SAUDI ARAMCO PORTS
AND TERMINALS
Rules regulations and general information
This book is free of charge.
PREFACE
This book is designed as a reference work for the purpose of acquainting
Owners, Charterers, Masters of vessels and others with the general
conditions, rules, regulations, facilities and available services at all Saudi
Aramco Terminals.
Every vessel which arrives at any Saudi Aramco Port or Terminal must have
a copy of this book on board which is obtainable through the vessel’s
agent.
Every Master wishing to berth at any Saudi Aramco port or terminal must
contract to comply with all the rules and regulations contained herein.
This book does not replace or modify official publications covering the
waters, areas, hazards or other subjects to which it pertains, nor is it
intended for such purposes.
The information contained herein is believed to be accurate at the time
of going to press but Saudi Aramco makes no warranties and assumes no
responsibilities regarding this book or any other information which may
appear in supplemental publications, additions or corrections supplied by
Saudi Aramco.
The RULES AND REGULATIONS FOR SEAPORTS, PARTS 1- 11, 2006 issued
by the COOPERATION COUNCIL FOR THE ARAB STATES OF THE GULF
must be carried on board and should also be consulted.
SAUDI ARABIAN OIL COMPANY
(Saudi Aramco) 2007
Copyright © Saudi Arabian Oil Company (Saudi Aramco), 2007. All rights
reserved. No portion of this Work may be resold, copied, reproduced,
or republished by any process or technique, without the express written
consent of Saudi Aramco.”
SAUDI ARABIAN OIL COMPANY
(SAUDI ARAMCO)
Operating by virtue of government charter, the Saudi Arabian Oil Company
produces, relines and sells for export, petroleum and petroleum products.
Pursuant to this, it also operates a port management & pilotage service at
each of its port and terminals.
All correspondence and queries regarding the port management of
suggestions for improvement and data for inclusion in this book should
be addressed to:
THE PORT CAPTAIN
SAUDI ARABIAN OIL COMPANY,
TERMINAL PILOTAGE OPERATION DIVISION
ROOM N-2004, RAS TANURA 31311
VIA DHAHRAN, SAUDI ARABIA
TEL. (966)-3-678-6016, FAX: (966)-3-673-1669
In order to continually improve and enhance the services we provide. Saudi
Aramco requests Masters of all vessels to complete a customer services
questionnaire at: http.//apps.saudiaramco.com/pilotage/
For all other correspondence and business matters, Saudi Aramco maintains
an office at the following address:
DHAHRAN, SAUDI ARABIA.
E-mail: webmaster@aramco.com.sa
FIRST ADDITION - 2007
COMMON RULES & INFORMATION - CONTENTS
1. CONDITIONS FOR USE OF PORTS – (LEGAL LIABILITIES)…...............…1
2. GOVERNMENT REGULATIONS – (EXTRACTS & PROCEDURES)……....4
2.1
GENERAL……………………………………….......………....…...4
2.2
ARRIVAL ENTRY REQUIREMENTS…………….......………...........5
2.3
QUARANTINE CLEARANCE…………………......………........…..6
2.4
PROHIBITED ARTICLES…….……….....………….......………......7
2.5
SAUDI ARABIAN FLAG……………..…………….......………...…9
2.6
RADIO SILENCE AT BERTH…………....……….......………....…..9
2.7
PHOTOGRAPHY…………………………….......……….....…….10
2.8
DISEMBARKATION…………………….......……….......…..……10
2.9
PENALTIES……………………………….......……….......………10
2.10
FOREIGN CONSULATES…………….......……….......………....10
3. SHIP ACCEPTANCE & SAFETY REQUIREMENTS…………………….…11
3.1
SHIP ACCEPTANCE REQUIREMENTS.……………………............11
3.2
SAUDI ARAMCO SAFETY REQUIREMENTS………………......…12
3.3
RESPONSIBILITY OF MASTERS……......................................….12
3.4
SAFETY CHECKS……………….................................…………13
3.5
THE SAUDI ARAMCO CHECK LIST…...................................….13
3.6
RISK OF HEAT EXHAUSTION……....................................……..35
3.7
VOLATILE & NON-VOLATILE PETROLEUM………………………35
3.8
PRECAUTIONS AGAINST STATIC IGNITION……....…….………35
3.9
CHEMICAL HAZARDS…………………….................................37
3.10
EMERGENCY SIGNAL……………….................................……37
3.11
GAS FREEING & TANK CLEANING…....…………………………37
3.12
BOILER TUBE CLEANING……………....................................…37
3.13
REPAIRS…………………………...............................………….38
3.14
RESTRICTIONS………………….................................…………38
4. EMERGENCIES, ACCIDENTS & DELAYS AT BERTH…...............………38
4.1
GENERAL POLICY………………….............................…...…...38
4.2
INITIAL ACTIONS IN AN EMERGENCY......................................40
4.3
EMERGENCY ON A SHIP AT BERTH…......................................41
4.4
EMERGENCY ON A SHIP NOT AT BERTH………........…………43
4.5
DISTRESSED SHIP APPROACHING PORT………………......……43
4.6
COSTS & LETTERS OF UNDERTAKING......................................44
4.7
REMOVAL OF WRECK & OBSTRUCTIONS……..………………..45
5. POLLUTION POLICY & ACTIONS……..................................................…46
5.1
GENERAL POLICY…………………….................................…..46
5.2
DEFINITIONS…………………................................……………46
5.3
GENERAL RULES……………..................................……………46
5.4
MECHANICAL MONITORING OF BALLAST DISCHARGE…....…47
5.5
VISUAL MONITORING OF BALLAST DISCHARGE…….....……..47
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5.6
5.7
5.8
5.9
REPORTING OF OIL SPILLS…………....................................….48
INVESTIGATIONS……………….....................................………48
CLEAN-UP METHODS……………….................................……49
CLEAN-UP COSTS & LETTERS OF UNDERTAKING…...…………49
6. RADIO COMMUNICATIONS & MESSAGES………....…..........…….….50
6.1
GENERAL………………………...............................………..50
6.2
HOW TO CONTACT HZY RADIO….................................……..50
6.3
NOTIFICATIONS OF ARRIVAL……...................................……..52
6.4
THE STANDARD MESSAGE......................................................53
6.5
AUTOMATING THE STANDARD MESSAGE….....……………….55
6.6
CODING THE MESSAGE………….................................………56
6.7
RULES FOR CODING…………….................................………..56
6.8
ADVISORY NOTICES SENT BY HZYRADIO….……….…………..57
6.9
MAINTAINING CONTACT AFTER DEPARTURE …....................…57
7. DOCUMENTARY PROCEDURES……..................................................….57
7.1
GENERAL……………..…………...............................…………57
7.2
NOTICE OF READINESS……..................................……………57
7.3
LOADING DOCUMENTS…………................................……….58
7.4
EARLY DEPARTURE PROCEDURE….......................................…59
7.5
DEPARTURE DOCUMENTS…...................................…………..60
8. PILOTAGE REGULATIONS……..................................................…………60
8.1
COMPULSORY PILOTAGE ……..................................…………60
8.2
OVER-CARRIAGE OF PILOTS………....................................…..61
8.3
ACCOMMODATING HARBOR PILOTS..................................…61
8.4
PILOT BOARDING ARRANGEMENTS….....................................62
8.5
VESSEL CONDITION AND FITNESS FOR PURPOSE……..........…64
8.6
CONDITIONS OF PILOTAGE SERVICE........................................65
8.7
CHARGES FOR PILOTAGE SERVICE….......................................65
9. TUGS & HARBOR CRAFT…………….................................................…..66
9.1
TUGS ARE FOR PILOTS USE ONLY….....................................…66
9.2
HARBOR TUGS………………………...............................…….66
9.3
PILOT BOATS………………………................................………66
9.4
LINE & HOSE HANDLING BOATS AT SPM TERMINALS….......…66
10. MOORING RULES FOR JETTY BERTHS…………............................……66
10.1
PREAMBLE…………………...............................………………66
10.2
GENERAL……………………...................................…………..67
10.3
MIXED MOORINGS………...............................………………..68
10.4
MOORING WINCHES……................................………………..68
10.5
HIGH ELASTICITY MOORING LINES…......................................68
10.6
ROPE TAILS…………………………................................……..69
10.7
MOORING ARRANGEMENTS….................................…………69
10.8
TENDING THE MOORINGS…….................................…………70
10.9
ANCHORS………………………..............................…………..70
11. MOORING RULES & OPERATIONS FOR SPM BERTHS……..............…70
11.1
PREPARATIONS PRIOR TO BERTHING.......................................70
11.2
PILOT BOARDING…………………................................………73
11.3
EQUIPMENT TRANSFER…………..................................………73
11.4
BERTHING – SEQUENCE OF OPERATIONS….......………………73
11.5
CONNECTING THE HOSES…………….....................................76
11.6
USE OF ENGINE AT BERTH…………...................................…..76
11.7
BOW WATCHMAN………………..............................…………77
11.8
MANIFOLD WATCHMAN……...............................…………….77
11.9
DECK OFFICER ON DUTY……..................................………….77
11.10 GANGWAYS…...…………..............................………………...77
11.11 BOARDING THE VESSEL AT BERTH….......................................77
11.12 CARE OF BERTH EQUIPMENT………...................................….78
11.13 DISCONNECTING THE HOSES…...................................………78
11.14 UNMOORING PROCEDURE…..................................…………..78
12. CARGO & BALLAST HANDLING…..................................................…….79
12.1
CARGO OPERATIONS…………….................................………79
12.2
BALLAST OPERATIONS, DRAFT & TRIM…......................………82
12.3
CARGO CALCULATIONS & RELEASE….....................................83
13. BERTHING & UNBERTHING POLICY………………….....................……84
13.1
FACTORS……………………….................................………….84
13.2
DOUBLE BERTHING……………….................................………84
13.3
MOORINGS……………………..............................……………84
13.4
VACATING THE BERTH………….................................………..84
14. FORMS & DOCUMENTS…………................................................……….85
14.1
INSTRUCTIONS TO MASTERS & CONDITIONS OF USE OF THE
PORT…...................................................................................85
14.2
MASTER - PILOT INFORMATION SHEET……..................………85
14.3
VESSEL STATIC DATA INFORMATION SHEET…….......…………85
14.4
CARGO / BUNKER REQUEST & LOADING PLAN….........………85
14.5
SAFETY CHECK LIST……………………...................................85
14.6
REGULATIONS OR LOADING STATIC ACCUMULATOR OILS..…86
14.7
SHIPS ULLAGES – INSTRUCTION SHEET………….......…………86
14.8
SHIPS ULLAGES – DATA SHEET……....................................….86
14.9
BUNKER AUTHORIZATION SLIP…….....................................86
14.10 SHIP / SHORE DIFFERENCE INVESTIGATION CHECKLIST…..……86
14.11 EMERGENCY SHUT DOWN……………....................................87
14.12 POLLUTION NOTICE…………………....................................…87
14.13 PROTEST LETTER…………..................................……………...87
14.14 MAXIMUM SAILING DRAFT……...............................…………87
14.15 SMOKING NOTICES……………...............................………….87
14.16‫ﹺ‬
WARNING AGAINST SHIP COMING CLOSE TO THE SBM....…….87
14.17 ADVICE TO MASTERS CONCERNING POLLUTION….............…87
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14.18
14.19
14.20
14.21
WARNING AGAINST RESTRICTING THE SHORE RATE…........…88
SHIPS DECK PLAN FOR HELICOPTER USAGE.…...................…88
WARNING AGAINST COMMINGLING OF BUTANE AND PROPANE ..88
WARNING AGAINST NOT MAINTAINING MINIMUM INERT GAS
PRESSURE IN CARGO TANKS AND THE COMMON VENTING
SYSTEM....................................................................................88
14.22 SBM PEP & PILOT ASSISTANT CRANE/DERRICK CHECKLIST ............88
ANNEX I…….…….............………….......................................................…….89
COMMON RULES AND INFORMATION
1. CONDITIONS FOR USE OF PORTS
(LEGAL LIABILITIES)
1.1 The use of Saudi Aramco premises, facilities and equipment is subject
to the express understanding and condition that Saudi Aramco and its
personnel shall be held harmless from all liability, loss or claim arising out
of such use.
1.2 The Owners, Operators and Charterers of any vessel located within
the geographical boundaries of any Saudi Aramco port or terminal shall
be liable and shall reimburse Saudi Aramco promptly and in full for
any and all expenditures, costs, losses, delays, or third party liabilities
incurred by Saudi Aramco as a consequence of failure of said vessels or its
Master, Owners, Operators or Charterers to comply with any of the rules,
regulations or instructions set forth herein, including, but not limited to,
the costs of labor, material, equipment usage, repair work, invoiced costs,
loss of earnings, business interruption, towage and other exceptional
marine assistance, unproductive berth occupancy and all applicable Saudi
Aramco corporate overheads.
1.3 The Master, Owners, Operators and/or charterers of a vessel from
which oil, oily residue, oily ballast water or any other pollutant escapes or
is discharged for any reason at any location within the ports or terminals
of Saudi Aramco, shall be liable to and shall reimburse Saudi Aramco
promptly and in full for the cost of all clean-up, containment and removal
measures taken in response to such escape or discharge by or on behalf
of Saudi Aramco, which in the sole opinion of Saudi Aramco, are prudent
or necessary in order to protect human life, vessels, installations and the
environment. Such cost shall constitute a joint and several debt due from
the Master, Owners, Operators and/or Charterers to Saudi Aramco.
Further, the vessel and her Master, Owners, Operators and Charterers
shall be jointly and severally liable for any and all other loss, damage and
expense incurred or sustained by Saudi Aramco or by third parties by
reason of such escape or discharge and shall indemnify and hold Saudi
Aramco harmless from any such loss, damage, expense or third party
claim related to or arising out of such escape or discharge.
1.4 Tugs, towing services and other normal and exceptional marine
assistance are provided to vessels in Saudi Aramco ports and terminals
upon the express understanding and condition that such services are
provided at the sole risk of the vessel receiving such services, including
the risk of negligence of the Masters, Pilots, Officers and Crew of the
Saudi Aramco tugs, or the Operators of other Saudi Aramco equipment
providing marine assistance to the vessel, and the agents, contractors,
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employees and representatives of each of them, all of whom shall, in the
performance of such services rendered to the vessel, become the agents
and servants of the Owners, Operators and/or Charterers of the assisted
vessel.
Saudi Aramco and its agents, servants, contractors, employees and
representatives shall not be liable or responsible for any loss of, or damage
to or expense incurred in connection with the vessel and/or its cargo
caused by, arising out of, or resulting from the provision of tug or towage
services, or other marine assistance to the vessel. The vessel receiving such
tug, towing or other marine assistance services from Saudi Aramco, and
the Owners, Operators and Charterers of such vessel agree to indemnify
and hold harmless Saudi Aramco and all vessels and equipment utilized in
the provision of such services, and their Owners, Charterers or Operators,
against all claims for any loss or damage to the vessel or cargo, or other
expense incurred in connection with provision of such services, and against
all claims for loss, damage, injury or expenses incurred by third parties as a
result of or in connection with the provision of such services
1.5 Damage to, or impairment of use of any facility, vessel, or equipment
owned, chartered or leased by Saudi Aramco, which is caused in whole or
in part by any vessel within the geographical limits of any Saudi Aramco
port or terminal, shall be the responsibility and liability of the Master,
Owners, Operators and Charterers of such vessel. The vessel, and its
Owners, Operators and Charterers agree to pay Saudi Aramco promptly
on demand any and all expenditures, costs, or losses incurred directly or
indirectly as a consequence of such damage or impairment, including, but
not limited to, the costs of labor, material and equipment usage, costs
of reasonable and necessary repairs, both temporary and permanent,
invoiced costs, loss of earnings, business interruption, loss of use, delays at
berth, other third party claims and all applicable Saudi Aramco corporate
overheads.
1.6 Saudi Aramco and its agents, servants, contractors, employees and
representatives shall not be liable or responsible for any loss, damage, or
injury to the vessel or its cargo, or to its officers, crew and passengers,
or to third parties, caused by or arising out of the performance of
Pilotage services by the Harbor Pilots. The Master, Owners, Operators and
Charterers of any vessel receiving Pilotage services in Saudi Aramco ports
and terminals agree to indemnify and hold harmless Saudi Aramco and its
agents, contractors, employees and representatives from any and all such
loss, damage or injury, however caused, arising out of or resulting from
the performance of Pilotage services by the Harbor Pilots.
1.7 Any loss, damage, cost, expense, or delay suffered by a vessel in
connection with activities in any Saudi Aramco Port or Terminal caused
solely by failure of the vessel, or the “Company” [as that term is defined in
2
the International Ship & Port Facility Security Code (ISPS Code)], to comply
or to ensure compliance by the vessel and/or the Company with the
requirements of the ISPS Code, shall be solely for the account of the vessel
interests. Any costs or expenses arising solely due to Saudi Aramco or
Saudi Arabian Government imposed security measures not resulting from
the vessel’s or the Company’s failure to comply with the requirements of
the ISPS Code, including but not limited to security guards, launch or tug
services, port security fees, taxes and inspections, shall be shared equally
between Saudi Aramco and the vessel interests. All such measures required
by the vessel or the Company in order to comply or ensure compliance
with the vessels Ship Security Plan (SSP) shall be solely for the account of
the vessel interests.
The Saudi Aramco Port Captain reserves the right to waive any
of the rules or regulations contained herein, or to impose such
reasonable additional requirements on vessels in Saudi Aramco
ports and terminals as he, in his sole discretion, deems prudent and
necessary under the circumstances in order to protect human life
and the safety of property and the environment. Any additional
costs, losses, damages, or expenses incurred or claimed to be incurred
by the vessel or its agents, Owners, Operators and Charterers as a
result of such action by the Port Captain, unless otherwise provided
for by contract, shall be the sole responsibility of the vessel.
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2. SAUDI ARABIAN GOVERNMENT AND SAUDI ARAMCO RULES
AND REGULATIONS EXTRACTS & PROCEDURES
2.1 GENERAL
Saudi Arabian Government regulations and Saudi Aramco rules and
regulations as set forth in this document are strictly enforced and Masters
having any doubts concerning the interpretation of these rules and
regulations are urged to consult their agent.
At all times while in Saudi Arabian territorial waters and within the
geographical boundaries of any Saudi Aramco Port or Terminal, whether
at anchor, or at berth, or in transit between terminals, the vessel and its
personnel are under the jurisdiction of and shall comply fully with Saudi
Arabian laws.
SHIPPING AGENT REQUIREMENT
Every vessel must have a Saudi shipping agent before entering Saudi
Arabian territorial waters.
Vessels calling at any Saudi Aramco Port or Terminal should address
all messages concerning ship’s business to their agents. The vessel’s
agent handles matters concerning provisions supply, minor repairs,
local medical, or hospital services, mail, crew changes, etc.
