
accidental contamination, each berth at this Terminal is equipped with
an emergency shutdown (ESD) system. Before cargo loading begins
(including bunkering operations), Terminal Staff will give the
emergency shutdown box with a button inside to the Officer in Charge.
The emergency shutdown box will be placed near vessel’s manifold.
By depressing the button, all motor operated valves (MOVs) at every
berth will close automatically. This means it will also block the valves
of vessels operating at all other berths.
• If depressing the button, the vessel must immediately inform the
Terminal via radio. Once the problem is solved, service will be
restored from Terminal’s Control Room.
• Master or Officers shall inform the crew members involved in the
loading operation on this system. In case of an emergency, do not
hesitate to depress it.
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9. Enviroment Protection
• OIL SPILL PREVENTION: No oil or oily ballast or oily
bilge water may be discharged or allowed to escape.
Before commencement of transfer operations, make sure
all scupper plugs are effectively tightened. Water on
deck may be periodically drained as long as scupper plugs
are immediately placed, absorbent material shall be placed
near manifolds to contain minor oil spills that may take
place. Deck pipelines, valves, connections and hoses must
be completely free of leakage and must be correctly
handled to prevent the escape of oil there from.
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PRE-TRANSFER MEETING
• Prior to perform a transfer operation, a pre-transfer meeting will be
held between Terminal Supervisor and his/her vessel’s peer to make
sure both parties share the same criteria regarding the procedures to
follow during operations. The issues to be discussed are:
• Vessel/Terminal checklist
• Identification of products to be transferred, inherent hazards and
necessary precautions.
• Loading and/or discharging plan
• Identification and capacity of vessel's tanks involved
• On board and Shore Emergency communications and procedures
• Transfer rates
• Fuel and water requirements
• Loading and/or discharge initial/final rate. Maximum rate.
• Static Accumulator Handling Precautions
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WHILE ALONGSIDE THE TERMINAL
• RESTRICTIONS
• VESSELS ALONGSIDE THIS TERMINAL: only one vessel may be
moored at each berth. Multi-barge tow cases will be specially
analyzed taking into account their dimensions and the tugboat’s.
• SMALL CRAFTS. Vessels made fast to a vessel alongside this
terminal are not allowed. unless authorization is clearly granted by the
Terminal. Should this be the case, transfer, ballasting, washing or gas
freeing operations will not commence while there are tugboats or any
other vessel fast to the vessel alongside.
• TUGBOATS: Except in an emergency or when called to assist in
berthing or unberthing, tugs are forbidden to lie alongside any vessel
within the Terminal area. This does not apply to dumb barges in a
tow, in which case, tugboats shall be ready to operate.
• UNDER KEEL CLEARANCE: the vessel shall have a minimum
under keel clearance ( UKC) of 0.45 m while alongside this
Terminal.
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11. BERTH PHYSICAL LIMITS
Berth
C
H
Displacement
LOA
Draft
(maximum-minimum)
(zero tide)
55 k tons
49.5 k tons
230 / 29
220 / 48
9.75
11.00
14 k tons
22.7 k tons
100 / 43
150 / 45
5.50
7.80
( Coke loader)
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12. Manoeuvering
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MANOEUVERING WITHIN TERMINAL AREA: Vessels are not
allowed to turn (SNAV Regulation NA9, Number 92/93, Argentina
Coast Guard, July 1993), or anchoring in front of this Terminal.
Vessels proceeding by the river during daylight or nighttime with a
length overall over 60 m. are not allowed to meet on opposite course
or overtake each other between km 95 to 99 of Paraná de las Palmas
River. Vessels will request authorization to berth or unberth from
the Local Coast Guard (L5S VHF Ch: 9). Before proceeding to
berth or unberth, they will request from CONTRASE ZARATE
(L5T VHF Ch: 72) the vessel traffic status near Campana Harbour
so as to confirm the manoeuver is safe. (O.M.04/00 - O.M.06/82).
Under normal conditions, vessels will berth fore end upstream.
Under exceptional circumstances, vessels will berth in the opposite
direction if the current and the wind make it safer to do it so. This
will be evaluated and authorized by this Terminal.
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12. Manoeuvering.
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TUGBOATS USE CRITERIA: The following is a non-limiting general criteria
intended to help the Master and Officers on the needs for using the tugboat service.