GCC RULES AND REGULATIONS FOR SEAPORTS / SAUDI ARAMCO
RULES, REGULATIONS AND GENERAL INFORMATION MANUAL
Every vessel must have a copy of both the current GCC Rules and
Regulations for Seaports and the Saudi Aramco Rules Regulations
and General Information Manual on board, or must obtain copies
of these publications immediately on first arrival in Saudi Arabia.
The GCC Rules and Regulations for Seaports is issued jointly by
the Saudi Arabian Government and the Cooperation Council for
the Arab States of the Gulf (GCC) dates. The latest edition of this
publication is dated March 1994.
The Saudi Aramco Rules, Regulations and General Information
Manual is issued by Saudi Aramco, along with periodic amendments
and revisions. The latest edition of this publication is dated November
2007.
Neither non-possession of nor ignorance of the rules and regulations
contained in either of the above publications, or in any amendments
thereto published by the Saudi Arabian Government or Saudi
4
Aramco after the effective date of this publication, will be considered
an excuse for violation of said rules and regulations, nor will it excuse
the violator from the imposition of penalties by the Saudi Arabian
Government.
Masters should consult both of the above publications for full details
regarding the procedures and conduct of the vessel and crew. The
vessel’s agent will, upon request, provide details of any changes to
either of the above publications.
2.2 ARRIVAL ENTRY REQUIREMENTS
The Master is responsible for complying fully with the requirements
of all Saudi Arabian Government Departments, Ministries, Agencies
and Organizations and the requirements contained in this publication.
Particular attention should be paid to the requirements of Saudi Customs,
Frontier Force, Immigration and Port Health Authorities. Masters requiring
advice on these requirements should contact their local agents.
PRE-ARRIVAL INFORMATION
The GCC Rules and Regulations for Seaports specifies that certain
information must be received by the Port Management, either
directly or through the vessel’s agents before that vessel arrives at the
port and notification of ETA 5 days, 2 days, and 1 day prior to arrival.
Vessels which fail to comply with this requirement may be delayed
and/or subject to a fine as laid down in the rules and regulations.
ARRIVAL DOCUMENTATION
The GCC Rules and Regulations for Seaports and other applicable
Saudi Arabian Government rules and regulations specify that the
Master shall present or make available for inspection various papers
and documents.
The following valid and current documents must be made available
on arrival to the vessel agent and to boarding Saudi Arabian
Government and Saudi Aramco officials and representatives:
• Safety Management Certificate (SMC) issued in accordance with
the International Safety Management Code (ISM CODE) and
Chapter IX of the International Convention for the Safety of Life
at Sea (SOLAS)
• International Ship Security Certificate (ISSC) or Interim ISSC issued
in accordance with the International Ship & Port Facility Security
Code (ISPS Code) and the 2002 SOLAS Amendments
• Certificate of Insurance or other Financial Security in Respect
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•
•
•
•
•
•
of Civil Liability for Oil Pollution Damage (CLC Certificate)
issued by the vessel’s Flag State in accordance with Article VII
of the International Convention on Civil Liability for Oil Pollution
Damage, 1992; or an original Protection and Indemnity (P&I) Club
Certificate of Entry for the vessel issued by a member club of
the International Group of P&I Clubs; or original documentation
evidencing other equivalent P&I Coverage, including pollution
liability coverage, acceptable to Saudi Aramco.
Maritime International Declaration of Health.
Valid Deratting or Exemption Certificate.
Crew List (including supernumeraries) up to 6 copies.
Valid Smallpox Vaccination Certificates.
Valid Inoculation Certificates against communicable diseases
prevailing at previous ports of call.
Current vessel’s logbook.
The above list is intended only as a guide. Masters are advised to
consult the GCC Rules & Regulations for Seaports and with their
Agent for more precise and up to date requirements.
2.3 QUARANTINE CLEARANCE
RADIO MESSAGES
Upon first contact with Saudi Aramco, arriving vessels (including
bunker vessels) will receive a radio message requesting quarantine
information. See section “Radio Communications” for more detailed
information.
Vessels will not be accepted for berthing until the quarantine
information is received. Until that time, other ship movements will
be prioritized, including movements that could cause the ship to lose
its turn at berth.
CLEARANCE PROCEDURES
Dependent on the type of berth and weather conditions, ships’
clearing authorities will board the vessel either at berth or from the
Agent’s launch prior to berthing. If the authorities are to board prior
to berthing, the vessel must be in a safe position and provide an
adequate lee for the officials to embark and disembark before and
after clearance.
PROCEDURES FOR SPM BERTHS
At Juaymah Crude Terminal, harbor pilots are permitted to board
arriving ships prior to the ship receiving quarantine clearance.
6
Harbor pilots may not normally berth vessels to SPM berths until
ships’ clearing authorities clears the vessel. However, if for any
reason (rough weather, etc.), the clearing authorities are unable
to board a vessel to give clearance, the Harbor Pilot may berth the
vessel after receiving special permission from the Agent through
Saudi Aramco Government Affairs.
In the event that a vessel has not received quarantine clearance
prior to unberthing, the Master shall be required to sign a
statement undertaking that he will not sail until he receives
quarantine clearance. Only then may the vessel be permitted to
sail.
PROCEDURES FOR ALONGSIDE BERTHS
In the case of ships assigned to alongside berths, the Harbor
Pilot may board the vessel before it has been given quarantine
clearance.
Ship or shore gangways, as appropriate, shall be rigged and ready
to provide safe access for the Quarantine Officer, Harbor Pilot and
Agent.
No one other than the Government Quarantine Officer or Saudi
Aramco Harbor Pilot(s) may board or disembark from ships at
berth until the vessel receives quarantine clearance. This includes
the Agent’s representative(s) and pier personnel.
QUARANTINE SIGNALS.
The following quarantine signals shall be displayed by all vessels
approaching port and at all times when in port until pratique is
granted…
Sunrise to Sunset - Quarantine Flag (Q)
Sunset to Sunrise - Red over White Signal Lights.
2.4 PROHIBITED ARTICLES
All materials exported from or imported into Saudi Arabia are subject to
examination by customs authorities. The import of certain articles is strictly
prohibited. Such articles include, but are not limited to, the following:
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•
•
•
•
•
•
•
Explosives and firearms including air rifles.
Implements of war of any kind including antique weapons.
Religious matter not pertaining to the Muslim faith.
Playing cards and gambling devices
Narcotics and all other non-prescription drugs.
Alcoholic beverages of any description.
Printed materials, photographic matter or video tapes depicting
anything which could be considered pornographic.
• Due consideration should be given to the religious beliefs of the
Pilot team and any other Saudi Nationals that are accommodated
on board with regard to consumption of pork products during
the vessel’s stay at Saudi Aramco’s ports and terminals.
SEALED STORE ROOMS /BONDED LOCKERS
Any prohibited article, which is onboard, any vessel calling at
any Saudi Arabian port shall be secured in an appropriate locked
storeroom, which will be sealed by the authorities.
The seals must remain intact throughout the entire period of the
vessel’s stay in Port and must not be broken until after the vessel has
finally departed for a port in another country.
The authorities may carry out occasional inspections to ensure that
the seals are intact and that no prohibited matter is in use.
SMUGGLING OR TRAFFICKING IN PROHIBITED ARTICLES
Smuggling or trafficking in any prohibited article between vessels or
between vessel’s crews and shore personnel is strictly prohibited.
CREW BAGGAGE SEARCH
The baggage of crewmembers joining and leaving vessels will be
inspected to ensure that it contains no prohibited articles.
8
2.5 SAUDI ARABIAN FLAG
The flag of the Kingdom of Saudi Arabia must be hoisted by every vessel
entering the territorial waters of Saudi Arabia, and shall be flown from the
foremast of the vessel while in Port both by day and by night. This flag
shall be clean and in good condition.
Masters should obtain this flag before arrival, but if circumstances render
this impossible, a flag shall be obtained from the ship’s agent.
Vessels flying the flag of Saudi Arabia incorrectly or flying an incorrect
replica of the Saudi flag will not be berthed.
2.6 RADIO SILENCE AT BERTH
The use of telegraphic transmitting equipment on a vessel is strictly
forbidden during her stay in port.
The use of VHF marine frequencies within the port shall be limited to:
•
•
•
•
Reporting information to Port Management.
Traffic Information.
Emergency calls.
Any other information necessary for port operations.
Radio traffic is only allowed on the frequencies authorized by the port
management.
GSM TELEPHONES
The use of GSM telephones is strictly prohibited in hazardous (classified)
locations on a vessel during her stay in any Saudi Aramco Port or Terminal.
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2.7 PHOTOGRAPHY
The use of photographic equipment of any kind is strictly prohibited while
in port. Cameras are subject to seizure by the authorities.
2.8 DISEMBARKATION
Crewmembers are not permitted ashore for ANY PURPOSE WHATSOEVER
(including reading the vessel’s draft) until Pratique is granted and then
only if engaged in operational duties. No visiting between vessels at berths
is permitted.
All shore leave is contingent upon compliance with Saudi Arabian
quarantine and passport regulations. For current details concerning
these regulations and shore leave restrictions, the ship’s agents must be
consulted. Failure to comply with the regulations may result in severe
penalties.
2.9 PENALTIES
Penalties for violations of Saudi Arabian Government Regulations are
severe. They include CAPITAL PUNISHMENT FOR DRUG SMUGGLING OR
TRAFFICKING and considerable fines and/or delays to vessels for other
offenses.
2.10 FOREIGN CONSULATES
All foreign consulates have offices in Jeddah. See Jeddah section
Harbor Activities / Facilities for a list of these consulates with telephone
numbers.
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3. SHIP ACCEPTANCE & SAFETY REQUIREMENTS
3.1 SHIP ACCEPTANCE REQUIREMENTS
VESSELS LESS THAN 15 YEARS OF AGE
Saudi Aramco maintains a proprietary Vessel Traffic Management System
(VTMS) Database containing information on all vessels that have previously
called at any Saudi Aramco Port or Terminal. When a vessel under 15 years
of age is nominated to lift cargo at any Saudi Aramco Port or Terminal,
its eligibility for acceptance is first determined by reference to the VTMS
Database. Any safety or operational discrepancies noted on the vessel
during any previous port call that have not been corrected may cause the
vessel to be rejected at Saudi Aramco’s sole discretion. In addition, Saudi
Aramco may consult the OCIMF SIRE database to determine the status of
a vessel upon being nominated to lift. This is true in every instance for
vessels that have not previously called at a Saudi Aramco Port or Terminal.
If the latest SIRE report on the vessel is unsatisfactory, the vessel may also
be rejected until such time as all discrepancies are corrected to Saudi
Aramco’s satisfaction. It is in the best interests of owners and operators
of any vessel under 15 years of age intending to call on any Saudi Aramco
Port or Terminal to insure that all discrepancies noted during previous port
calls, or in the most recent SIRE Inspection Report, are promptly corrected
and that evidence of the correction of such discrepancies is provided to
Saudi Aramco prior the vessel’s arrival. Failure to timely provide evidence
of correction of such discrepancies prior to arrival may cause the vessel
to be rejected or delayed on arrival, in which case, the cost of all such
rejection or delays shall be for the vessel’s account.
VESSELS OVER 15 YEARS OF AGE
Without exception, all vessels over 15 years of age, as reflected by the
building date shown on the vessel’s Certificate of Registration, must have
a current OCIMF SIRE Inspection Report acceptable to Saudi Aramco
dated within one (1) year from the date of arrival of the vessel at any
Saudi Aramco Port or Terminal. Failure to have a current, acceptable SIRE
Report will cause the vessel to be rejected during nomination or upon
arrival, without further inspection, notice or recourse. Notwithstanding
an acceptable SIRE Report, any uncorrected discrepancies noted in the
Saudi Aramco VTMS Data Base may also be grounds for rejection of the
vessel at Saudi Aramco’s sole discretion.
ALL VESSELS
In addition to the above requirements, all vessels entering Saudi Aramco
Ports and Terminals will be subject to a pre-berthing inspection by the
Port Captain’s designated representative. Notwithstanding that a vessel
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may have an acceptable SIRE Report and that the Saudi Aramco VTMS
Data Base contains no adverse information on the vessel, a vessel may
be rejected on the basis of the pre-berthing inspection if, in the opinion
of the Port Captain or his designated representative, the condition of the
vessel presents an unreasonable risk of pollution, or damage to property,
or injury to personnel.
“FLAGGED” VESSELS
Any vessel that causes a pollution incident at a Saudi Aramco Port or
Terminal, or is found to have serious safety or operational deficiencies,
or violations of international safety standards, may be “flagged” in the
VTMS Data Base at the discretion of the Port Captain. Any vessel that is
flagged will remain so for the life of the vessel. All such flagged vessels,
regardless of age, must thereafter have an acceptable OCIMF SIRE Report
dated within one year of entry into any Saudi Aramco Port or Terminal.
In addition, all flagged vessels will be subject to a stringent Saudi Aramco
vetting inspection on the occasion of each visit to a Saudi Aramco Port
or Terminal. On arrival, the Master of any flagged vessel will be required
to guarantee to the satisfaction of the Port Captain that every effort
has been made to insure the safety of the vessel and personnel and the
avoidance of pollution. This may include, but will not necessarily be
limited to submission of documentary evidence satisfactory to the Port
Captain of preventative measures to be taken during deballasting and
loading operations.
BANNED VESSELS
Any flagged vessel that causes pollution in any Saudi Aramco Port or
Terminal, or is found on arrival to have serious uncorrected safety or
operational deficiencies or violations of international safety standards
may, at the discretion of the Port Captain, be permanently banned from
entry into all Saudi Aramco ports and terminals.
3.2 SAUDI ARAMCO SAFETY REQUIREMENTS
Saudi Aramco requires that vessels comply with all the relevant safety
requirements as specified in latest edition of the ICS/OCIMF publication
“International Safety Guide for Oil Tankers and Terminals”. (ISGOTT)
3.3 RESPONSIBILITY OF MASTERS
The Master shall be responsible at all times for the safety of his vessel and
shall make provision to exercise all the necessary precautions.
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MASTER’S SAFETY DECLARATION
It is a condition to entry into all Saudi Aramco Ports and Terminals
that Masters of all vessels shall contract to comply with Saudi
Aramco’s safety requirements by signing the “Instructions to Masters
& Conditions of use of Port” form when presented.
3.4 SAFETY CHECKS
Prior to start of loading and later at several times during the loading, a
Terminal Representative, who shall be accompanied by one of the ship’s
officers, will check to ensure that safe loading practices are being observed
by both the ship and the shore crews. The Saudi Aramco “Safety Check
List” will be used to record the results.
AUTHORITY OF THE TERMINAL REPRESENTATIVE
Saudi Aramco Terminal Representatives are authorized to suspend oil
handing operations in the event that any of safety rules are violated,
or if any other hazardous situation is observed. ~ see the heading
“Penalties” below.
3.5 THE SAUDI ARAMCO SAFETY CHECK LIST
The Saudi Aramco safety requirements are enumerated in short question
form in the Saudi Aramco safety checklist, but a more detailed explanation
of those requirements is given hereunder. The checklist essentially follows
the ISGOTT guide.
• Each of the following requirements is titled and numbered to
correspond directly with the numbered questions of the Safety
Checklist.
• Vessels shall comply fully with all of these requirements at all
times when berthed at any Saudi Aramco facility. In addition,
vessels shall comply fully with requirement number 16 (Tank Lids)
at all times when at berth and at other times as stated.
PART ‘A’ - BULK LIQUID GENERAL
1. There is safe access between the ship and shore.
The access should be positioned as far away from the manifolds as
practicable.
The means of access to the ship should be safe and may consist of
an appropriate gangway or accommodation ladder with a properly
secured safety net fitted to it.
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Particular attention to safe access should be given where the
difference in level between the point of access on the ship and the
jetty or quay is large, or is likely to become large.
When terminal access facilities are not available and a ship’s gangway
is used, there should be an adequate landing area on the berth so as
to provide the gangway with a sufficient clear run of space and so
maintain safe and convenient access to the ship at all states of tide
and changes in the ship’s freeboard.
Near the access ashore, appropriate life-saving equipment should be
provided by the terminal. A lifebuoy should be available on board
the ship near the gangway or accommodation ladder.
The access should be safely and properly illuminated during
darkness.
Persons who have no legitimate business on board, or who do not
have the Master’s permission, should be refused access to the ship.
The terminal should control access to the jetty or berth in agreement
with the ship.
2. The ship is securely moored.
When considering this item, due regard should be given to the need
for adequate fendering arrangements.
Ships should remain adequately secured in their moorings. Alongside
piers or quays, ranging of the ship should be prevented by keeping
all mooring lines taut. Attention should be given to the movement
of the ship caused by wind, currents, tides or passing ships and the
operation in progress.
Wire ropes and bre ropes should not be used together in the same
direction (i.e. as breast lines, spring lines, head or stern lines) because
of the difference in their elastic properties.
Once moored, ships fitted with automatic tension winches should
not use such winches in the automatic mode.
Means should be provided to enable quick and safe release of the
ship in case of an emergency. In ports where anchors are required to
be used, special consideration should be given to this matter.
Irrespective of the mooring method used, the emergency release
operation should be agreed, taking into account the possible risks
involved.
Anchors not in use should be properly secured.
3. The agreed ship/shore communication system is operative.
Communication should be maintained in the most efficient way
between the Responsible Officer on duty on the ship and the Terminal
Representative.
When telephones are used, the telephone both on board and ashore
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should be continuously manned by a person who can immediately
contact his respective supervisor. Additionally, the supervisor should
have a facility to override all calls. When radio systems are used, the
units should preferably be portable and carried by the supervisor
or a person who can get in touch with his respective supervisor
immediately. Where fixed systems are used, the guidelines for
telephones should apply.
The selected primary and back-up systems of communication
should be recorded on the check-list and necessary information on
telephone numbers and/or channels to be used should be exchanged
and recorded.
The telephone and portable radio systems should comply with the
appropriate safety requirements.
4. Emergency towing-off pennants are correctly rigged and
positioned.
DIRECT TO CHOCK WITH
NO SLACK ON DECK
5 FIGURE OF EIGHT
TURNS ON BITTS
HEAVING LINE
3 TO 6 FEET
1 TO 2 METERS
WATER LEVEL
• Emergency towing wires (fire wires) shall be made fast to bitts as
far forward and as far aft as practicable on the side of the vessel
opposite to the cargo connections. The wires shall be in good
condition and secured with a minimum of five figure of eight
turns on the bitts.
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• Tonnage – Fire Wire Requirements
KDWT
20 - 100
100 - 300
Over 300
Minimum Diameter (mm)
28mm
38mm
42mm
Minimum Length (m)
45m
60m
70m
• Coastal tankers of 5000 dwt or less, maybe permitted to have an
emergency towing wire of less than 28mm.diameter, provided
the wire used is adequate for the size of vessel and the purpose
it is intended.
• The wire shall lead directly to the chock with no slack on deck and
a heaving line made fast to the eye shall be used to maintain the
eye of the wire between one and two meters above the water at
all times. ~ SEE DIAGRAM above.
• The wires shall be regularly checked and adjusted.
5. The ship’s fire hoses and fire-fighting equipment are positioned
and ready for immediate use.
See Question 6 below.
6. The terminal’s fire-fighting equipment is positioned and ready
for immediate use.
Fire-fighting equipment on board and on the jetty should be correctly
positioned and ready for immediate use.
Adequate units of fixed or portable equipment should be stationed
to cover the ship’s cargo deck and the jetty area, having due regard
to the presence of both the ship and nearby shore tanks. The shore
and ship’s fire-main systems should be pressurised or be capable of
being pressurised at short notice.
Both ship and shore should ensure that their fire-main systems can
be inter-connected in a quick and easy way utilising, if necessary, the
International Shore Fire Connection (see Question 28).
7. The ship’s cargo and bunker hoses, pipelines and manifolds
are in good condition, properly rigged and appropriate for the
service intended.
See Question 8 below.
8. The terminal’s cargo and bunker hoses or arms are in good
condition, properly rigged and appropriate for the service
intended.
Hoses should be in a good condition and properly fitted and rigged
so as to prevent strain and stress beyond design limitations.
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All flange connections should be fully bolted and any other types of
connections should be properly secured.
Hoses and pipelines and metal arms should be constructed of a
material suitable for the substance to be handled, taking into account
its temperature and the maximum operating pressure.
Cargo hoses should be indelibly marked so as to allow the
identification of the products for which they are suitable, specified
maximum working pressure, the test pressure and last date of testing
at this pressure. If to be used at temperatures other than ambient,
maximum and minimum service temperatures should be marked.
9. The cargo transfer system is sufficiently isolated and drained
to allow safe removal of blank flanges prior to connection.
A positive means of confirming that both ship and shore cargo systems
are isolated and drained should be in place and used to confirm that
it is safe to remove blank flanges prior to connection. The means
should provide protection against pollution due to unexpected and
uncontrolled release of product from the cargo system and injury to
personnel due to pressure in the system suddenly being released in
an uncontrolled manner.
10. Scuppers and save-alls on board are effectively plugged and
drip trays are in position and empty.
Where applicable, all scuppers on board should be properly plugged
during the operations. Accumulation of water should be drained off
periodically.
The ship’s manifolds should ideally be provided with fixed drip trays
in accordance with OCIMF recommendations, where applicable.
In the absence of fixed containment, portable drip trays should be
used.
All drip trays should be emptied in an appropriate manner whenever
necessary but always after completion of the specific operation.
When only corrosive liquids or refrigerated gases are being handled,
the scuppers may be kept open, provided that an ample supply of
water is available at all times in the vicinity of the manifolds.
11. Temporarily removed scupper plugs will be constantly
monitored.
Scuppers that are temporarily unplugged, in order to drain clean
rainwater from the cargo deck for example, must be constantly and
closely monitored. The scupper must be re-sealed immediately in the
event of a deck oil spill or any other incident that has the potential
to cause pollution.
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12. Shore spill containment and sumps are correctly managed.
Shore containment facilities, such as bund walls, drip trays and
sump tanks, should be properly maintained, having been sized
for an appropriate containment volume following a realistic risk
assessment.
Jetty manifolds should ideally be provided with fixed drip trays; in
their absence, portable drip trays should be used.
Spill or slop transfer facilities should be well maintained and, if not
an automatic system, should be readily available to deal with spilled
product or rainwater.
13. The ship’s unused cargo and bunker connections are properly
secured with blank flanges fully bolted.
See Question 14 below.
14. The terminal’s unused cargo and bunker connections are
properly secured with blank flanges fully bolted.
Unused cargo and bunker connections should be closed and blanked.
Blank flanges should be fully bolted and other types of fittings, if
used, properly secured.
15. All cargo, ballast and bunker tank lids are closed.
Apart from the openings in use for tank venting (see Question 29),
all openings to cargo, ballast and bunker tanks should be closed and
gas tight.
Except on gas tankers, ullaging and sampling points may be opened
for the short periods necessary for ullaging and sampling, which
activities should be conducted taking account of the controls
necessary to avoid electrostatic discharge.
Closed ullaging and sampling systems should be used where required
by international, national or local regulations and agreements.
16. Sea and overboard discharge valves, when not in use, are
closed and visibly secured.
Experience shows the importance of this item in pollution avoidance
on ships where cargo lines and ballast systems are interconnected.
Remote operating controls for such valves should be identified in
order to avoid inadvertent opening.
If appropriate, the security of the valves in question should be
checked visually.
17. All external doors, ports and windows in the accommodation,
stores and machinery spaces are closed. Engine room vents
may be open.
External doors, windows and portholes in the accommodation should
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be closed during cargo operations. These doors should be clearly
marked as being required to be closed during such operations, but
at no time should they be locked.
This requirement does not prevent reasonable access to spaces during
operations, but doors should not be left open when unattended.
Engine room vents may be left open. However, consideration should
be given to closing them where such action would not adversely
affect the safe and efficient operation of the engine room spaces
served.
18. The ship’s emergency fire control plans are located externally.
A set of fire control plans should be permanently stored in a prominently
marked weather-tight enclosure outside the accommodation block
for the assistance of shoreside fire-fighting personnel. A crew list
should also be included in this enclosure.
If the ship is fitted, or is required to be fitted, with an inert gas
system (IGS), the following points should be physically checked:
19. Fixed IGS pressure and oxygen content recorders are
working.
All recording equipment should be switched on, tested as per
manufacturer’s instructuctions and operating correctly.
20. All cargo tank atmospheres are at positive pressure with
oxygen content of 8% or less by volume.
Prior to commencement of cargo operations, each cargo tank
atmosphere should be checked to verify an oxygen content of 8%
or less by volume. Inerted cargo tanks should be kept at a positive
pressure at all times.
Part ‘B’ – Bulk Liquid General – Verbal Verification
21. The ship is ready to move under its own power.
The ship should be able to move under its own power at short notice,
unless permission to immobilise the ship has been granted by the
port authority and the Terminal Representative.
Certain conditions may have to be met for permission to be
granted.
22. There is an effective deck watch in attendance on board and
adequate supervision of operations on the ship and in the
terminal.
The operation should be under constant control and supervision on
the ship and in the terminal.
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Supervision should be aimed at preventing the development
of hazardous situations. However, if such a situation arises, the
controlling personnel should have adequate knowledge and the
means available to take corrective action.
The controlling personnel on the ship and in the terminal
should maintain effective communications with their respective
supervisors.
All personnel connected with the operations should be familiar with
the dangers of the substances handled and should wear appropriate
protective clothing and equipment.
23. There are sufficient personnel on board and ashore to deal
with an emergency.
At all times during the ship’s stay at the terminal, a sufficient number
of personnel should be present on board the ship and in the shore
installation to deal with an emergency.
24. The procedures for cargo, bunker and ballast handling have
been agreed.
The procedures for the intended operation should be pre-planned.
They should be discussed and agreed upon by the Responsible
Officer and Terminal Representative prior to the start of the
operations. Agreed arrangements should be formally recorded and
signed by both the Responsible Officer and Terminal Representative.
Any change in the agreed procedure that could affect the operation
should be discussed by both parties and agreed upon. After both
parties have reached agreement, substantial changes should be laid
down in writing as soon as possible and in sufficient time before the
change in procedure takes place. In any case, the change should be
laid down in writing within the working period of those supervisors
on board and ashore in whose working period agreement on the
change was reached.
The operations should be suspended and all deck and vent openings
closed on the approach of an electrical storm.
The properties of the substances handled, the equipment of ship
and shore installation, and the ability of the ship’s crew and shore
personnel to execute the necessary operations and to sufficiently
control the operations are factors which should be taken into
account when ascertaining the possibility of handling a number of
substances concurrently.
The manifold areas, both on board and ashore, should be safely and
properly illuminated during darkness.
The initial and maximum loading rates, topping-off rates and normal
stopping times should be agreed, having regard to:
• The nature of the cargo to be handled.
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• The arrangement and capacity of the ship’s cargo lines and gas
venting systems.
• The maximum allowable pressure and flow rate in the ship/shore
hoses and loading arms.
• Precautions to avoid accumulation of static electricity.
• Any other flow control limitations.
A record to this effect should be formally made as above.
25. The emergency signal and shutdown procedure to be used
by the ship and shore have been explained and understood.
The agreed signal to be used in the event of an emergency arising
ashore or on board should be clearly understood by shore and ship
personnel.
An emergency shutdown procedure should be agreed between ship
and shore, formally recorded and signed by both the Responsible
Officer and Terminal Representative.
The agreement should state the circumstances in which operations
have to be stopped immediately.
Due regard should be given to the possible introduction of dangers
associated with the emergency shutdown procedure.
26. Material Safety Data Sheets (MSDS) for the cargo transfer
have been exchanged where requested.
An MSDS should be available on request to the receiver from the
terminal or ship supplying the product.
As a minimum, such information sheets should provide the
constituents of the product by chemical name, name in common
usage, UN number and the maximum concentration of any toxic
components, expressed as a percentage by volume or as ppm.
27. The hazards associated with toxic substances in the cargo
being handled have been identified and understood.
Many tanker cargoes contain components that are known to be
hazardous to human health. In order to minimise the impact on
personnel, information on cargo constituents should be available
during the cargo transfer to enable the adoption of proper
precautions. In addition, some port states require such information
to be readily available during cargo transfer and in the event of an
accidental spill. This is particularly relevant to cargoes that could
contain H2S, benzene or lead additives.
28. An International Shore Fire Connection has been provided.
The connection must meet the standard requirements and, if not
actually connected prior to commencement of operations, should be
readily available for use in an emergency.
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29. The agreed tank venting system will be used.
Agreement should be reached and recorded as to the venting
system to be used for the operation, taking into account the nature
of the cargo and international, national or local regulations and
agreements.
There are three basic systems for venting tanks:
1. Open to atmosphere via open ullage ports, protected by suitable
flame screens.
2. Fixed venting systems which includes inert gas systems.
3. To shore through a vapour collection system (see Question 32
below).
30. The requirements for closed operations have been agreed.
It is a requirement of many terminals that, when the ship is ballasting
into cargo tanks, loading or discharging, it operates without recourse
to opening ullage and sighting ports. In these cases, ships will require
the means to enable closed monitoring of tank contents, either by a
fixed gauging system or by using portable equipment passed through
a vapour lock, and preferably backed up by an independent overfill
alarm system.
31. The operation of the P/V system has been verified.
The operation of the P/V valves and/or high velocity vents should
be checked using the testing facility provided by the manufacturer.
Furthermore, it is imperative that an adequate check is made, visually
or otherwise, to ensure that the checklift is actually operating the
valve. On occasion, a seized or stiff vent has caused the checklift
drive pin to shear and the ship’s personnel to assume, with disastrous
consequences, that the vent was operational.
32. Where a vapour return line is connected, operating parameters
have been agreed.
Where required, a vapour return line will be used to return flammable
vapours from the cargo tanks to shore.
The maximum and minimum operating pressures and any other
constraints associated with the operation of the vapour return system
should be discussed and agreed by ship and shore personnel.
33. Independent high level alarms, if fitted, are operational and
have been tested.
Owing to the increasing reliance placed on gauging systems for
closed cargo operations, it is important that such systems are
fully operational and that backup is provided in the form of an
independent overfill alarm arrangement. The alarm should provide
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audible and visual indication and should be set at a level that will
enable operations to be shutdown prior to the tank being overfilled.
Under normal operations, the cargo tank should not be filled higher
than the level at which the overfill alarm is set.
Individual overfill alarms should be tested at the tank to ensure their
proper operation prior to commencing loading unless the system
is provided with an electronic self-testing capability which monitors
the condition of the alarm circuitry and sensor and confirms the
instrument set point.
34. Adequate electrical insulating means are in place in the ship/
shore connection.
Unless measures are taken to break the continuous electrical path
between ship and shore pipework provided by the ship/shore hoses
or metallic arms, stray electric currents, mainly from corrosion
prevention systems, can cause electric sparks at the flange faces
when hoses are being connected and disconnected.
The passage of these currents is usually prevented by an insulating
flange inserted at each jetty manifold outlet or incorporated in
the construction of metallic arms. Alternatively, the electrical
discontinuity may be provided by the inclusion of one length of
electrically discontinuous hose in each hose string.
It should be ascertained that the means of electrical discontinuity is
in place, that it is in good condition and is not being by-passed by
contact with an electrically conductive material.
35. Shore lines are fitted with a non-return valve, or procedures
to avoid back filling have been discussed.
In order to avoid cargo running back when discharge from a ship is
stopped, either due to operational needs or excessive back pressure,
the terminal should confirm that it has a positive system that will
prevent unintended flow from the shore facility onto the ship.
Alternatively, a procedure should be agreed that will protect the
ship.
36. Smoking rooms have been identified and smoking requirements
are being observed.
Smoking on board the ship may only take place in areas specified by
the Master in consultation with the Terminal Representative.
No smoking is allowed on the jetty and the adjacent area, except
in buildings and places specified by the Terminal Representative in
consultation with the Master.
Places that are directly accessible from the outside should not be
designated as places where smoking is permitted. Buildings, places
and rooms designated as areas where smoking is permitted should
be clearly marked as such.
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37. Naked light regulations are being observed.
A naked light or open fire comprises the following: flame, spark
formation, naked electric light or any surface with a temperature
that is equal to or higher than the auto-ignition temperature of the
products handled in the operation.
The use of naked lights or open fires on board the ship, and within
a distance of 25 metres of the ship, should be prohibited, unless all
applicable regulations have been met and agreement reached by the
port authority, Terminal Representative and the Master. This distance
may have to be extended for ships of a specialised nature such as gas
tankers.
38. Ship/shore telephones, mobile phones and pager requirements
are being observed.
Ship/shore telephones should comply with the requirements for
explosion-proof construction, except when placed and used in a safe
space in the accommodation.
Mobile telephones and pagers should not be used in hazardous areas
unless approved for such use by a competent authority.
39. Hand torches (flashlights) are of an approved type.
Battery operated hand torches (flashlights) should be of a safe type,
approved by a competent authority. Damaged units, even though
they may be capable of operation, should not be used.
40. Fixed VHF/UHF transceivers and AIS equipment are on the
correct power mode or switched off.
Fixed VHF/UHF and AIS equipment should be switched off or on low
power (1 watt or less) unless the Master, in consultation with the
Terminal Representative, has established the conditions under which
the installation may be used safely.
41. Portable VHF/UHF transceivers are of an approved type.
Portable VHF/UHF sets should be of a safe type, approved by a
competent authority.
VHF radio telephone sets may only operate in the internationally
agreed wave bands.
Equipment should be well maintained. Damaged units, even though
they may be capable of operation, should not be used.
42. The ship’s main radio transmitter aerials are earthed and
radars are switched off.
The ship’s main radio station should not be used during the ship’s
stay in port, except for receiving purposes. The main transmitting
aerials should be disconnected and earthed.
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Satellite communications equipment may be used normally, unless
advised otherwise.
The ship’s radar installation should not be used unless the Master, in
consultation with the Terminal Representative, has established the
conditions under which the installation may be used safely.
43. Electric cables to portable electrical equipment within the
hazardous area are disconnected from power.
The use of portable electrical equipment on wandering leads should
be prohibited in hazardous zones during cargo operations, and the
equipment preferably removed from the hazardous zone.
Telephone cables in use in the ship/shore communication system
should preferably be routed outside the hazardous zone. Wherever
this is not feasible, the cable should be so positioned and protected
that no danger arises from its use.
44. Window type air conditioning units are disconnected.
Window type air conditioning units should be disconnected from
their power supply.
45. Positive pressure is being maintained inside the
accommodation, and air conditioning intakes, which may
permit the entry of cargo vapours, are closed.
A positive pressure should, when possible, be maintained inside the
accommodation, and procedures or systems should be in place to
prevent flammable or toxic vapours from entering accommodation
spaces. This can be achieved by air conditioning or similar systems,
which draw clean air from non-hazardous locations.
Air conditioning systems should not be operated on 100%
recirculation.
46. Measures have been taken to ensure sufficient mechanical
ventilation in the pumproom.
Pumprooms should be mechanically ventilated and the ventilation
system, which should maintain a safe atmosphere throughout the
pumproom, should be kept running throughout cargo handling
operations. The gas detection system, if fitted, should be functioning
correctly.
47. There is provision for an emergency escape.
In addition to the means of access referred to in Question 1, a safe
and quick emergency escape route should be available both on board
and ashore. On board the ship, it may consist of a lifeboat ready for
immediate use, preferably at the after end of the ship, and clear of
the moorings.
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48. The maximum wind and swell criteria for operations have
been agreed.
There are numerous factors which will help determine whether cargo
or ballast operations should be discontinued. Discussion between the
terminal and the ship should identify limiting factors, which could
include:
• Wind speed and direction and the effect on hard arms.
• Wind speed and direction and the effect on mooring integrity.
• Wind speed and direction and the effect on gangways.
• At exposed terminals, swell effects on moorings or gangway
safety.
Such limitations should be clearly understood by both parties. The
criteria for stopping cargo, disconnecting hoses or arms and vacating
the berth should be written in the ‘Remarks’ column of the checklist.
49. Security protocols have been agreed between the Ship
Security Officer and the Port Facility Security Officer, if
appropriate.
In states that are signatories to SOLAS, the ISPS Code requires that
the Ship Security Officer and the Port Facility Security Officer coordinate the implementation of their respective security plans with
each other.
50. Where appropriate, procedures have been agreed for
receiving nitrogen supplied from shore, either for inerting or
purging ship’s tanks, or for line clearing into the ship.
Ship and shore should agree in writing on the inert gas supply,
specifying the volume required, and the flow rate in cubic metres
per minute. The sequence of opening valves before beginning the
operation and after completion should be agreed, so that the ship
remains in control of the flow. Attention should be given to the
adequacy of open vents on a tank in order to avoid the possibility of
over-pressurisation.
The tank pressure should be closely monitored throughout the
operation.
The ship’s agreement should be sought when the terminal wishes to
use compressed nitrogen (or air) as a propellant, either for pigging
to clear shore lines into the ship or to press cargo out of shore
containment. The ship should be informed of the pressure to be
used and the possibility of receiving gas into a cargo tank.
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If the ship is fitted, or is required to be fitted, with an inert gas
system (IGS) the following statements should be addressed:
51. The IGS is fully operational and in good working order.
The inert gas system should be in safe working condition with
particular reference to all interlocking trips and associated alarms,
deck seal, non-return valve, pressure regulating control system, main
deck IG line pressure indicator, individual tank IG valves (when fitted)
and deck P/V breaker.
Individual tank IG valves (if fitted) should have easily identified and
fully functioning open/close position indicators.
52. Deck seals, or equivalent, are in good working order.
It is essential that the deck seal arrangements are in a safe condition.
In particular, the water supply arrangements to the seal and the
proper functioning of associated alarms should be checked.
53. Liquid levels in pressure/vacuum breakers are correct.
Checks should be made to ensure that the liquid level in the P/V
breaker complies with manufacturer’s recommendations.
54. The fixed and portable oxygen analysers have been calibrated
and are working properly.