Campana Terminal, in order to preserve its facilities, may will request one or more
tugs to assist third party’s vessels berthing at the port.
The use of tugboats is not compulsory if the wind is less of 25 km/h and river current
is outbound.During all the manoeuvers, the vessel will use the services of a
Campana Harbor Pilot.
These requirements may vary depending on the special characteristics of each vessel
(Bow and Stern Thrusters in service, 2 engines with 2 propellers, previous
experiences regarding berthing in the Terminal, etc.) as well as hydro-meteorological
conditions and velocity and direction of the river current.
If the river changes its direction due to hydro meteorological conditions, normally
the pilot will advise to take one tug at the poop.
Request for the tugs must be send by your Local Agent
This Terminal doesn't have own tugboats for emergencies. The Terminal will
evaluate and establish the requirements necessary for the special situations not
addressed above.
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12. Manoeuvering.
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SEPARATION BETWEEN VESSELS: Due to safety reasons, separation
between vessels alongside this Terminal shall not be less than 23 mts.
ANGLE AND SPEED OF APPROACH: Vessel’s hull shall rest on at least two
mooring dolphins, depending on its length and berth assigned. The angle of
approach shall be as nearly as parallel to the dock as possible but no more
than 10 degrees from parallel. The target impact speed shall be the minimum
as cab you control.
BERTHING/UNBERTHING ON RIVER FLOOD.
Normal river water levels may be affected by exceptional winds and/or
currents (e.g. "sudestada" ) having special impact on berth access. Due to the
high risks for runners, limitations had been established for vessels to start
berthing/unberthing manoeuver.
Berth C: Campana tides higher than 1.50 mts. Berth H: Campana tides
higher than 2.00 mts.
Berth G: Campana tides higher than 2.00 mts. Berth E: campana tides
higher than 2.60 mts.
Crews and contractors traffic will be affected in all berths from 2.20
mts., and in some cases a boat could be necessary to perform that tasks.
Loading and discharging operations could be stopped according to berth
operators access to the working zone and electric devices/safety equipment
functioning.
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13. MOORING SYSTEM
• GENERIC MOORING SCHEME: The mooring sequence
will depend on the kind of vessel, the berth assigned and
the hydro-meteorological conditions prevailing. Generally,
the first ones are the headlines. The following is a minimal
scheme suggested for different vessels size. If using ropes
of different capacity from the requested, the scheme could
be different from the requested one. Lines in the same
service (headlines, breast lines, spring lines and stern lines)
shall be the same length , size, and material. If considered
necessary, Terminal Representative may require a different
mooring scheme, reinforcing them where deemed
convenient.
31
13. Mooring
•
•
MOORING EQUIPMENT: While alongside this Terminal, the vessel shall
be moored securely, with the number of mooring ropes requested in good
conditions (free from splices or knots) and having adequate resistance for
the size of the vessel. Should the vessel have automatic-tension winches,
they shall be manually operated and not remain in “automatic” condition.
Ropes shall be correctly coiled (that is to say, they shall be pulled against
the brake application fixed point, which shall be fully applied). Steel rope
strops shall be adequately protected. If signs of damage are observed such
as hocking, cuts, surface abrasion, and fusion, ropes must be replaced to
satisfy Terminal requirements.
MOORING CONDITIONS: Vessels that are not operating shall not be
moored or alongside this Terminal. This does not apply to ESSO vessels.
Mooring ropes shall always be tight. Transfer operations shall be
suspended if this conditions is not fulfilled or if the vessel is not resting on
at least two dolphins. In this Terminal there is “suction” effect when
large size vessels pass by; therefore, it is essential to maintain continuous
mooring ropes’ tightness. . Vessels shall at all times maintain a deck watch
to ensure that a safe mooring is maintained.
32
13. Mooring
• MOORING OPERATORS: it is compulsory to provide
sufficient shore personnel assistance for mooring
operations, both at berthing and unberthing. It is forbidden
to jump from the vessel onto the shore or vice versa.