All fixed and portable oxygen analysers should be tested and checked
as required by the Company and/or manufacturer’s instructuctions
and should be operating correctly.
The in-line oxygen analyser/recorder and sufficient portable oxygen
analysers should be working properly.
The calibration certificate should show that its validity is as required
by the ship’s SMS.
55. All the individual tank IG valves (if fitted) are correctly set
and locked.
For both loading and discharge operations, it is normal and safe
to keep all individual tank IG supply valves (if fitted) open in order
to prevent inadvertent under or over-pressurisation. In this mode of
operation, each tank pressure will be the same as the deck main
IG pressure and thus the P/V breaker will act as a safety valve in
case of excessive over or under-pressure. If individual tank IG supply
valves are closed for reasons of potential vapour contamination or
de-pressurisation for gauging etc, then the status of the valve should
be clearly indicated to all those involved in cargo operations. Each
individual tank IG valve should be fitted with a locking device under
the control of a Responsible Officer.
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56. All personnel in charge of cargo operations are aware that, in
the case of failure of the inert gas plant, discharge operations
should cease and the terminal be advised.
In the case of failure of the IG plant, the cargo discharge, de-ballasting
and tank cleaning operations should cease and the terminal be
advised.
Under no circumstances should the ship’s officers allow the
atmosphere in any tank to fall below atmospheric pressure.
If the ship is fitted with a Crude Oil Washing (COW) system, and
intends to crude oil wash, the following statements should be
addressed:
57. The Pre-Arrival COW Check-List, as contained in the approved
COW Manual, has been satisfactorily completed.
The approved Crude Oil Washing Manual contains a Pre-Arrival
Crude Oil Washing Check-List, specific to each ship, which should be
completed by the Responsible Officer prior to arrival at every discharge
port where it is intended to undertake Crude Oil Washing.
58. The COW check-lists for use before, during and after COW,
as contained in the approved COW Manual, are available and
being used.
The approved Crude Oil Washing Manual contains a Crude Oil
Washing Check-List, specific to each ship, for use before, during
and after Crude Oil Washing operations. This Check-List should be
completed at the appropriate times and the Terminal Representative
should be invited to participate.
If the ship is planning to tank clean alongside, the following
statements should be addressed:
59. Tank cleaning operations are planned during the ship’s stay
alongside the store installation.
During the pre-transfer discussion between the Responsible Officer
and Terminal Representative, it should be established whether any
tank cleaning operations are planned while the ship is alongside and
the check-list should be annotated accordingly.
60. If ‘yes’, the procedures and approvals for tank cleaning have
been agreed.
It should be confirmed that all necessary approvals that may be
required to enable tank cleaning to be undertaken alongside have
been obtained from relevant authorities. The method of tank
cleaning to be used should be agreed, together with the scope of
the operation.
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61. Permission has been granted for gas freeing operations.
It should be confirmed that all necessary approvals that may be
required to enable gas freeing to be undertaken alongside have
been obtained from the relevant authorities.
Part ‘C’ – Bulk Liquid Chemicals – Verbal Verification
1. Material Safety Data Sheets are available giving the necessary
data for the safe handling of the cargo.
Information on the product to be handled should be available on
board the ship and ashore and should include:
• A full description of the physical and chemical properties,
including reactivity, necessary for the safe containment and
transfer of the cargo.
• Action to be taken in the event of spills or leaks.
• Countermeasures against accidental personal contact.
• Fire-fighting procedures and fire-fighting media.
2. A manufacturer’s inhibition certificate, where applicable, has
been provided.
Where cargoes are required to be stabilised or inhibited in order to
be handled, ships should be provided with a certificate from the
manufacturer stating:
• Name and amount of inhibitor added.
• Date inhibitor was added and the normal duration of its
effectiveness.
• Any temperature limitations affecting the inhibitor.
• The action to be taken should the length of the voyage exceed
the effective lifetime of the inhibitor.
3. Sufficient protective clothing and equipment (including selfcontained breathing apparatus) is ready for immediate use
and is suitable for the product being handled.
Suitable protective equipment (including self-contained breathing
apparatus and protective clothing) appropriate to the specific dangers
of the product handled, should be readily available in sufficient
quantity for operational personnel both on board and ashore.
4. Countermeasures against accidental personal contact with the
cargo have been agreed.
Sufficient and suitable means should be available to neutralise the
effects and remove small quantities of spilled products. Should
unforeseen personal contact occur, in order to limit the consequences
it is important that sufficient and suitable countermeasures are
undertaken.
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The MSDS should contain information on how to handle such contact
with reference to the special properties of the cargo, and personnel
should be aware of the procedures to follow.
A suitable safety shower and eye rinsing equipment should be fitted
and ready for instant use in the immediate vicinity of places on board
or ashore where operations regularly take place.
5. The cargo handling rate is compatible with the automatic
shutdown system, if in use.
Automatic shutdown valves may be fitted on the ship and ashore.
The action of these is automatically initiated by, for example, a certain
level being reached in the ship or shore tank being filled. Where such
systems are used, the cargo handling rate should be established to
prevent pressure surges from the automatic closure of valves causing
damage to ship or shore line systems. Alternative means, such as a
re-circulation system and buffer tanks, may be fitted to relieve the
pressure surge created.
A written agreement should be made between the Responsible
Officer and Terminal Representative indicating whether the cargo
handling rate will be adjusted or alternative systems will be used.
6. Cargo system gauges and alarms are correctly set and in good
order.
Ship and shore cargo system gauges and alarms should be checked
regularly to ensure they are in good working order.
In cases where it is possible to set alarms to different levels, the alarm
should be set to the required level.
7. Portable vapour detection instruments are readily available
for the products being handled.
The equipment provided should be capable of measuring, where
appropriate, flammable and/or toxic levels.
Suitable equipment should be available for operational testing of
those instruments capable of measuring flammability. Operational
testing should be carried out before using the equipment. Calibration
should be carried out in accordance with the Safety Management
System.
8. Information on fire-fighting media and procedures has been
exchanged.
Information should be exchanged on the availability of fire-fighting
equipment and the procedures to be followed in the event of a fire
on board or ashore.
Special attention should be given to any products that are being
handled which may be water reactive or which require specialised
fire-fighting procedures.
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9. Transfer hoses are of suitable material, resistant to the action
of the products being handled.
Each transfer hose should be indelibly marked so as to allow the
identification of the products for which it is suitable, its specified
maximum working pressure, the test pressure and last date of testing
at this pressure, and, if used at temperatures other than ambient, its
maximum and minimum service temperatures.
10. Cargo handling is being performed with the permanent
installed pipeline system.
All cargo transfer should be through permanently installed pipeline
systems on board and ashore.
Should it be necessary, for specific operational reasons, to use
portable cargo lines on board or ashore, care should be taken to
ensure that these lines are correctly positioned and assembled in
order to minimise any additional risks associated with their use.
Where necessary, the electrical continuity of these lines should be
checked and their length should be kept as short as possible.
The use of non-permanent transfer equipment inside tanks is not
generally permitted unless specific approvals have been obtained.
Whenever cargo hoses are used to make connections within the
ship or shore permanent pipeline system, these connections should
be properly secured, kept as short as possible and be electrically
continuous to the ship and shore pipeline respectively. Any hoses
used must be suitable for the service and be properly tested, marked
and certified.
11. Where appropriate, procedures have been agreed for
receiving nitrogen supplied from shore, either for inerting or
purging ship’s tanks, or for line clearing into the ship.
Ship and shore should agree in writing on the nitrogen supply,
specifying the volume required, and the flow rate in cubic metres
per minute. The sequence of opening valves before beginning the
operation and after completion should be agreed, so that the ship
remains in control of the flow. Attention should be given to the
adequacy of open vents on a tank in order to avoid the possibility of
over-pressurisation.
The tank pressure should be closely monitored throughout the
operation.
The ship’s agreement should be sought when the terminal wishes to
use compressed nitrogen (or air) as a propellant, either for pigging
to clear shore lines into the ship or to press cargo out of shore
containment. The ship should be informed of the pressure to be
used and the possibility of receiving gas into a cargo tank.
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Part ‘D’ – Bulk Liquefied Gases – Verbal Verification
1. Material Safety Data Sheets are available giving the necessary
data for the safe handling of the cargo.
Information on each product to be handled should be available on
board the ship and ashore before and during the operation.
Cargo information, in a written format, should include:
• A full description of the physical and chemical properties necessary
for the safe containment of the cargo.
• Action to be taken in the even of spills or leaks.
• Countermeasures against accidental personal contact.
• Fire-fighting procedures and fire-fighting media.
• Any special equipment needed for the safe handling of the
particular cargo(es).
• Minimum allowable inner hull steel temperatures.
• Emergency procedures.
2. A manufacturer’s inhibition certificate, where applicable, has
been provided.
Where cargoes are required to be stabilised or inhibited in order to
be handled, ships should be provided with a certificate from the
manufacturer stating:
• Name and amount of inhibitor added.
• Date inhibitor was added and the normal duration of its
effectiveness.
• Any temperature limitations affecting the inhibitor.
• The action to be taken should the length of the voyage exceed
the effective lifetime of the inhibitor.
3. The water spray system is ready for immediate use.
In cases where flammable or toxic products are handled, water spray
systems should be tested regularly. Details of the last tests should be
exchanged.
During operations, the systems should be kept ready for immediate
use.
4. There is sufficient suitable protective equipment (including
self-contained breathing apparatus) and protective clothing
ready for immediate use.
Suitable protective equipment, including self-contained breathing
apparatus, eye protection and protective clothing appropriate to
the specific dangers of the product handled should be available in
sufficient quantity for operational personnel, both on board and
ashore.
Storage places for this equipment should be protected from the
weather and be clearly marked.
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All personnel directly involved in the operation should utilise this
equipment and clothing whenever the situation requires.
Personnel required to use breathing apparatus during operations
should be trained in its safe use. Untrained personnel and personnel
with facial hair should not be selected for operations involving the
use of breathing apparatus.
5. Hold and inter-barrier spaces are properly inerted or filled
with dry air, as required.
The spaces that are required to be inerted by the IMO Gas Carrier
Codes should be checked by ship’s personnel prior to arrival.
6. All remote control valves are in working order.
All ship and shore cargo system remote control valves and their
position-indicating systems should be tested regularly. Details of the
last tests should be exchanged.
7. The required cargo pumps and compressors are in good order,
and the maximum working pressures have been agreed
between ship and shore.
Agreement in writing should be reached on the maximum allowable
working pressure in the cargo line system during operations.
8. Re-liquefaction or boil-off control equipment is in good
order.
It should be verified that re-liquefaction and boil-off control systems,
if required, are functioning correctly prior to commencement of
operations.
9. The gas detection equipment has been properly set for the
cargo, is calibrated, has been tested and inspected and is in
good order.
Suitable gas should be available to enable operational testing of
gas detection equipment. Fixed gas detection equipment should
be tested for the product to be handled prior to commencement
of operations. The alarm function should have been tested and the
details of the last test should be exchanged.
Portable gas detection instruments, suitable for the products
handled, capable of measuring flammable and/or toxic levels, should
be available.
Portable instruments capable of measuring in the flammable range
should be operationally tested for the product to be handled before
operations commence.
Calibration of instruments should be carried out in accordance with
the Safety Management System.
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10. Cargo system gauges and alarms are correctly set and in
good order.
Ship and shore cargo system gauges should be checked regularly to
ensure that they are in good working order.
In cases where it is possible to set alarms to different levels, the alarm
should be set to the required level.
11. Emergency shutdown systems have been tested and are
working properly.
Where possible, ship and shore emergency shutdown systems should
be tested before commencement of cargo transfer.
12. Ship and shore have informed each other of the closing rate
of ESD valves, automatic valves or similar devices.
Automatic shutdown valves may be fitted in the ship and the shore
systems. Among other parameters, the action of these valves can be
automatically initiated by a certain level being reached in the tank
being loaded, either on board or ashore.
The closing rate of any automatic valves should be known and this
information should be exchanged.
Where automatic valves are fitted and used, the cargo handling
rate should be so adjusted that a pressure surge evolving from the
automatic closure of any such valve does not exceed the safe working
pressure of either the ship or shore pipeline systems.
Alternatively, means may be fitted to relieve the pressure surge
created, such as re-circulation systems and buffer tanks.
A written agreement should be made between the Responsible
Officer and Terminal Representative indicating whether the cargo
handling rate will be adjusted or alternative systems will be used.
The safe cargo handling rate should be noted in the agreement.
13. Information has been exchanged between ship and shore on
the maximum/minimum temperatures/pressures of the cargo
to be handled.
Before operations commence, information should be exchanged
between the Responsible Office and Terminal Representatives on
cargo temperature/pressure requirements.
This information should be in writing.
14. Cargo tanks are protected against inadvertent overfilling at
all times while any cargo operations are in progress.
Automatic shutdown systems are normally designed to close the
liquid valves, and if discharging, to trip the cargo pumps, should the
liquid level in any tank rise above the maximum permitted level. This
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level must be accurately set and the operation of the device should
be tested at regular intervals.
If ship and shore shutdown systems are to be inter-connected, then
their operation must be checked before cargo transfer begins.
15. The compressor room is properly ventilated, the electrical
motor room is properly pressurised and the alarm system is
working.
Fans should be run for at least 10 minutes before cargo operations
commence and then continuously during cargo operations.
Audible and visual alarms, provided at airlocks associated with
compressor/motor rooms, should be tested regularly.
16. Cargo tank relief valves are set correctly and actual relief
valve settings are clearly and visibly displayed.
In cases where cargo tanks are permitted to have more than one
relief valve setting, it should be verified that the relief valve is set
as required by the cargo to be handled and that the actual setting
of the relief valve is clearly and visibly displayed on board the ship.
Relief valve settings should be recorded in the check-list.
3.6 RISK OF HEAT EXHAUSTION
Proper precautions should be taken to avoid sun stroke and heat
exhaustion, particularly during the summer and early fall months.
In view of the necessity to close down accommodations while loading/
discharging volatile cargoes, AIR CONDITIONING PLANTS aboard ships shall
be in good working condition at all times.
3.7 VOLATILE AND NON-VOLATILE PETROLEUM
Due to the variety of petroleum products available for loading at Saudi
Aramco facilities, all vessels arriving to load crude oil or any petroleum
product whether volatile or non-volatile at any berth shall be required to
observe the Safety Regulations.
3.8 PRECAUTIONS AGAINST STATIC IGNITION
Special precautions are required for loading static accumulator oils. Such
oils include Dual Purpose Kerosene (A-418), Jet Fuel (A434), White Diesel
(A-888) and Heavy Naphtha. The following regulations are the minimum
requirements and do not relieve the Master, Ship or Owner, from complete
responsibility for the safe condition of the ship’s tanks:
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a) Ships loading dual purpose kerosene, jet fuel and/or diesel shall be
accepted if the ship’s tanks meet one of the following conditions,
whichever is applicable:
o For ships that are required to meet the SOLAS Convention,
the ship’s tanks must be presented in inerted condition with
oxygen content of 8 percent or less oxygen by volume. This
condition shall also be applicable if the ship arrives with part
cargo. A Saudi Aramco Representative will check oxygen
content using an oxygen detector.
o For ships, that are not required to meet the SOLAS Convention,
the ship’s tanks must be presented in gas free condition
with combustible gas content of less than 0.4 of the Lower
Explosive Limit (L.E.L.). A Saudi Aramco Representative will
check the combustible gas content using a combustible gas
detector.
o For ships, which are not required to meet the SOLAS
Convention and arrive with part cargo, the ship’s tanks must
contain more combustible vapors than the Upper Explosive
Limit (UEL), and the Master shall assure the Terminal Shift
Superintendent that the ship’s tanks will remain above the
UEL, while the ship is at berth. A Saudi Aramco Representative
shall check combustible gas content, on a regular basis, using
combustible gas detector.
b) Subject cargoes shall not be loaded if the loading line or the
ship’s tanks are known, or are discovered, to contain water. In
such cases, water shall be flushed from the line to slop and/or
ship’s tanks shall be made as dry as possible.
c) To control electrostatic generation, the initial loading rate for all
subject products, except diesel, shall be restricted to a velocity of
three feet per second in the branch line to each individual tank
(International Chamber of Shipping Recommendation) until the
tank has been filled to a level of three feet. Therefore, the Master
shall be responsible for calculating the maximum initial loading
rate in accordance with the following Table:
(x) SIZE OF BRANCH LINE ~ IN INCHES (y) LOADING RATE AT 3 Feet/Sec ~ IN BPH
6
390
8
670
10
1050
12
1500
14
1800
16
2550
18
2980
20
3700
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(z) NO. OF TANKS TO BE LOADED
SIMULTANEOUSLY =
_____________
MAXIMUM INITIAL LOADING RATE
(y) x (z)
=
__________BPH
d) After each tank contains three feet of product, the loading rate
can be increased to the maximum permitted by the design of the
ship and shore facilities. No loading rate limitation shall apply to
diesel loading.
e) Introduction of any dipping, ullaging or sampling equipment into
an open tank shall not be permitted until at least thirty minutes
after loading to that tank has been stopped.
(See Form 3778 - “Regulations for loading Dual Purpose Kerosene, Jet
Fuel, White Diesel and Heavy Naphtha” in Annex to this section.
3.9 CHEMICAL HAZARDS
HYDROGEN SULFIDE HAZARDS
Saudi Aramco crude oils may contain dissolved hydrogen sulfide (H2S)
in concentrations that may be hazardous. It is recommended that
Owner’s instructions and the ISGOTT recommendations in respect of
H2S hazards be reviewed.
CHEMICAL HAZARD BULLETINS
Chemical hazard bulletins for most of the products exported by Saudi
Aramco are published in the annex to this section.
3.10 EMERGENCY SIGNAL
In the event of a fire or other emergency, the vessel shall sound a series of
continuous short blasts on the ship’s whistle.
3.11 GAS FREEING AND TANK CLEANING
No gas freeing or tank washing shall be carried out at berth. Crude oil
washing, however is permitted.
3.12 BOILER TUBE CLEANNG
Funnel uptakes and boiler tubes shall not be cleaned while the vessel is at
berth. Every precaution shall be taken to ensure that sparks do not escape
from the funnel.
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3.13 REPAIRS
Repair to main engines or deck machinery is prohibited when the vessel is
secured to any berth.
Repairs or maintenance of any other kind that may produce a source of
ignition shall not be undertaken without the agreement in writing of the
Terminal Representative.
3.14 RESTRICTIONS
Disregard of or failure to fully comply with any of the Safety Rules or any
safety regulations generally accepted and practiced in the marine transport
industry will result in the suspension of all operations and the vessel may
be required to leave the berth.
Safety violations caused by the condition of the vessel or the actions or
inaction of the vessel’s personnel will result in the suspension of loading
operations or the vessel being removed from the berth.
Removal from the berth as a result of safety violations or deficiencies will
be solely at the vessel’s expense and Saudi Aramco shall not have any
responsibility or liability for any resulting delay to the vessel.