Mooring personnel shall have effective communication
equipment with Marine VHF frequencies to coordinate
mooring rope sequence with Vessel Master or Officers,
Pilots and Terminal Representative. For vessels bigger than
5 KDWT, it will also be necessary, at least, a mooring
ship’s boat. For vessels bigger than 35 KDWT, at least two
mooring ship boats will be necessary
33
14. Operations
•
•
•
•
•
•
•
•
•
GENERAL
SUPERVISION OF SHIPBOARD OPERATIONS: All vessel operations shall be
adequately supervised by vessel’s Officers. The officers in charge of these
operations must always be immediately available in order to take prompt action in
any emergency and on any instruction from shore. Crew's duty shift should be
planned such that safety of the operation takes priority. At all times there shall be a
deck watch. Partial transferred volumes shall be calculated on board every two
hours maximum, to be available upon Terminal’s request.
LOAD AND DISCHARGE PLAN: During the pre-transfer conference, the Officer
in charge of the operation shall submit a loading/discharge plan, which shall be
reviewed and approved by vessel’s Master: It will include the following items:
Cargo distribution diagram by product. (including structure stress)
Total amount of product to load/discharge
Maximum flow rates (including limitations due to static and
venting capacity)
Operation’s initial and final draft.
Ballast handling and distribution.
Loading fuel for vessel consumption.
34
14. Operations
• HOSES AND FITTINGS: Hose
fitting flanges are ASA 150.
Vessel’s manifold shall comply
with this standard. All hoses
used for these operations shall
be in good condition and
certified for the work pressure
indicated (10 kg/cm2). Such
certificate will be valid for a
year. The following chart
includes information on the
hoses used in this Terminal:
Diameter
Peso
Empty
kg
Internal
Vol.
Peso
Full
Maximum rate
2”
53
20
73
109
15m/seg
4”
133
82
215
437
6”
259
181
440
985
3”
Comp.
30
46
72
285
Flow 12
m/seg
4”
Comp.
65
82
139
350
6”
Comp
112
181
293
788
35
14. Operations
•
•
•
•
•
CARGO PIPES AND HOSES : Ship’s Officers and Marine Terminal Staff must
maintain a close watch on pipes and hoses, and immediately take steps to stop
operations should a situation develop which in the opinion of any of them is unsafe. All
cargo and bunker connections not in use shall be provided with blind flanges. All bolts
shall be complete and tight in all the corresponding orifices before operations starts.
- LOAD/DISCHARGE VALVES: transfer operations shall not commence until vessel’s
crew and Terminal staff have satisfied themselves that all associated valves on board and
ashore are correctly set.
- SEACHEST AND OVERBOARD DISCHARGE VALVES: all pumproom sea inlet
and overboard discharge valves connected with the vessel’s cargo and bunker oil system
must be properly closed and controlled before starting transfer operations. These valves
shall not be opened while the vessel is alongside this Terminal. As an exception, and
only at Terminal’s discretion, it will be allowed the opening of sea inlets, after
complying with the corresponding procedure established .
- TRANSFERS: Pumping shall start at reduced flow rate and will remain like this until it
has been verified all connections are free of leakage and the Terminal or Vessel is
receiving the cargo. Only then will flow rate be increased. Vessel and Terminal will
inform on the discharge flow rate changes duly in advance.
NOTE: starting at safe slow rate is also needed for static accumulator precautions in
any cargo tank that may not be inerted. During the initial stages of loading into each
tank , the flow rate in its branch line should not exceed a linear velocity of 1 m/sec.
36
14. Operations
•
HOSE PRESSURE: The maximum pressure allowed at ship’s
manifold shall be 10 Kg/cm2 (150 psi). Under no circumstances may
this pressure be exceeded.
• - RECEPTION FLOW RATE: Reception maximum flow rate at
Terminal will be set by the kind and diameter of the hoses used to
carry out the transfer, except for lubricant basestocks. These values are
defined in Loading Plan.
• LUBE OIL BASESTOCKS – reception maximum flow rate: 240 m3/h
• - FLOW RATES FROM TERMINAL TO VESSELS: pump rates may
vary depending on the berth, the dispatch tank, and the characteristics
of the vessel involved. The values detailed below are approximated in
m3/h:
Premium
Gasoline
330
VGO
Cocker Diesel
380
Catalitic
Naphtha
450
Regular
Gasoline
250
Brisbraker
Gasoline
180
FO bunker
150
Ecologic
300
FO
450
Diesel Oil
200
Virgin Naphtha
100
Gasoil
450
MGO-MDO
bunker
45
37
14. Operations
•
•
•
•
•
•
•
•
- RATE REDUCTION: If considering it necessary to avoid risks, vessel’s Officers or the Master may
request the Terminal to decrease loading rate. Similarly, discharge rate shall be decreased if requested so
by Terminal.
TOPPING OFF: loading rates will be decreased by the Terminal at the request of the vessel when topping
off. The vessel shall not “pinch-down” strangulate? valves against the shore pumping pressure to reduce
the loading rate. Vessels shall not load cargo tank more than 98% full or closer than 150mm to the
cargo deck. Barges without a high level alarm system shall not load cargo tank closer than 300 mm to the
cargo deck.
BUNKER LOADING: Vessels shall not load bunker by means of tank trucks or other vessels fast.
Bunker will be provided only to those vessels having the corresponding inlet in the cargo manifold or
near its center. Apart from Additionally to O.M 1/93, vessels involved in bunker operations shall comply
with static electricity precautions established in item 15 a).
TRANSFER COMPLETION: The vessel shall give a 15 minute stand-by notice prior to cargo
completion. When a vessel-loading operation is considered “critical”, this is to say, there is a risk of
topping off in one tank in operation is stopped by the Terminal, the finalization order will be given by the
vessel. To assess if a loading operation is critical, the following aspects shall be considered among others.
- Volume to transfer. - Existence of a relieve backup tank. - Operation of shore measuring
systems. Percentage of tank filling (> 80%).- Existence and operation of high level tank top-off alarms
- Ratio between pumping rate and cargo available volume. - Location of vents on the vessels.
- Vessel records and experience.
38
14. Operations
• BUNKER LOADING: Vessels shall not load bunker by
means of tank trucks or other vessels alongside.
• Apart from Additionally to O.M 1/93 (ISGOTT Ship-Shore
Check List), vessels involved in bunker operations shall
comply with static electricity precautions established.
• All ships will be samplers at ship’s manifold as
requirement of the Annex VI of MARPOL.
• Two bottles will be delivered to the ship , one for testing
and one for this OMI requirements.
• If the vessel need more samples or her own bottles, the
loading master can sign these, only if the sampler
procedure is the accepted by the Industry.
39
14. Operations
•
•
•
•
- LIFTING EQUIPMENT: all components of the lifting equipment shall be in
good working conditions and shall be sized for the loads to handle. Lifting
equipment SWL shall be over the total weight of all the hoses’ parts to lift. The
weight to consider shall always be for full rubber hoses. INERT GAS
SYSTEM: those vessels having an inert gas plant shall keep it operating
regardless cargo to be handled. Discharge operations shall only be permitted if
the plant is operating correctly. (oxygen< 5 -8 %in tanks; pressure>= 100 mm
water gauge over pressure). Should the inert gas system fail, transfer
operations shall be immediately stopped and not resumed until repair of the
Inert Gas System has been completed.
- CRUDE OIL WASHING: this operation is not permitted in the Terminal
unless being previously authorized.
-WASHING AND DEGASSING GAS FREEING: washing and gas freeing of
vessels alongside this terminal is forbidden. Exceptions to this standard will be
assessed in each case by the Terminal and Coast Guard.
-PUMP-ROOM VENTILATION: pump-rooms must be adequately ventilated
throughout the period the vessel is alongside this Terminal.
40
14. Operations
•
SLOP DISCHARGE: slop shall be discharged only in limited amounts and
having given previous consent by the Terminal. Authorization will be
requested in writing 72 hours in advance ship’s arrival to the Port. Should
it be accepted, slop shall comply with the following requirements:
–
–
–
–
•
•
Consist of hydrocarbon wastes
Discharge temperature shall be lower than 40ºC
It shall not have lead or chemical product wastes (e.g. Tank Cleaner)
Operation shall be approved by National Coast Guard and the Customs
Office. Authorizations shall be requested via the Ship Agent upon Master or
Ship Owner’s request.
Besides, the Master shall submit a note to the Terminal stating
compliance with these requirements. Samples shall be taken and analyzed
at the Laboratory.