Vessels with unacceptable safety performances will not be permitted
to berth at Saudi Aramco facilities on future visits (See Paragraph 3.1
– BANNED VESSELS).
4. EMERGENCIES, ACCIDENTS & DELAYS AT BERTH
These procedures are outlined here to advise Masters of the actions
required by them and the actions, which will be taken by the Chief Harbor
Pilot in the event of a vessel emergency or non-emergency vessel casualty
while a vessel is at a Saudi Aramco Port or Terminal.
The course of action followed by the Chief Harbor Pilot will be dictated
by the particular facts and circumstances of the incident and whether the
ship is at berth, at anchor or underway.
4.1 GENERAL POLICY
MASTER’S RIGHT OF SALVAGE
A distressed vessel’s Master and the vessel owners have the right and
the responsibility to undertake timely and effective salvage of their
vessel.
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RIGHT OF INTERVENTION BY SAUDI ARAMCO
If the vessel’s Master, owner, or agent fails to take timely and effective
action to commence salvage operations on a distressed vessel, Saudi
Aramco under the contract “Instructions To Masters And Conditions
Of Use Of Port” may, in its sole discretion, intervene and take
charge to the extent of taking reasonable action to comply with the
priorities listed below. In such event, Saudi Aramco shall be deemed
to be a contractor to and/or agent of necessity for the vessel and its
owners, operators, charterers and insurers. All resultant costs and
charges, without limitation, shall be for the account of the vessel, its
owners, operators, charterers and insurers, and Saudi Aramco shall
not thereby be deemed to have assumed any risk of loss or damage
to the vessel or its personnel or cargo, even if Saudi Aramco’s actions
are deemed to be negligent.
EMERGENCY ASSISTANCE FROM SAUDI ARAMCO
Saudi Aramco will render immediate emergency assistance as
necessary or requested by the vessel, its owners, operators and agents,
in accordance with the priorities listed below. As the emergency is
brought under control, Saudi Aramco will expect the vessel owner
or its agent to reassume complete responsibility for the protection of
the vessel, its cargo and personnel and the environment and Saudi
Aramco will withdraw all personnel and equipment committed to
the initial emergency response.
PRIORITIES FOR DEALING WITH AN EMERGENCY
In the event of a vessel emergency or a non-emergency vessel
casualty, Saudi Aramco’s actions will be dictated by the following
priorities:
1. PROTECTION OF HUMAN LIFE
The primary concern, during all phases of a ship casualty within the
port, is the protection of human life.
2. PROTECTION OF VITAL FACILITIES
The second priority is to protect vital Saudi Arabian Government and
Saudi Aramco facilities.
3. MINIMIZING DISRUPTION
The third priority is to minimize the disruption to the safe and
timely operation of the Saudi Aramco export terminals and critical
production facilities.
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4. MINIMIZING ENVIRONMENTAL DAMAGE
The fourth priority is to minimize environmental damage to the
extent permitted by manpower constraints and the operational
requirements imposed by the first three priorities.
5. MINIMIZING VESSEL SCHEDULE DISRUPTION
The fifth priority is to minimize disruption to the vessel’s loading
schedule so as to minimize the vessel’s delay at berth and prevent
any unreasonable delay in completion of loading operations.
4.2 INITIAL ACTIONS IN AN EMERGENCY
1. RAISE THE ALARM
Personnel on the vessel concerned shall signal an emergency by a
continuous sounding of either long or short blasts on the ship’s siren
or whistle, or other emergency signal if the whistle is disabled or by
other means if the vessel is beyond hearing range.
The Master is responsible for taking all immediate steps to safeguard
his vessel.
2. INFORM TERMINAL OPERATOR
Report the emergency to the responsible terminal operator on the
jetty or sea island as quickly as possible and the Pilot/Mooring Master
assigned to the vessel, if he is on board.
3. INFORM RAS TANURA PORT CONTROL CENTER
a. Call and inform “Ras Tanura Port Control” on VHF Channel
16, 13 or 10.
b. Give a short message stating:
•
•
•
•
•
Name of ship
Type of emergency
Location of ship
Location of emergency on the ship
Whether any casualties have occurred or are likely to occur.
c. State what immediate assistance is required, indicating any
loss of ship borne disaster-fighting capability.
40
IN CASE OF FIRE OR EXPLOSION
In the case of fire or explosion and as soon as possible after raising
the alarm, a message should be sent giving details of:
• What is on fire, the extent and possible dangers.
• Damage, extent, effect on stability and seaworthiness.
• Injuries, men requiring removal, type of injuries, men missing
and men overboard.
• Cargo type, quantity and loading status of each cargo tank
on the ship.
• Oil spillage or if any danger of oil spillage exists.
LIAISON WITH CHIEF HARBOR PILOT
In the case of a fire, explosion or other types of critical situations,
the Master shall designate a senior ship’s officer to remain in
communication with the Chief Harbor Pilot or his deputy.
The Master should request the use of fire fighting tugs or whatever
other emergency assistance he may require to best complement the
efforts of the ship’s personnel.
All reasonable steps will be taken by those on the spot to render
whatever aid is immediately available. Subsequent action will be
coordinated through the Chief Harbor Pilot.
FREQUENT PROGRESS REPORTS
The Master should ensure that regular and frequent reports on the
progress of the incident are being made to the Chief Harbor Pilot via
Ras Tanura Port Control.
4.3 EMERGENCY ON A SHIP AT BERTH
EMERGENCY SHUTDOWN OF CARGO
To carry out an emergency shutdown of cargo and/or bunker loading,
follow the instructions given in the document entitled “Emergency
Shutdown” - see Annex
.
The number of the appropriate berth will be agreed upon by signing
the “Instructions to Masters & Conditions of use of Port” form when
presented.
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COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
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VESSELS ON FIRE
1. PREPARE TO MOVE FROM BERTH
To the extent possible, the ship’s Master should prepare his ship to be
moved away from the berth. All cargo, deballasting, bunkering and
tank preparation operations will be immediately suspended, ship/
shore hoses and/or arms will be disconnected.
2. REMOVAL FROM BERTH
A burning vessel will not normally be permitted to remain at the
berth. Where possible, the fire will be fought with available berth
fire-fighting facilities until the arrival of tugs. After securing tugs to
the vessel’s emergency towing wires then, if the fire is not controllable
or extinguished, the vessel will be released or cut free and removed
from the berth under controlled conditions.
Provided communication is established as above, the Master will be
advised of the actions to be taken in releasing or cutting the vessel
free from the berth.
Notwithstanding that the vessel may have no power and
notwithstanding that there may be no communication, if, in the
opinion of the Chief Harbor Pilot, the burning vessel is a greater
hazard at the berth than drifting free, the vessel will be released or
cut free from the berth prior to the arrival and securing of tugs to
the vessel’s fire wires.
3. SHIPS SHALL NOT BE MOVED WITHOUT AUTHORITY
Ships shall not get underway or be moved without the approval of
the Chief Harbor Pilot or his deputy, except when an imminent threat
to a ship, its personnel or Saudi Aramco facilities exists and the Chief
Harbor Pilot or his deputy cannot be contacted in a timely manner.
4. BEACHING THE VESSEL
The Master should assess the ability to safely move his ship from the
berth to the nearest beaching area or isolated position. He should
consult closely with the Chief Harbor Pilot and advise him of any
anticipated problems.
RESUMING OPERATIONS
If the vessel is still at berth when the emergency condition has been
controlled and eliminated, normal operations will not be resumed without
42
the specific approval of the Chief Harbor Pilot. Such approval may be
subject to conditions.
4.4 EMERGENCY ON A SHIP NOT AT BERTH
MASTER SHALL RAISE THE ALARM
In an emergency that renders a vessel out of control or in danger of
sinking or foundering which creates or is likely to create a danger to
ships, personnel, or facilities in the Port or Terminal, the alarm shall
be raised by the Master as set out above.
UTILIZATION OF SHIP’S AGENT
The Master will be expected to utilize the services of his agent to
obtain any and all necessary services to the extent these are readily
available from commercial or government sources.
COORDINATE SERVICES UNTIL ARRIVAL OF CHIEF PILOT
The Master shall be responsible for the direction of tugs and other
services available, coordinating this through the Pilot Station, until
the arrival of the Chief Harbor Pilot with other relevant authorities
(Fire Marshall, Port Engineer etc.)
BEACHING A VESSEL
In the event a vessel is considered likely to founder through fire
or collision and presents a navigational hazard or the potential for
pollution, the Chief Harbor Pilot may, in his sole discretion, elect to
beach the vessel in one of the designated beaching areas in order to
minimize risk to Saudi Aramco facilities.
4.5 DISTRESSED SHIP APPROACHING PORT
In the case of a ship wishing to enter the Port which is on fire or
in danger of foundering or sinking or which has suffered damage
to its hull or has been in a collision or on fire during the voyage
in question, the Chief Harbor Pilot will decide when and in what
manner the ship may enter.
CONTACTING THE PORT
The Chief Harbor Pilot shall be given as much advanced warning as
possible. In this regard, Masters shall instruct their agents accordingly
and shall call Ras Tanura Port Control directly if in contact range.
Agents or other authorities that learns that such a ship is approaching
Port shall inform Ras Tanura Port Control immediately.
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CONDITIONS GOVERNING PORT ENTRY
Before entering the Port such ships will be inspected by the Chief
Harbor Pilot accompanied by other relevant authorities.
After carrying out this inspection, and if satisfied that the vessel can
be handled without danger to the Port or shipping therein, the Chief
Harbor Pilot may grant permission for the stricken vessel to enter
port subject to whatever conditions he may stipulate. In such event,
the vessel will be deemed to have entered port at its sole risk and
the vessel, its owners, operators, and charterers shall hold harmless
and indemnify Saudi Aramco, its agents, servants, contractors,
employees and representatives for any loss or damage to the vessel,
its personnel or its cargo then existing or thereafter occurring for any
reason whatsoever.
ANTI-POLLUTION MEASURES
Where oil or other dangerous cargo is leaking or is likely to leak from
the ship, the Master through the services of the ship’s agent shall
establish whatever anti-pollution measures are required by the Chief
Harbor Pilot.
4.6 COSTS AND LETTERS OF UNDERTAKING
DAMAGE TO PROPERTY AND EXCEPTIONAL MARINE ASSISTANCE
If damage is caused to any Saudi Aramco property by any vessel, or
Saudi Aramco provides exceptional marine assistance to any vessel
as the result of an emergency aboard any vessel, or a non-emergency
casualty aboard the vessel while said vessel is located within the
geographical boundaries of any Saudi Aramco Port or Terminal, the
costs thereof shall be for the account of the vessel and its owners,
operators, charterers and agents.
DELAY AT BERTH CHARGES
If, as the result of a vessel emergency, pollution incident, or other
casualty causing damage to Saudi Aramco property, a vessel’s
loading is interrupted and delayed for any period of time, or if, upon
completion of loading, the vessel is further delayed at berth due to
such causes, the cost of such delay at berth shall be for the account
of the vessel and its owners, operators, charterers and agents. If a
delay at berth is caused by a vessel casualty, or other factor which
prevents the vessel from continuing loading operations, or otherwise
delays its departure from the berth upon completion of loading, and
such casualty or other factor has not resulted in pollution or damage
44
to Saudi Aramco property, at the sole discretion of Saudi Aramco the
vessel will be granted a grace period of two (2) hours from the time
of the casualty or event giving rise to the delay, after which time
the costs of delays at berth shall be charged to the vessel. Delays
caused by human error or negligence on the part of the crew will be
charged to the vessels account for the full duration of the delay or
interruption.
SECURITY FOR COSTS
In the event of a vessel-related incident causing damage to Saudi
Aramco property, or requiring the rendering of exceptional marine
assistance by Saudi Aramco, and/or which results in delay at berth
charges for the account of the vessel in accordance with the foregoing
guidelines, the Master may be served with a Letter of Protest and may
be requested to provide a Statement of Facts concerning the incident.
Furthermore, written security in the form of a Letter of Undertaking
satisfactory to Saudi Aramco will be required in an amount sufficient
to cover all potential costs and related expenses. The vessel will not
be permitted to depart until such Letter of Undertaking is received.
Procedures for provision of security for pollution-related incidents are
covered in Article 5.9 below.
RATES FOR “DELAYS AT BERTH” CHARGES
“Delay at Berth” charges will be assessed based upon the applicable
hourly rate for the berth in question. Such hourly rates are established
annually in January of each year in accordance with Saudi Aramco’s
internal accounting practices.
4.7 REMOVAL OF WRECKS AND OBSTRUCTIONS.
If any vessel founders or otherwise becomes, in the opinion of the Chief
Harbor Pilot, an obstruction or a danger to navigation at any Saudi Aramco
Port or Terminal, and if the vessel’s owner or its agent fails to remove the
obstruction or danger, within a period of written notice served by the
Chief Harbor Pilot, or immediately in an emergency, the Chief Harbor Pilot
may, for the purpose of maintaining safety within the Port, take action to
remove the obstruction or danger.
The owner of any vessel, at the time of it becoming an obstruction or
danger to navigation, shall become liable for all expenses incurred in
removing that obstruction or danger.
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5.
POLLUTION POLICY AND ACTIONS
5.1 GENERAL POLICY
Saudi Aramco adopts a vigorous “Clean Seas” policy that incorporates the
detection, investigation and clean up of all pollution and in particular, oil
pollution, from whatever source. This is required and is fully supported by
the Saudi Arabian Government.
It should be noted that the Arabian Gulf and Red Sea areas are
environmentally sensitive and are recognized to be Special Areas by
MARPOL 73/78.
Vessels using terminals operated by Saudi Aramco are required to observe
the MARPOL 73/78 conventions relating to the pollution of the sea by oil
and to exercise every precaution to prevent such pollution.
These rules shall apply to all such vessels whenever they shall have arrived
within the designated port limits. Furthermore, for the purpose of MARPOL
73/78, it is deemed that the vessel ceases to be en route at this time.
If there is any conflict between the rules set forth in the following
paragraphs 5.2 through 5.9 and any of the provisions of MARPOL 73/78,
these rules shall control.
5.2 DEFINITIONS
For the purpose of these regulations, the terms “Clean Ballast” and
“Segregated Ballast” shall have the same meanings as are defined in
MARPOL 73/78 Annex 1.
5.3 GENERAL RULES
1. Any discharge into the sea of oil or oily mixtures is strictly prohibited
with the single exception that, where ballast water reception facilities
are not available, clean or segregated ballast water which has an oil
content not exceeding 15 parts per million may be so discharged.
2. No discharge into the sea shall contain chemicals or other
substances, which are hazardous to the marine environment. This
specifically includes oil dispersants and allied chemicals.
3. No domestic or other garbage shall be dumped into the sea.
4. Excessive smoke from the funnels or exhaust gas lines of vessels
is prohibited.
46
5.4 MECHANICAL MONITORING OF BALLAST DISCHARGE
All vessels required by MARPOL 73/78 regulations to be fitted with Oil
Discharge Monitoring equipment (ODME) shall present that equipment in
good working order.
Whenever clean ballast is being discharged, ODME monitoring equipment
shall be set to continuously record the discharge oil content, in parts per
million, which shall, at any instant, be identifiable by time and date. Clean
ballast discharge water having an oil content exceeding 15-ppm shall be
retained on board.
Segregated ballast may be discharged, without mechanical monitoring, to
any sounding provided that the discharge does not exceed 15 ppm of oil
content. A visible sheen will be presumed to indicate contamination and
oil content in excess of 15 ppm.
Should the ODME alarm sound while discharging clean ballast and a visual
inspection of the ballast discharge reveal no visible trace of oil, the Master
may be permitted to continue deballasting but only after consultation
with and with the permission of the Chief Harbor Pilot. Masters should be
aware, however, that a decision to permit continuation of deballasting is
not automatic, that it will require careful consideration and may, therefore,
result in delays. In such a situation, continuation of deballasting shall in
no event be permitted at night.
Vessels unable to continuously monitor the oil content of their clean
ballast discharge shall retain a sounding of 1 meter in each clean ballast
tank. Clean ballast shall be discharged during daylight hours only with a
stand by marine craft in attendance during the ballast discharge period.
In this regard, Masters will be required to give a pre-deballasting written
statement of the quantity of clean ballast to be retained on board. This
quantity will be checked on completion of loading. The charges for the
stand by marine craft will be to vessel’s account.
5.5 VISUAL MONITORING OF BALLAST DISCHARGE
In addition to the use of oil discharge monitors, visual observance of the
ballast discharge is mandatory. In this regard:
•
All ballast discharge shall be via the high overboard discharge line if
fitted. Vessels not so fitted may instead use their normal discharge
line provided that the surface of the ballast water has been examined
immediately prior to the discharge to ensure that no contamination
with oil has taken place. This rule applies to all ballast. For vessels
whose ballast tanks are inerted, the examination maybe by visual
inspection of a sample drawn from each tank.
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•
•
•
•
•
•
Deballasting by gravity is not permitted under any circumstances.
This inspection shall be carried out jointly by the vessel’s Cargo
Officer and the Duty Harbor Pilot.
A Crewmember shall be stationed on deck to sight the overboard
discharge. Particular vigilance shall be exercised at any time that a
change in operation takes place, e.g. starting of stripping pumps or
eductor, change of tanks, commencement of loading etc.
At night, the ballast discharge and the sea area in the vicinity shall
be adequately illuminated.
At sea island berths, all ballast shall, if physically possible, be
discharged from the side of the ship nearest the berth to allow
additional monitoring by Sea Island Operators.
At pier berths, all ballast shall, if physically possible, be discharged
from the offshore side of the ship.
5.6 REPORTING OIL SPILLS
As soon as the Master becomes aware of oil spill or oil pollution, he
shall notify the Terminal Representative, Pilot on duty or Port Control.
Masters of vessels causing a pollution incident shall immediately make the
necessary arrangements to notify the concerned government agency as
per MARPOL 73/78. Normally, however, the ship’s agent can arrange the
necessary Government contact.
5.7 INVESTIGATIONS
Because Saudi Aramco must determine the source of a leak or spill and
ensure that it has been secured with no further possibility of a spill from
the same source, a thorough investigation will be initiated for any pollution
whatsoever, no matter how minor. The investigation will include the taking
of samples for analysis, both from the polluted sea and, if necessary, from
all vessels in the vicinity to positively identify the source of the pollution.
If it is not possible, within one hour of discovery, to determine and/or
secure the source of the spill, the vessel will be removed from berth
pending further investigation. During this time Saudi Aramco will carry
out, concurrently so far as possible, a thorough inspection of its facility
(the berth) and, with cooperation by the Master, crew and agent, the
vessel.
If the Saudi Aramco facility is the source of the pollution, the vessel will be
re-berthed at Saudi Aramco’s expense and as soon as possible to complete
operations. If the facility is not the source of the spill, the vessel will
be presumed to be the source unless investigation conclusively proves
otherwise. Vessels will not be re-berthed until Saudi Aramco is satisfied
that the source of the spill has been identified and secured.