STATIC ELECTRICITY: it is widely known static electricity can be an
important ignition source and it generates during transfer, ballasting and/or
tank washing operations. Therefore, it is essential to observe the standards
established in ISGOTT manual to prevent it from taking place.
41
15. Static Electricity
Prevention
Electrostatic
Classification
Volatility
Classification
When it is necessary to take precautions against
static electricity (*)only for ullaging, sample or
dipping elements.
Examples
Tank atmosphere
Inerted
NON Accumulator
Accumulator
Non-Volatile
(Flash Point 60°C or
above)
Volatile
(Flash Point below
60°C)
Non-Volatile
(Flash Point below
60°C).Temp<FP-10°C
Non-Volatile
(Flash Point below
60°C).Temp>FP-10°C
Volatil (Flash
point<60°C
NO
NO
NO
Free
gas
NO
NO
YES
NO
YES
NO
YES
Non-gas
free
YES (*)
YES
(*)
YES
YES
YES
Hard asphalts
Residual fuels
Black diesel-Coker diesel
Crude Oil
Gas Oil-Diesel oil
Lube oil-EGO
High flash Jet fuel
Naphthas-Jet Fuel
42
15. Static Electricity
Prevention
•
•
•
•
•
- Precautions against Static Electricity Hazards: loading or ballasting
operations shall not take place via splashing or tank opening. Pipelines shall
not be air-blown to the tanks containing clean products or oil.
a) During the initial stages of loading in each individual tank the flow rate in
its branch line the loading pipe shall not exceed a linear velocity of 1m/s.
After the plan has been complied completed and surface turbulence has
ceased, the flow rate can be increased to the maximum permitted by the
smallest pipeline whether it is a vessel or terminal’s, and the maximum
permitted by the pumping system consistent with the proper control of the
operation.
WARNING: this chart is intended as an aid for calculating flow rate inside
the pipeline.
*Notice the diameters provided are rated and may be different from the actual
inner ones.
**Flow rates are approximate and correspond to a linear velocity of 1m/s
inside the pipeline.
43
15. Static Electricity
Prevention
Diameter
Rate m3 / h
mm
inches
Initial
1 m / seg
Maximum
7 m / seg
50
2
7
49
80
3
17
119
100
4
29
203
150
6
67
469
44
15. Static Electricity
Prevention
•
•
•
•
•
B) During and for after 30 minutes of the completion of loading, metallic dipping, ullaging or
sampling equipment must not be introduced into, or remain in the tank (non-conducting
equipment with no metal parts may be used at any time. However, ropes used for lowering
equipment into tanks must be made of natural fibers and not of synthetic polymers.)
After the 30 minutes of waiting period, metallic dipping, ullaging and sampling equipment may also
be used but it is essential that it should be bonded (set of pile-steel measuring tape-sounding’s
metallic box/ collector-tape or cable used for lowering them- casing of sampling equipment) and
firmly earthed to the structure of the ship (by means of a cable provided with a pliers at its end)
before it is introduced into the tank and remain earthed until after if has been removed.
c) Notwithstanding the afore mentioned, operations carried out through sounding pipes are
permissible at any time as long as the pipe is conductive, goes along the whole tank’s height, has
electrical continuity and is firmly earthed to the structure of the ship. It will also be provided with
grooves to avoid potential differences and allow product’s entering for effective measuring.
Otherwise, the previous item shall be applied.
Switch Loading: it is defined as the process of filling a tank with a high flash point product after
having been used and while the tank still contains a low-flash-point product. In case of switch
loading, strictly adhere to item 15 A). As an alternative, tanks may be blanketed or degassed inerted
os gas free.
-If loading a heated high-flash-point product over a low-flash-point one (e.g. Tar Oil over
gasoline/light or naphtenic crude oils), tanks shall be blanketed inerted, or be below 20% LEL.
45
15. Electricidad Estática
Prevención de generación
46
16. Loading Pet Coke
•
•
•
•
•
•
•
•
•
•
•
•
DWT: The design is intended for vessels up to 45 rated KDWT. The vessels will be assessed according to
their characteristics and tide conditions expected for the period the vessel is alongside this Terminal.
Minimum Freeboard: 2.0 mts. (condition for river level: = 0.30 mts and chute wholly extended with 0.50
mts. below the coaming level)
Maximum Freeboard: 16.0 mts. (condition for river level: = 1.50 mts and chute wholly retracted).