48
An investigation of the ship may require that ullages or soundings be
taken of all tanks. Samples may be drawn from ballast tanks, ballast lines,
ballast pumps, sea chests and from the sea. The samples so obtained will
be analyzed to determine whether the samples from the sea match the
samples from the ship.
In order to avoid delays, Masters are urged to contact their agents early
to obtain a diving inspection should they suspect a hull leak or other fault
requiring investigation by divers.
Masters who elect to discharge their contaminated ballast outside the
geographical boundaries of Saudi Aramco Ports and Terminals shall do
so in accordance with all applicable Saudi Arab Government and other
local government rules and regulations and all applicable international
treaties and conventions. Should a Master elect to depart a Saudi Aramco
port or terminal to discharge contaminated ballast prior to loading, upon
the vessel’s return the Master may be requested to produce documentary
evidence for forwarding to local Saudi Arab Government authorities,
indicating the location, date, time and amount of such discharge.
5.8 CLEAN-UP METHODS
As per the general policy stated above, Masters shall not use chemicals to
reduce or diminish the effects of a spill. Such use will be regarded as a
secondary pollution.
Saudi Aramco will clean an oil spill with whatever men, equipment, and
materials are required, taking into consideration the size of the spill, time
of day, sea state and weather conditions. The equipment and material
used in the clean up effort will be dictated by on-site judgment of qualified
professional personnel whose goal is to protect the environment and to
prevent hazardous conditions.
5.9 CLEAN-UP COSTS AND LETTERS OF UNDERTAKING
Masters are advised that any pollution incident involving a vessel which
occurs while the vessel is located within the geographical boundaries
of any Saudi Aramco port or terminal will subject the vessel, its Master,
Owners, Operators, Charterers and agent to assessment of certain clean
up costs by Saudi Aramco. Further, any such incident may subject the
vessel, its Master, Owners, Operators, Charterers and agents to certain
penalties imposed by the Saudi Arabian Government. The severity of such
penalties may vary depending upon the severity of the pollution.
In the event your vessel is determined to be the source of pollution within
a Saudi Aramco port or terminal, and in addition to any requirements
imposed by the Saudi Arabian Government, you will be served with a Letter
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of Protest and will be required to provide to Saudi Aramco a Statement of
Facts concerning the incident. Further, a guarantee in the form of a Letter
of Undertaking, satisfactory to Saudi Aramco, in an amount sufficient
to cover all clean up costs incurred by Saudi Aramco, will be obtained
through the vessel’s agent. Your vessel will not be permitted to sail until
such time as this guarantee letter is received.
Costs reimbursable to Saudi Aramco for pollution caused by your vessel,
may include but shall not be limited to the following:
•
•
•
•
•
•
•
•
•
6.
Investigation costs including aerial surveillance.
Charges resulting from delays by the vessel at berth necessary to
investigate and correct the cause of the pollution.
Boats, materials and other equipment used for oil spill clean up.
Manpower resources.
Samples analyses.
Oil waste treatment costs.
The costs of providing exceptional marine assistance to unberth and
re- berth vessels.
Cost of berth unavailability due to pollution damage.
Corporate overheads not otherwise included in the applicable rates
charged for other expenses
RADIO COMMUNICATIONS & MESSAGE
6.1 GENERAL
The Saudi Arabian Oil Company owns and operates a marine radio coast
station, call sign HZY, Ras Tanura Radio. This station is maintained for
transacting company business with inbound and outbound vessels and
operates 24 hours a day.
•
•
•
There is no charge for incoming or outgoing messages using wireless
telegraphy or for the radiotelephone service.
Ship’s Agents are not permitted to send messages to Masters via
HZY Radio.
Personal messages or calls are not allowed.
6.2 HOW TO CONTACT HZY RADIO
GENERAL PROCEDURES
Ras Tanura Radio HZY provides Wireless Telegraphy (W/T) service in the MF
and HF bands in accordance with the schedules shown in Charts 1 and
2 below. Traffic lists are transmitted on the working frequencies, after a
preliminary announcement on 500 kHz, in the MF band at every odd hour
and in the HF band at every even hour.
50
Ships may begin calling HZY when the traffic list is completed.
During watch periods, HZY monitors 500 kHz in the MF band and
Channels 5/6 in the scheduled HF band. When HZY is open for service
on HF, the identifying signal CQ CQ CQ DE HZY HZY HZY is transmitted
approximately every 30 seconds. Ships may call on Channels 5/6 at any
time.
W/T WORKING FREQUENCIES & TRAFFIC LIST TIMES.
CHART # 1
FrequenciesU HZY Transmit (kHz)
Schedule
440
H 24
448
On Request
522
On Request
4230
On Request
4275.5
On Request
4308.5
1600 - 0600
6405
On Request
8480
1400 - 1000
12811.3
0600 - 1600
16960
1000 - 1400
Traffic List Times GMT
Every Odd Hour
Every Even Hour
Every Even Hour
Every Even Hour
GMT
W/T LISTENING AND REPLY FREQUENCIES
Listening Frequency Ships
transmit (kHz)
500
4183 - 4183.5
8367 - 8367.5
12551 - 12551.5
16735 - 16735.5
CHART # 2
Reply Frequency HZY
transmits (kHz)
500
448
522
4230
4275.5
4308.5
6405
8480
12811.3
16960
Scheduled Time
GMT
H24
On Request
On Request
On Request
On Request
1600 - 0600
On Request
1400 - 1000
0600 - 1600
1000 - 1400
HF listening frequencies are on channels 5 and 6.
During watch periods, CQ CQ CQ DE HZY HZY HZY is transmitted
indicating that the band is open for services.
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CONTACT USING INMARSAT TELEX
Ras Tanura Radio HZY also provides INMARSAT TELEX service on
TELEX number 801919 AMAR SJ available 24 hours per day.
However, please note…
HZY DOES NOT INITIATE ANY CALL TO VESSELS BY TELEX.
CONTACT DIFFICULTIES WITH HZY ~ OTHER OPTIONS
In the event that difficulties are encountered in communicating with Saudi
Aramco via HZY Radio or Telex:
1. BAHRAIN RADIO
A coast station is available at Bahrain Radio, call sign A9M. Any
messages are forwarded to Saudi Aramco via international telex
facilities but all such messages are at the ship’s expense and are
subject to a delay of one or more days.
2. DAMMAM RADIO
There is a Saudi Arabian Government Coast Radio station at Dammam
call sign HZG.
3. MARISAT
Vessels may also contact HZY on Telex No. 801919 AMAR S.J., using
MARISAT.
6.3 NOTIFICATIONS OF ARRIVAL
INITIAL NOTIFICATION
A message must be sent to Saudi Aramco via HZY Radio (radio
or telex) as soon as a vessel receives orders to proceed to a Saudi
Aramco port or terminal. The message should give the name of the
vessel and the estimated arrival time at the appropriate port.
SUBSEQUENT UPDATES TO ESTIMATED ARRIVAL TIME
Masters are required to send a minimum of three more messages
to update the ETA about 5 days, 48 hours and 24 hours prior to
arrival.
Failure to give at least 24 hours notice will result in an addition to
allowable laytime. Shorter notices may result in a berthing delay.
52
If loading or discharging at other nearby ports prevents a vessel from
furnishing a reasonably accurate estimate of arrival time, steps should
be taken to so advise Saudi Aramco (either directly or through the
Ship’s Agent) giving the best possible estimate. A further message,
giving an updated ETA should be sent immediately upon departure
for the Saudi Aramco port.
ADDRESSEES
When sending messages to Saudi Aramco via HZY Radio, the
appropriate port or terminal should be addressed as follows:
PORT OF ARRIVAL
Ras Tanura
Jeddah
Rabigh
Jizan
Duba
Yanbu *
ADDRESSEE
Saudi Aramco Ras Tanura
Saudi Aramco Jeddah
Saudi Aramco Rabigh
Saudi Aramco Jizan
Saudi Aramco Duba
Saudi Aramco Yanbu
• Please note:
Saudi Aramco does not manage Pilotage Operations at Yanbu Port,
however are managing the vetting of ships, cargo and deballasting
operations in addition to safety inspections. The standard message gives
information on how to contact the port by VHF when in range.
6.4 THE STANDARD MESSAGES
Upon contact with all inbound tankers HZY Radio will transmit a standard
message requiring a formatted reply for automatic processing.
Message reads:
ZCZC
MASTER__________________
PLEASE CONTACT HZY ON CW OR INMARSAT TELEX 801919 AMAR SJ
WITH FOLLOWING INFORMATION:
1. / SUBJECT OF THE MESSAGE TO SAUDI ARAMCO(TEXT50)//
2. / NAME OF VESSEL(TEXT 50)//
3. / LLOYDS REGISTER IDENTITY NUMBER(NUMBER 7)/DATE AND TIME
MESSAGE WAS SENT(MMM-DD-YYYY HH:MM24)//
4. / VESSEL ETA IN LOCAL TIME(MMM-DD-YYYY HH:MM24)//
5. / VESSEL’S AGENT IN SAUDI ARABIA(TEXT 30)//
6. / VESSEL DEPARTURE DRAFT AFT IN METERS(NUMBER 7.2)/VESSEL
ARRIVAL DRAFT AFT IN METERS(NUMBER 7.2)/VESSEL DEPARTURE
DRAFT FWD IN METERS (NUMBER7.2)/VESSEL ARRIVAL DRAFT FWD
IN METERS(NUMBER 7.2)//
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7. /
8. /
9. /
10./
11./
12./
13./
14./
15./
16./
17./
18./
19./
20./
21./
22./
23./
24./
25./
54
ARRIVAL DISPLACEMENT IN TONS(NUMBER 7)//
LOAD RATE WHILE DEBALLASTING IN BARRELS PER HOUR(NUMBER 9)//
MAXIMUM LOAD RATE BARRELS PER HOUR(NUMBER 9)//
LOAD AND DEBALLAST CONCURRENTLY(CHAR,Y,N)//
DEBALLASTING HOURS(NUMBER 6)//
CARGO REQUIREMENT NO. 1 IN BARRELS(NUMBER 12)/CARGO TYPE
(TEXT30)/CARGO LOAD RATE IN BARRELS PER HOUR(NUMBER 12)/
CARGO LOAD ORDER(NUMBER 4)/TO BE BLENDED ASHORE(CHAR,Y,N)/
PREVIOUS CARGO (TEXT 30)/ CARGO REQUIREMENT NO. 2 IN
BARRELS(NUMBER 12)/CARGO TYPE (TEXT 30)/ CARGO LOAD RATE IN
BARRELS PER HOUR(NUMBER 12)/CARGO LOAD ORDER(NUMBER 4)/
TO BE BLENDED ASHORE(CHAR,Y,N)/ PREVIOUS CARGO(TEXT 30)/…../
CARGO REQUIREMENT NO. “N” IN BARRELS(NUMBER 12)/ CARGO
TYPE(TEXT 30)/ CARGO LOAD RATE IN BARRELS PER HOUR (NUMBER 12)/
CARGO LOAD ORDER(NUMBER 4)/ TO BE BLENDED ASHORE (CHAR,Y,N)/
PREVIOUS CARGO(TEXT 30)//
DOES VESSEL HAVE VALID CERTIFICATION INDICATING COMPLIANCE
WITH THE REQUIREMENTS OF THE ISM CODE AND ARE ALL CARGO
TANKS INERTED BELOW EIGHT PER CENT OXYGEN (CHAR,Y,N)//
IS THERE ANY EPIDEMIC DISEASE OR ILLNESS ON
BOARD(CHAR,Y,N)//
ARE ALL CREW INTERNATIONAL CERTIFICATES OF IMMUNIZATION
VALID(CHAR,Y,N)//
VESSEL FLAG(TEXT 30)//
VESSEL LAST LOADING PORT(TEXT 30)//
VESSEL DESTINATION(TEXT 30)//
LENGTH IN METERS OF VESSEL’S PARALLEL FLAT SIDE ON ARRIVAL FWD
OF MANIFOLD(NUMBER 5)/ AND AFT OF MANIFOLD(NUMBER 5)//
DOES VESSEL HAVE VALID IMO CERTIFICATE OF FITNESS(CHAR,Y,N)/
DATE OF LAST DRY DOCK(MMM-DD-YYYY) /DOES VESSEL HAVE
A CIVIL LIABILITY CERTIFICATE(CHAR,Y,N)/P& I CLUB NAME OR
NAME OF OTHER P&I INSURER(TEXT 25)/IF NOT ENTERED IN P&I
CLUB STATE LIMITS OF ALL APPLICABLE INSURANCE LIABILITY IN US
DOLLARS (NUMBER 11)//
STATE ANY SPECIAL CONDITIONS OR DIFFICULTIES OR DEFECTIVE
EQUIPMENT OR GEAR WHICH COULD PRESENT SPECIAL HAZARDS
OR DIFFICULTIES WHEN MOORING OR UNMOORING OR DURING
CARGO OPERATIONS(TEXT50)//
ARE CARGO TANKS INERTED(CHAR,Y,N)/ARE CARGO TANKS GAS
FREE(CHAR,Y,N)/ ARE LPG TANKS SUFFICIENTLY COOLED FOR
NORMAL LOADING(CHAR,Y,N)/IS COOLANT REQUIRED(CHAR,Y,N)/
TIME IN HOURS REQUIRED FOR COOLING TANKS(NUMBER 2)//
CAN MULTIPLE CARGO GRADES BE LOADED SIMULTANEOUSLY(CH
AR,Y,N)/ LIST AVAILABLE CARGO MANIFOLD CONNECTION SIZES IN
INCHES(TEXT20), //
QUANTITY IN BARRELS OF PART CARGO TO BE COMMINGLED WITH
NOMINATED CARGO(NUMBER 5)/PART CARGO TYPE(TEXT20)/
QUANTITY IN BARRELS OF RESIDUES OR SLOPS TO BE COMMINGLED
WITH NOMINATED CARGO(NUMBER 5)//
BUNKER FUEL OIL REQUIREMENTS IN NET BARRELS(NUMBER 6)/
BUNKER DIESEL OIL REQUIREMENTS IN NET BARRELS(NUMBER 6)/
BUNKER MANIFOLD CONNECTION SIZE IN INCHES(NUMBER 2)//
26./ DOES VESSEL HAVE VALID FLAG STATE ISSC INDICATING//
COMPLIANCE WITH THE ISPS CODE REQUIREMENT? (CHAR,Y,N)//
27./ VALIDITY: MM/DD/YYYY//
28./ THE CURRENT ISPS CODE SECURITY LEVEL: (NUMBER)//
29./ OWNERS E-MAIL ADDRESS
30./ LIST OF LAST TEN PORT VISITS.
NNNN
IT IS IMPERATIVE THAT ALL QUESTIONS ARE ANSWERED STOP THE
ABSENCE OF ANY ANSWER MAY INCUR A DELAY TO THE VESSELS
PORT TURNAROUND TIME STOP QUESTIONS NOT APPLICABLE TO A
PARTICULAR VESSEL MUST BE ANSWERED WITH A TEXT OF “NA”
STOP. THE REMAINING TEXT IS INFORMATIVE ONLY AND DOES NOT
REQUIRE A REPLY STOP IT IS A REQUIREMENT OF THE PORT THAT
THE PROPELLER REMAINS IMMERSED AND STERN TRIM DOES NOT
EXCEED 1.5 PERCENT OF THE SHIP’S LENGTH WHEN AT BERTH OR
WHEN MANEUVERING STOP TRIM NOT TO EXCEED 0.7 PERCENT OF
SHIPS LENGTH WHEN PROCEEDING TO SPM BERTHS STOP ENSURE
THAT YOUR VESSEL WILL COMPLY STOP IF VHF ABOARD CALL SAUDI
ARAMCO JRD PILOTS ON CHANNEL 11 FOR ANCHORING BOARDING
AND BERTHING INSTRUCTIONS WHEN 100 MILES OUT STOP ON ARRIVAL
ANCHORAGE ADVISE HZY OFFICIAL READINESS TIME AND
ANCHORED POSITION STOP RADIO MESSAGES WITHOUT CHARGE STOP
IMPERATIVE ALL VESSELS OPERATING UNDER EARLY
DEPARTURE PROCEDURE COPY HZY TRAFFIC LIST AFTER DEPARTURE
UNTIL CARGO QUANTITIES ARE RESOLVED AND AGENT IS
AUTHORIZED TO SIGN CARGO DOCUMENTS . IN ACCORDANCE WITH
THE PROVISIONS OF THE ISPS CODE, THE VESSEL SHALL HAVE A
WRITTEN RECORD OF THE LOCATION OF THE SHIP’S LAST 10 PORT CALLS
AVAILABLE FOR INSPECTION BY SAUDI ARAMCO’S
PORT/TERMINAL AUTHORITIES AT ANY TIME.
Upon contact with all inbound tankers HZY Radio will transmit a standard
message requiring a formatted reply for automatic processing.
PORT SPECIFIC INFORMATION
Because of a diverse range of operations, the standard message for
each port, requesting information will differ slightly. Communication
information and standard messages specific to each port will be
found in the “Radio Communications” section for that port.
6.5 AUTOMATING THE STANDARD MESSAGES
The introduction of automatic processing means that vessels no longer
need to send lengthy and wordy messages in reply to the standard message.
Instead, only the answers to each question are required according to the
standard message format presented.
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COMMON RULES
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6.6 CODING THE MESSAGES
The standard message has parenthesized code embedded in it to show
how the answers must be formatted. These codes, their meanings and
example replies are shown in the following table:
CODE
(Number 9)
MEANING
Enter a number having a maximum
of 9 digits
(Number 7.2)
Enter a number having a maximum
of 5 digits before the decimal point
and 2 digits after the decimal point.
(TEXT 50)
Enter text having a maximum of 50
characters
(CHAR Y, N)
Enter ‘Y’ for yes or ‘N’ for no as
appropriate
(MMM-DD-YYYY) Date = Month-Day-Year
(HH:MM 24)
Time = 24 hours clock
EXAMPLE REPLY
/1234567/ or /NA/
/12.25/ or /NA/
/Starboard windlass
not working/ or /NA/
/Y/ or /N/
/Jun-22-1996/ or /NA/
/11:35/ or /NA/
6.7 RULES FOR CODING
• Each line must start with a sequential line number followed by a
period and a space.
• The text of each line must begin with a forward slash { / }, each
item on the same line must be separated by a forward slash { / }.
• ALL TEXT MUST BE ENTERED IN CAPITALS.
• Each line must end with a double forward slash { // }.
• If necessary, the answer to any question may be given as {NA}
meaning “Not Applicable.”
• Back slashes { \ } forward slashes { / } and the equal sign { = } are
not allowed within the TEXT.
• The maximum size of the telex is not to exceed 2000 characters.
EXAMPLES OF CODING
Example extract from the standard message showing embedded code in
parenthesis:
1. /SUBJECT OF THE MESSAGE TO SAUDI ARAMCO(TEXT 50)//
2. /NAME OF VESSEL(TEXT 50)//
3. /LLOYDS REGISTER NUMBER(NUMBER 7)/DATE AND TIME TELEX
MESSAGE WAS SENT(MMM-DD-YYYY HH:MM24)//
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Example of vessel’s reply to the standard message extract above:
1. /ARRIVING TO RAS TANURA PORT TO LOAD CRUDE OIL//
2. /GLOBAL ENERGY//
3. /5106225/JUN-23-1997 21:30//
The vessel’s reply must be entirely complete and in the correct order.
Incorrectly, formatted or unformatted messages can still be processed
but the processing will be slower, requests for information may be often
repeated and delays due to lack of information may be incurred.
Replies to messages should be sent as soon after receipt as possible.
6.8 ADVISORY NOTICES SENT BY HZY RADIO
Effective 1st of January 1999 no weather bulletin will be broadcast from
HZY Radio. Instructions or revised information, are dual broadcast on MF
440 kHz, 4308.5 kHz and on 8480 kHz at 0430 GMT and 1630 GMT
and/or on request on both CW and TELEX.
• Port closure information is broadcast on MF 440 kHz at the
scheduled time for weather broadcast and together with the
traffic list at every odd hour when in force.
• Port open notice is broadcast on MF 440 kHz directly after receipt
by HZY officials together with the next traffic list in the MF
band.
6.9 MAINTAINING CONTACT AFTER DEPARTURE
It is important that all vessels operating under early departure procedure
copy HZY traffic list after departure until cargo quantities are resolved and
the agent authorized to sign cargo documents.
7.
DOCUMENTARY PROCEDURE
7.1 GENERAL.
All contact between ships and the Saudi Arabian Government and Officials
are to be made through the ship’s agent who will advise on specific
documentation and other requirements. See section 1.2 “GOVERNMENT
ENTRY REQUIREMENTS” for a guide to the official documents required.
7.2 NOTICE OF READINESS.
At all terminals, Notice of Readiness (N.O.R.) should be addressed to Saudi
Aramco, (Specific Port).
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TENDERING
For vessels required tendering N.O.R. by W/T or telex, this should be
sent through HZY Radio.
The written N.O.R. should be submitted to Saudi Aramco through
the vessel’s agent, when he boards the vessel for inward clearance
procedures. Any variations to this procedure are specified in the
sections on individual terminals.
Any delay in tendering N.O.R. to Saudi Aramco may result in berthing
delays that will be for the vessel’s account. (An additional NOR is not
required when loading patterns or conditions require that the vessel
be shifted to another berth within the port, even though that berth
may be at another terminal.)
TENDERING TIME
The N.O.R. tendering time for any Saudi Aramco terminal shall not
be earlier than the vessel’s arrival time within port limits. If the vessel
berths on arrival, the N.O.R. time shall be the pilot boarding time.
ACCEPTANCE TIME
The N.O.R. will not be accepted until the vessel is fully secured to
the berth.
7.3 LOADING DOCUMENTS.
The following documents must be completed for all vessels loading at the
Port of Ras Tanura. The information on the form will be used by Saudi
Aramco to determine whether the difference between ship and shore
figures, after loading, is within an allowable tolerance.
Failure to complete the forms in the manner required may result in
erroneous comparisons which could delay the release of the vessel.
CARGO BUNKER REQUEST AND LOADING PLAN (ARAMCO FORM 5486).
This form is completed, prior to loading, by the Saudi Aramco
representative and the vessel’s Cargo Officer. The Master or his
representative will sign the document to verify its accuracy.
The document includes Saudi Aramco cargo and bunker nomination
grades and quantities, vessels requested quantities, vessels requested
rates, loading sequence, previous cargo identification and the vessels
expected sailing draft.
58
SHIP’S ULLAGES PRIOR TO LOADING (FORM 5092).
This form must be completed by the Cargo Officer and submitted to
Saudi Aramco prior to loading. Loading will not start until the form
has been received.
Ullages, temperatures, free water levels, and grade (where appropriate)
must be recorded for ALL of the vessel’s tanks on individual basis.
The average temperature and Total Observed Volume (TOV) of OBQ
(on board quantity including oil and water) shall be recorded in U.S.
barrels. The arrival draft and trim must also be recorded.
If the vessel is carrying part cargo as a portion of its OBQ, the ship
and shore Gross Standard Volumes (GSV) @ 60o F must be recorded
for every grade of the part cargo. Further, the volume correction
tables used to calculate the part cargo must also be identified for
both ship and shore.
SHIPS ULLAGES AFTER LOADING (FORM 5092)
This form must be completed by the Cargo Officer and submitted to
Saudi Aramco on completion of loading.
Ullages, temperatures, free water levels, and grade (where
appropriate) must be recorded for ALL of the vessel’s tanks on an
individual basis. The sailing draft, trim and list corrections used in
cargo calculations must also be recorded.
The loaded volume must be calculated by subtracting the vessel’s
gross observed volume before loading from the Gross Observed
Volume after loading. Do not apply a temperature correction
factor to the observed volume of oil. Do not apply an experience
factor. Report the average temperature of the oil for each grade in
o
Fahrenheit.
The average temperature and loaded volume for all grades must be
reported to Saudi Aramco on completion of loading. The ship will
not be released until these figures are received.
7.4 EARLY DEPARTURE PROCEDURE.
Use of this special service is encouraged and should be requested at the
earliest opportunity. Close coordination with the agent is required in order
to expedite the delivery of the required documentation to the ship.
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CARGO FIGURES BY RADIO
It is essential that radio contact with Saudi Aramco be maintained
after departure until cargo quantities are received and the agent has
been authorized to sign documents.
7.5 DEPARTURE DOCUMENTS.
The following three documents MUST be on board before the vessel
departs even though the ship has been released to sail by Saudi Aramco:
PORT CLEARANCE (SAILING REPORT)
This is the Outward Clearance but is titled Sailing Report. It is
completed in Arabic with information gathered by the agent and is
delivered to the vessel by the agent prior to departure.
PERMIT OF DEPARTURE.
The agent completes this document with information supplied in the
quarantine radio message and delivered by him to the vessel prior to
departure.
BILLS OF LADING
1. EARLY DEPARTURE PROCEDURE
Completed by Saudi Aramco except for the cargo quantities. The
agent will deliver a copy to the Master who will enter the quantities
as advised by radio after departure. The Master will then authorize
his agent to sign the original on his behalf.
2. EARLY DEPARTURE PROCEDURE NOT ACCEPTED
Where the Master elects not to take advantage of the early departure
procedure, a wait of several hours at anchor for the bills of lading
will be required. The bills will be completed by Saudi Aramco after
which the agent will deliver the appropriate bills to the Master for
signature.
8.
PILOTAGE REGULATIONS.
8.1 COMPULSORY PILOTAGE
All movements of vessels to and from berths and in the proximity of Saudi
Aramco facilities shall be under the direction of a Saudi Aramco Harbor
Pilot.
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8.2 OVER-CARRIAGE OF PILOTS
Any vessel that over-carries a pilot, to another Saudi Arabian Port, must
pay all repatriation expenses.
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
Under no circumstances may a pilot be over-carried to a port outside the
Kingdom of Saudi Arabia, due to visa restrictions. If weather or other
MAIN
MAIN DECK
DECK
MAIN DECK
MAIN DECK
PILOT
PILOT LADDER
LADDER
PILOT LADDER
PILOT LADDER
PILOT LADDER
ACCOMMODATION
ACCOMMODATION
ACCOMMODATION
LADDER
LADDER
ACCOMMODATION
LADDER
MAIN DECK
LADDER
30’-0”
30’-0”
3300’’--00””
1122’’--00””
PR
. .
AAPPP
ROOXX
12’-0”
AP P ROX.
6’-0”
APPROX.
66’’--00
””
PPP1
RR
X
AAP
2O’O
-0.X”.
AP P ROX.
6’-0”
APPROX.
ACCOMMODATION
LADDER
WATER LINE
LINE
WATER LINEWATER
WATER LINE
WATER LINE
conditions preclude the disembarkation of a Pilot from a vessel, bound to a
port outside the Kingdom of Saudi Arabia, then that vessel will be delayed
at the vessel’s expense, until such time as disembarkation is possible.
Pilots for vessels departing Juaymah Crude (SPM) Terminal normally
disembark by helicopter. In the event that weather conditions prevent
helicopter operations, Saudi Aramco will attempt to disembark the pilot
on the pilot boat, subject to availability and sea conditions. Pilots at all
other Saudi Aramco Ports normally disembark by pilot boat. In the event
that departure by pilot boat is delayed due to weather conditions and
upon request by the vessel, Saudi Aramco will make provisions, subject
also to weather restrictions and at the vessel’s sole cost and expense, to
disembark the pilot by helicopter. Any and all vessel delays caused by
delays in disembarkation of pilots due to weather or other conditions
beyond Saudi Aramco’s control shall be solely for the vessel’s account.
8.3 ACCOMMODATING HARBOR PILOTS
The Harbor Pilots normally remain onboard during the vessel’s stay at the
berth.
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COMMON RULES
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COMMON RULES & INFORMATION
A single officer’s berth, clean accommodation with shower or bathroom
en-suite shall be provided aboard the vessel for the Harbor Pilot. At SPM
berths, similar accommodation shall be provided for the Harbor Pilot’s
assistant.
8.4 PILOT BOARDING ARRANGEMENTS.
COMPLIANCE WITH SOLAS
In order to permit the Harbor Pilot to safety embark and disembark
from a vessel, boarding arrangements shall be strictly in accordance
with current SOLAS requirements.
SHIP’S PROPELLER
The ship’s propeller shall be stopped during the approach of the pilot
boat and the embarkation or disembarkation of the pilot.
PILOT LADDERS
The following selected requirements from the SOLAS regulation are
emphasized:
1. CLEANLINESS
The ladder shall be kept clean and in good order and shall be of
adequate length and strength. The deck in the vicinity of the
ladder shall be clean and free of oil and grease or other slippery
substances.
2. POSITIONING
When possible, the pilot ladder shall be made fast next to an area
where there is a break in the rail or an opening in the bulwark such
that the whole length of the ladder rests against the flat ship’s
side, clear of the finer lines of the ship and clear of all possible
discharges.
3. CONSTRUCTION
Spreaders at proper intervals shall be provided to prevent the ladder
from twisting. The ladder shall be properly secured with the steps
horizontal. Handhold stanchions shall be rigidly secured.
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4. RIGGING
Adequate lighting shall be provided at night so that the pilot ladder
and the deck area close by the head of the ladder shall be adequately
and properly illuminated. Manropes, a safety line and a lifebuoy
with self-igniting light shall be rigged and ready for use.
5. CLIMBING HEIGHT
Whenever the distance from sea level to the point of access of the
ship exceeds 9 meters, access from the pilot ladder to the ship shall
be by means of an accommodation ladder or other equally safe and
convenient means.
Vessels arriving at Saudi Aramco Ports, possessing two (2) accommodation
ladders shall carry such equipment on each side. If the vessel has only
one (1) accommodation ladder then that equipment should be capable of
being transferred for use on either side. (SOLAS 1974)
6. SUPERVISION OF BOARDING ARRANGEMENTS
The rigging of pilot ladders and the embarkation and disembarkation
of pilots thereby will be supervised by a responsible deck officer of
the vessel.
PILOT HOISTS
Pilot hoists of the double drum, double wire type are permitted after
inspection and approval by the Pilots.
A pilot ladder complying with the provisions of SOLAS shall be kept
on deck, adjacent to the hoist and ready for immediate use.
SMALL VESSELS
In any small vessel in which the bulwark rails are below the level of
the deck of the pilot boat (approximately 6ft or 2m) a safe boarding
position on each side of the forward end of the poop shall be
provided and equipped with manropes.
IMPROPER ARRANGEMENTS
Failure to provide a safe and proper method of boarding for the Pilot
will result in the Pilot refusing to board and the vessel being ordered
to anchor until the fault is rectified.
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8.5 VESSEL CONDITION AND FITNESS FOR PURPOSE
No vessel shall be allowed to navigate within the port, unless it complies
with the following requirements:
1. The vessel shall be equipped with an efficient VHF radiotelephone
capable of working the port frequencies.
2. Full main engine power both ahead and astern and a fully
operational tachometer shall be available for berthing and
unberthing.
3. Fully operational steering gear and helm indicators shall be
available.
4. All secondary power or mechanical systems on the vessel shall be
in operation and immediately available in the event of failure of
any primary system.
5. Both anchors shall be operational, capable of being released and
raised by the vessel and ready for use.
6. Vessels in ballast shall be properly ballasted. The propeller shall, at
all times, remain immersed and the vessel’s trim shall not exceed
1.5 % of the ship’s length. For vessels proceeding to an SPM
berth, the trim shall not exceed 0.7% of the ship’s length.
7. All tank openings, ullage and sighting ports shall be closed before
berthing or unberthing operations commence.
8. The vessel shall be fitted with satisfactory mooring equipment
- see “MOORING REQUIREMENTS”.
9. There shall be sufficient crew on board at all times to operate the
vessel safely and efficiently with all officers properly qualified and
certificated.
NOTIFICATION OF DEFICIENCIES
It is the responsibility of the Master to notify the Harbor Pilot of any special
conditions, difficulties or peculiarities present in the vessel, such as engine
or boiler deficiencies, defective navigational equipment, mooring lines,
tackle gear or lack of necessary equipment, which may impose hazards in
connection with the handling, mooring, unmooring, loading or discharging
of the vessel.
64
The master must provide this information to the harbor pilot, in writing
on the master/pilot information sheet, before the harbor pilot begins to
provide Pilotage services.
Non-compliance with the requirements of this section will result in
the vessel being denied berthing or removed from the berth and the
Master/Owner/Charterer/Agent shall become liable for the berthing and
unberthing costs.
8.6 CONDITIONS OF PILOTAGE SERVICE
The services of the Harbor Pilots are normally provided without charge
and upon the express understanding that while participating in directing
the navigation or movement of the vessel and/or its assisting tugs from
on board the vessel or elsewhere, the Harbor Pilot becomes the agent and
servant of the Vessel Owner and the Master for all purposes and in every
respect.
8.7 CHARGES FOR PILOTAGE SERVICE
The Pilotage Service is normally provided without charge. However, a
charge will be made for additional or unusual services.
In this regard, ‘Pilotage Service’ means the services of the Harbor Pilot
and all the ancillary services that may include the services of tugs, pilot
boats, mooring boats, mooring personnel and other related personnel
and equipment.
1. VESSELS DENIED BERTHING
If a vessel is denied berthing due to a vessel-related problem, Saudi
Aramco will charge for the subsequent service of berthing the
vessel.
2. VESSELS REMOVED FROM BERTH
If a vessel is removed from the berth due to a vessel-related problem,
Saudi Aramco will charge for the subsequent additional services of
berthing and unberthing the vessel.
NOTE: ‘VESSEL RELATED PROBLEMS’ MAY INCLUDE EQUIPMENT
DEFICIENCIES, SAFETY DEFICIENCIES, POLLUTION AND / OR OTHER
FACTORS.
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9.
TUGS AND HARBOR CRAFT
9.1 TUGS ARE FOR PILOTS USE ONLY.
Under normal operating conditions, no tug or other craft shall be permitted
alongside any vessel before the Harbor Pilot boards the vessels. Should
the Harbor Pilot deem the assistance of a tug to be necessary, he will then
give the proper signal.
9.2 HARBOR TUGS.
Saudi Aramco operates harbor tugs of various types with horsepower of
4000 to 6000 BHP and bollard pull of 30 to 70 tons, some with fire fighting
and oil pollution combating capability. These tugs may be encountered at
any of the terminals in the Ports of Saudi Aramco
METHOD OF USE.
Tugs lines are used but vessels should have good quality ropes
available to supplement these in periods of bad weather.
9.3 PILOT BOATS.
Pilot boats carry regulation pilot boat signals, are equipped with VHF radio
and are painted white with a blue hull.
9.4 LINE AND HOSE HANDLING BOATS AT SPM TERMINALS
At SPM Terminals, workboats are equipped with radar, VHF radio and
are painted white with a blue hull. They assist in mooring and hose
connecting.
10.
MOORING RULES FOR JETTY BERTHS
10.1 PREAMBLE
The minimum mooring line requirement and principles of mooring restraint
for tankers are derived from the “Guidelines and Recommendations
for the Safe Mooring of large Ships at Piers and Sea Islands” (OCIMF1992). These minimum requirements apply within the normal operating
environment at Saudi Aramco Marine Terminals.
Saudi Aramco, however, accepts no responsibility for any consequence
whatsoever resulting directly or indirectly from compliance with these
requirements.
66
Notwithstanding anything contained in these Rules, it shall be the
responsibility of the Master and Crew to ensure that the mooring
arrangement is adequate in all respects to maintain the tanker in the
berthing position during cargo handling operations. Further, the vessel
shall be moored to the entire satisfaction of the Harbor Pilot.
The mooring configuration shall not be changed without permission of
the Harbor Pilot except in an emergency.
NOTE: ADDITIONAL REQUIREMENTS ARE IN OPERATION AT RABIGH DUE
TO THE EXPOSED NATURE OF THE BERTHS.
10.2 GENERAL
MINIMUM BREAKING LOADS
All of the mooring lines used to secure the tanker shall be of adequate
size and Minimum Breaking Load (MBL) for the tonnage of such
tanker, constantly monitored and carefully tended throughout.
CONDITION OF EQUIPMENT
All of the mooring lines, mooring winches, roller fairleads, and other
mooring and towage equipment with which the tanker is provided
shall be in good condition and properly maintained. Mooring
line eye splices shall be in accordance with the Manufacturer’s
recommendations. Visibly damaged or badly deteriorated mooring
lines will not be accepted for inclusion in the minimum lines to be
provided by these rules and should be repaired or replaced prior to
arrival.
REPORTING DEFECTS AND DEFICIENCIES
Any defect or deficiency in the mooring and towage equipment with
which the tanker is equipped shall be reported to Saudi Aramco prior
to arrival.
ADDITIONAL MOORINGS
The Master shall accept guidance and provide mooring lines
additional to the minimum requirements whenever so advised by
the Terminal Representatives.
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10.3 MIXED MOORINGS.
Wire ropes and fiber ropes should not be used together in the same
direction (i.e. breasts, springs, head or stern) because of the difference in
their elastic properties.
10.4 MOORING WINCHES.
Subject only to the suitability of fairleads and chocks, every tanker shall
utilize all mooring lines mounted on independent mooring winches.
All mooring winches shall be ready, at all times, for immediate use with
the mooring lines correctly reeled on the winch drums.
When the tanker is secured, the use of any mooring winch in an Automatic
Self-tensioning mode is strictly prohibited.
Any synthetic mooring line used that is not mounted on an independent
mooring winch, may be turned up on a mooring winch drum-end and
backed up on a set of mooring bitts if practicable. The mooring winch
brake must be set whenever the winch is left unattended.
When not in use, mooring winches must have their brakes set to hold a
load equal to about sixty percent of the mooring line MBL.
10.5 HIGH ELASTICITY MOORING LINES.
High elasticity mooring lines are defined as those constructed of materials
in which the elongation under load exceeds three percent “3%” at fifty
five percents “55%” of the MBL.