Minimum length: 40 mts. (limited by Berth H protection).Maximum length: 220 mts.
(limited by Berth H Facilities and operation in berth C)
Maximum breadth: 30 mts. (limited by Loading Arm extension)
Maximum Draft: 11.00 mts. at datum (as per bathymetry June 2004)
Loading rate:: max. rate: 450 ton/hour. Normal: Average: 300/350 ton/hour.
Loading Arm scope: loading operations are carried out by means of a loading arm and a chute that
operate within a 30-meter radius from its pivoting point.
To shift the vessel at each hold change shall be necessary.
OPERATIVE STANDARDS: to carry out coke loading operations safely and trying to avoid major delays
and problems, the Master and his crew shall follow the following recommendations and restrictions, while
the vessel is alongside this terminal. In case of troubles, they shall get in contact with the Shift Supervisor.
Suction Effect: while the vessel is alongside this Terminal, it can be affected by the “suction” effect caused
by other ships passing by, therefore, mooring ropes shall always be tight and secured, observing the
mooring system indicated by the Terminal. Ropes may be loosened only during hold switch.
Weather conditions: This terminal operates 24 hours a day, including rainy weather. Vessel’s officers or
Master shall evaluate the convenience for ceasing operations in case of pouring rain.
47
16. Pet Coke
•
•
•
•
•
•
•
•
•
Masts and Booms: those vessels provided with loading equipment or masts on deck may have
problems shifting maneuver due to loading arm’s chute.
- Deck Washing: Deck washing is forbidden while the vessel is alongside this Terminal
- Stowage over hatchway level is forbidden. Maximum coke pile height shall not be less than 0.50
mts. to hatchway coaming upper level . Should the vessel be provided with hatchway cover, close
them once loading has been finished.
- Coke handling: The stowage Factor is about 46
: the following items are only recommendations not implying in any way Terminal’s responsibility.
For further information consult Material Safety Data Sheets.
It is stowed at ambient temperature. Product temperature may reach 45ºC depending on the season
and the place in the pile where it is taken from. Normally, temperature will not rise spontaneously
during the trip. It is not a flammable product, but it is flammable. It contains a low proportion of
volatile organic components. It evaporation rate is insignificant. It is not corrosive.
Under certain circumstances it can consume air oxygen. Therefore, holds shall be considered
confined spaces for the purpose of people’s entrance.
Coke-water mixture it is not dangerous (it is a non reactive mixture). It is compatible with strong
oxidants (liquid chlorine, concentrated oxygen).
During the voyage, holds shall be kept closed. Ventilation is not necessary
48
Sight from the river berths C, H and E
49
air sight berths C (left) and H right)
50
Air sight berths “C” and “H”(coke loading arm)
51
Air sight berth “G” and “E”
Minimum distance
23m
Berth G-LOA Max
100m
Berth “E”
LOA Max 150m
Tug ‘s
Station
52
Minimum mooring pattern-berth H
53
Mooring pattern-berth E
54
Position of hold Nr.5 in an standard
bulkcarrier (LOA 179m) in Coke Operation
55
Mooring pattern of two dumb barges with pusher
Berth’s Manifold
56
Special Requirements
•
•
•
•
•
•
•
•
•
The Terminal have only bits to mooring, in the head of dolfings and ashore.
The length of eyes splice must be 3 times the diameter of the bollard.
We have 0,80m diameter bollard and we recommended 2,4m the diameter of eye splice.
When the vessel finish all operation and departure the Terminal inform to IMT
(ExxonMobil) the VPR, vessel performance report, this report may affect your next
operation and can cancel your ExxonMobil vetting approved .
A Loading Master will stay all the times onboard when the vessel is in operation and
will be communicated with the Terminal, he will cooperate in hoses connections and
receive all your Notes and ISPS Declaration.
To comply the argentine regulations about ISPS, the Coast Guard put a watchman on
duty on board near your gangway. If possible allocate this man under a booth.
Is forbidden to load provisions by boats o by crane without the authorization of loading
master and local Custom.
All operation of goods, crew , etc must be under Custom control and your Marine
Agency.
The Terminal is not responsible if any operation is observed by Custom without written
acceptation of Loading Master.
57