Subject to Saudi Aramco approval, High elasticity mooring lines may be
used in addition to the required mooring wires in accordance with vessel’s
tonnage.
Subject to Saudi Aramco approval vessels may use mooring lines constructed
of High-Modulus Synthetic Fibre, provided that they are in all respects
fully compliant with OCIMF guidelines, as published in “Guidelines on the
Use of High-Modulus Synthetic Fibre Ropes as Mooring Lines on Large
Tankers” 1st, edition 2002.
Synthetic material mooring lines with a high elasticity should be avoided.
Berthing and loading delays, chargeable to the ship’s account, may be
encountered when this type of mooring line is provided.
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10.6 ROPE TAILS.
Rope tails of high elasticity synthetic material may be used in conjunction
with wire mooring lines, provided that every wire mooring line used as
head, stern, breast and spring line is similarly equipped. Plaited or braided
construction is recommended for tails and the size of rope (diameter)
should be capable of easy handling.
When used, tails shall be in good condition, of equal length, not exceeding
eleven meters and the MBL shall be at least twenty-five percent greater
than that of the wire to which it is connected.
It is recommended that both eyes of each tail should be effectively served
with leather or other suitable material to prevent chaffing, and one eye
connected to the mooring wire by means of an adequate shackle designed
for the purpose, such as a Mandel or Tonsberg Shackle.
10.7 MOORING ARRANGEMENTS.
Tankers other than small coastal tankers of 5000 tonnes deadweight
or less, shall provide a minimum of sixteen mooring lines to effect the
following mooring plan:
FORWARD
3 Head lines
3 Breast lines
2 Back springs
AFT
3 Stern lines
3 Breast lines
2 Back springs
Coastal tankers of 5000 tonnes deadweight or less, shall be moored to
the Pilot and Master’s discretion.
WIRE MOORINGS.
The following minimum wire mooring line requirements are
mandatory for all tankers over 75,000 tons deadweight, berthing at
Saudi Aramco Piers and Sea Islands.
VESSEL’S SIZE TONNES
KDWT
75 - 160
161 - 250
251 - 300
301 - 350
351 - and above
MINIMUM WIRES
REQUIRED
8
10
12
12
14
NO OF WIRES
RECOMMENDED
12
12
14
16
16
All the mooring wires on board shall be used.
(Rabigh requirements are more stringent).
69
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
RECOMMENDED CONSTRUCTION OF WIRE MOORINGS
For mooring VLCCs, it is recommended that a minimum construction
for wire moorings should be as follows…
42mm diameter, 6 x 37 class IWRC, pre-formed, heavily drawn
galvanized wire line (minimum tensile strength of 180 kg/mm2) with
a typical MBL of 115 tonnes.
10.8 TENDING THE MOORINGS
An efficient watch must be maintained on the vessel’s moorings at all
times to ensure that all lines have the required tension and that the vessel
is kept close alongside.
Alongside piers or quays, keeping all mooring lines taut should prevent
ranging of the ship. Attention should be given to the movement of the
ship caused by wind, currents, tides or passing ships and the operation in
progress.
Vessels that move out of position will be charged for all expenses associated
with re-positioning.
10.9 ANCHORS.
Masters must be aware of areas of underwater oil pipelines and other
submerged installations.
On completion of mooring the anchors shall be effectively secured in the
hawse-pipes to prevent accidental use at berth.
11. MOORING RULES & OPERATIONS FOR SPM BERTHS
11.1 PREPARATIONS PRIOR TO BERTHING
Ships assigned to the SPM berths must comply with the OCIMF publication
“Recommendations for Equipment Employed in the Mooring of ships at
Single Point Moorings”. Third edition, 1993.
During the approach, while mooring and while secured in the berth, the
vessel’s anchors MUST be secured by stoppers to prevent accidental dropping
with subsequent damage to the sub-sea pipelines and equipment.
70
If ship’s anchors must be used as an extreme emergency measure, they
should not be used in the direction of the seabed pipeline or within 600
meters (2000 feet) of the Buoy.
Line handling during mooring and unmooring shall be performed by the
ship’s staff under instructions of the Pilot/Mooring Master.
Both port and starboard derricks shall be rigged and ready to lift the hose
connecting equipment basket from the launch from either side. A trolley
should be available to transport this equipment about the vessel’s deck.
The following vessel’s equipment should be ready on the forecastle head.
•
•
•
•
Large crow bar.
Large flashlight for night mooring.
A messenger lines 24 to 28 millimeter diameter, 150 meters in
length.
Winch drum or empty spool drum to heave onboard the mooring
pick up rope.
Note: Where possible, the mooring line(s) should lead through a “Panama
chock” in the center of the bow, rather than through a single port
or starboard bow fairlead as this produces less tendency to yaw.
Power should be switched on the winches (mooring deck equipment) on
the forecastle and to the derricks or cranes at the ships manifold that
should be made ready to lift the ancillary mooring and hose handling
equipment. Manifold should be made ready.
Terminal personnel will check that all equipment for mooring and hose
connecting operations are on board the launch and in working order prior
to departure. Items such as chain hoists, gaskets, wrenches, flange bolt
sets, butterfly valve handles, ullaging equipment, sample bottles, etc.,
may be required and placed on board.
PREPARING THE FORECASTLE HEAD
Ship’s staff will prepare the forecastle head for the mooring operation
at the instruction of the Pilot/Mooring Master.
PREPARING THE PORT SIDE MANIFOLD
(Note: Saudi Aramco SPM terminals have been designed for port
manifold vessels only.)
71
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
The port derrick must be rigged for maximum height and load lifting
capacity. If possible, the topping lift of the derrick should be on its
own winch.
Two 16” or 20” flange connections on selected cargo manifolds and
if bunkers are available and required, one 12” flange on the after
bunker connection.
All flanges are class 150 ANSI. In order to avoid delays, the vessel
should have reducers ready at the port side manifold to adapt to
these sizes.
Drip trays, sawdust or sand and fire-fighting equipment should be
in position. Saudi Aramco normally supplies the following but their
presence will prevent delays in case of deficiency or malfunction…
•
•
•
•
Handy-Billy
Spare spanners
Spare wire strops
Spare bolts.
O.C.I.M.F STANDARD MANIFOLD ARRANGEMENT
In order to secure the hoses to the vessel’s manifold, the manifold
arrangement must be as recommended in the O.C.I.M.F. publication
R DMM
N
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EENNTT FFOORR
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400mm.
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72
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M AN IFO LD S UP P O R T T O
H E IG H T TO
1800
1800
1800
1800
1800
11.2 PILOT BOARDING
10 METERS
10 METERS
1800
1800
H O SE S UP P O R T R A IL
300m m . R AD300m
IUS m . R AD IUS
H O SE S UP P O
IL P O R T R A IL
HR
OT
SER SAUP
2100 MAX1..0 METERS
2100 MAX..
600
S PILL TAN K
M US T O P E R ATE
= 10 M E TE RS
300m m . R AD IUS300m m . R AD IUS
H O SE S UP P O R TH R
IL S UP P O R T R A IL
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300m m
. RmAD
IUS
300m
. R AD
IUS
m
. R AD IUS
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TR TRRAAIL
SE SPUP
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600
600
ATE
M US T O P E
MRUS
T OPE
= 10 M E TE=RS
10 M E TE
2100 MAX..
102M
ERASX..
10E0TM
4600
10 METERS
10 METERS
4600
4600
4600
600
S PILL TAN
K
S PILL
TAN K
600
S PILL TAN K
S PILL TAN K
S PILL TAN
K
S PILL
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4600
2100 MAX..
21100M
0 EM
ARX
TE
S ..
M AN IFO LD M
S UP
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S UP P O R T T O
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M AN IFO LD S UP P O R T T O
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SS
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ST
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T
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NO
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SS
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T TO PO RT TO
4600
F L AN GE S FNLOAN
T LGE
E SS
S TNHOAN
T L200m
E SS m
T H AN 200m m
600
600
COMMON RULES
& INFORMATION
O C IM F ST A N D A R D M A N IFO LD A R R A N G E M E N T FO R
O C IM F O
STCAIM
ND
RD
MED
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1 MDEETE
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1 1m.
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R ODUTB O AR
The Pilot will board the tanker at the waiting area.
The Master should provide an adequate lee for embarking the pilot if he
is to board by launch, or orient and prepare his ship as requested by the
helicopter dispatcher if the pilot is to board by helicopter.
11.3 EQUIPMENT TRANSFER
The hose handling derrick/crane shall be ready for immediate use, in order
to transfer on board all equipment for mooring and hose connection.
The transfer must be done as soon after the Pilot boards the vessel as
possible. For this purpose an adequate lee shall be provided.
IN ORDER TO PREVENT INJURY TO PERSONNEL AND DAMAGE TO THE
LAUNCH SUPERSTRUCTURE, THE HOISTING BLOCK MUST BE SECURED
AND CONTROLLED BY A HANDLING LINE DURING THE ENTIRE TRANSFER
OPERATION.
Saudi Aramco mooring and hose connecting equipment will be lifted
aboard the tanker from the launch on either the port or starboard side by
means of the ship’s derrick.
11.4 BERTHING ~ SEQUENCE OF OPERATIONS
1. MOORING / LINE BOATS
Two boats are used in the mooring operation. One to hold the cargo
hoses away from the incoming tanker. One to take the heaving line
and pass the pick-up rope.
73
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
The launches and other terminal facilities are equipped with
compatible VHF or UHF two-way radio equipment of adequate
power.
2. OPERATIONAL LIMITS
As the launch is required to go alongside of and put personnel and
gear aboard the tanker, the operational limit to carry out a mooring
operation is normally reached when wave heights are in the 1.8 to 2
meter (5-6 foot) range, or as determined to a degree that it becomes
untenable for the service launch. It remains the final responsibility
of the Mooring Master/Pilot to decide whether or not it is safe to
transfer personnel and equipment between the launch and the
tanker and to perform mooring and hose hook-up operations.
3. SELECT OPTIMUM APPROACH DIRECTION.
Prior to making the final approach to the berth, it is important that
the Master and the Pilot make a careful study and analysis and be
aware of all conditions and factors that will influence the mooring of
the tanker at that time.
The Master should be fully cognizant of the tide, current, wind, swell
and wave effect, and the direction in which the floating hose string
and hawser are lying.
The optimum approach to the terminal is into the wind and sea.
At times, however, this will not be possible because of the current
being at variance with the wind or sea conditions. Accordingly, it
is incumbent upon the Master to exercise careful judgment when
approaching the terminal, particularly during the hours of darkness
and in poor visibility.
Particular attention must be given to the location of the floating hose
string. Normally, the position of the floating hoses will be controlled
by the currents, rather than by wind effect.
4. APPROACHING THE BERTH
When the optimum approach route has been selected, the tanker
should proceed toward the terminal at a suitable speed dependent
upon the conditions at that time. Approximately 1000 meters
from the berth, the vessel should have only sufficient way on for
steerage.
The floating hose string should be on the port side. The tanker should
make the final approach with the buoy on the port bow, rather than
74
dead ahead. This permits the Pilot/Mooring Master on the bridge to
observe the buoy at all times, and in the event of any misjudgment
of the approach speed, there is no danger of overrunning the buoy.
IT IS EXTREMELY DANGEROUS FOR SMALL BOATS TO LIE IN THE PATH
OF LARGE VESSELS, PARTICULARLY WHEN THE LARGER VESSEL HAS
A BULBOUS BOW. THEREFORE, THE SHIP’S CREW MUST CARRY
THE MESSENGER LINE 50 FEET AFT (MINIMUM) TO ONE SIDE OF THE
SHIP BEFORE LOWERING THE MESSENGER LINE, THEREBY MAKING
IT UNNECESSARY FOR THE LAUNCH TO POSITION ITSELF DEAD
AHEAD.
The tanker’s approach speed must be reduced to a minimum, but
sufficient to keep the ship’s maneuverability.
5. MOORING HAWSER HOOKUP
As the vessel approaches the berth, the floating hoses are towed
away from the path of the approaching tanker.
When the vessel is approximately 300 to 460 meters (1000 to 1500
feet) from the buoy, and still making way, the service launch will
bring the port hawser pick-up rope (80 mm diameter) and make
it fast to the messenger. At the boat’s signal, the pick-up rope is
heaved on deck.
UNDER NO CIRCUMSTANCES MUST ANY LOAD BE PUT ON THE PICKUP ROPE AS THIS WILL ADVERSELY AFFECT THE MANEUVERABILITY
OF THE VESSEL AND EVENTUALLY LEAD TO THE FAILURE OF THE
ROPE.
THE USE OF THE PICK-UP ROPE TO HEAVE THE VESSEL OR MAINTAIN
THE VESSEL’S POSITION CAN BE DANGEROUS TO PERSONNEL AND
SHOULD NOT BE PERMITTED.
The tanker should be brought to a dead stop between 45 and 60
meters (150 and 200 feet) from the berth. At this point, the chafing
chain is lifted into the bow chock and thence to the bow chain
stopper to be secured under the direction of the pilot.
Ease back on the pick-up rope until the weight is taken up.
CARE MUST BE TAKEN TO GRADUALLY TRANSFER THE LOAD TO
THE HAWSER TO AVOID TRANSIENT SNATCH LOADING THAT CAN
RESULT FROM A FREELY DRIFTING TANKER TAKING UP HAWSER
SLACK.
Repeat the operation for the second mooring hawser if fitted.
75
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
11.5 CONNECTING THE HOSES
Connecting and disconnecting of cargo and bunker hoses is to be carried
out by the ship’s staff under instruction from the Mooring Master.
1. Lower derrick hook to the mooring launch, which will connect it
first of all to the forward hose.
2. Heave up until the blank flange is level with the hose rail.
3. Unshackle hose snubbing wires from the flanges.
4. Continue heaving up the hose as directed by the Mooring
Master.
5. Secure snubbing wires in a manner to facilitate possible slackening
as directed.
6. Lower the hose to bring the hose flange to the manifold and
check the alignment of the flanges.
7. Lower the hose onto the drip tray and removed the blank flange.
8. Lift the hose and connect it to the manifold. Never use a wire
strop around cargo hose.
The second cargo hose and the bunker hose are connected in the same way.
It is important to USE ALL OF THE BOLT HOLES AND A NEW GASKET.
After all hoses are connected, the cargo hoses must be supported in way
of the vessel’s side rail by means of the nylon bands supplied and the
vessel’s derrick.
11.6 USE OF ENGINE AT BERTH
The engine should, where possible, be run astern at 8 to 10 RPM
continuously while at berth.
Where continuous running astern is not possible, the following conditions
apply…
1. Tanker engines should be placed on “standby” in the event of
emergency requirements.
2. The tanker’s propeller should never by turned while the tanker
is secured to the terminal without the approval of the Mooring
Master, except in emergency.
3. On occasions, particularly during calm weather, it may be
necessary to put the engines dead slow astern in order to prevent
the tanker from riding up to the terminal. Alternatively, tugs may
by used.
76
11.7 BOW WATCHMAN
At all times when at berth, there shall be an experienced crewmember
on duty at the bow of the vessel. He shall be issued with a means of
immediate communication with the Deck Officer on duty.
He shall observe the configuration of the hoses and mooring hawsers,
the proximity of the SPM and hoses to the tanker. He shall be alert to
oil leaks or spills, unattached oil slicks in the vicinity and deteriorating
weather conditions. He shall immediately report any abnormal event or
deteriorating weather to the Deck Officer on duty.
See “SPM Hose Configurations Diagram“ in the annex to this section.
11.8 MANIFOLD WATCHMAN
At all times, when at berth and when cargo hoses are connected, there
shall be a watchman on duty at the manifold. He shall observe the
configuration of the hoses and the manifold connections. He shall be alert
to oil leaks or spills, stress or chafing on the hoses or ancillary equipment
and deteriorating weather conditions. He shall report any abnormality or
deteriorating weather to the Deck Officer on duty.
11.9 THE DECK OFFICER ON DUTY
The Deck Officer shall immediately report any abnormal events,
deteriorating weather or other situations coming to his attention to the
Pilot or Pilot Assistant on duty.
11.10 GANGWAYS
Gangway to be rigged and ready on the starboard side of the vessel,
maintained at deck level.
11.11 BOARDING VESSELS AT BERTH
Small craft are not allowed in the vicinity of the vessel and no one is
permitted to board or leave a vessel while cargo operations are in
progress.
Should it become urgent for personnel to board or leave a vessel for
any reason during the cargo operation, the Pilot must be contacted to
request permission to shutdown the cargo operation while the small craft
is alongside.
77
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
11.12 CARE OF BERTH EQUIPMENT
In bad weather, maintenance work is extremely difficult and involves
possible danger to personnel. For this reason, vessels are requested to
give as much assistance as possible by taking seaman-like care of the
mooring and hose equipment and returning it to the water ready for the
next tanker and in such condition as they would like to find it.
Hose/hawser maintenance is expensive and if Saudi Aramco judges that
a vessel has misused any hose or hawser the vessel will be liable for the
expenditure incurred in making repairs.
11.13 DISCONNECTING THE HOSES
On completion of loading cargo or bunkers, manifold valves must NOT
be closed until the Mooring Master directs. This is important for line
clearing.
1. Strop the after hose to the derrick hook, take the weight and
disconnect the flange.
2. Replace the blank flange using all the bolts and a new gasket.
Tighten the bolts in sequence to avoid uneven tension on the
flange.
3. Lower hose to deck and secure.
4. Repeat with forward hose and wait until back filling of the hoses
is complete.
5. Bunker hose should be disconnected and securely blanked as
soon as bunkering is completed and secured on deck until cargo
loading is completed. It should be lowered into the water during
back-filling of the cargo hoses.
6. When back filling is completed, secure the derrick hook to the
lifting hook of the after hose and raise the hose until the weight
is taken off the snubbing wires.
7. Release the snubbing wires, lower the hose to rail level and
shackle the snubbing wires to the flanges.
8. Lower the hose end into the water and trip the hook to release.
9. Repeat for the forward hose.
Return all Saudi Aramco tools and equipment to the steel basket, stow it
in a seaman-like manner and prepare for lowering to the launch on either
the port or starboard side dependent on weather conditions.
11.14 UNMOORING PROCEDURE
1. Take the weight of the mooring assembly on the pick-up rope,
using the windlass.
2. Disconnect chafing chain from the bow chain stopper.
3. Slowly slack the pick-up rope until the support buoy is in the
water and taking all of the weight of the chain.
78
4. Pay out the pick-up line either to the mooring boat or as the ship
clears the berth.
If two mooring assemblies are in use;
Repeat the operation for unmooring the second assembly and payout
the pick-up line as the ship clears the berth
12. CARGO & BALLAST HANDLING
In the following text, the expression “ Loading Master ” shall mean the
Jetty Supervising Operator or the Pilot as appropriate.
12.1 CARGO OPERATIONS
RESPONSIBILITIES & PROCEDURES
The ship’s cargo officer must directly and personally supervise all
operations in connection with the starting of loading, discharging,
switching of tanks and topping off. It is the responsibility of the
vessel to advise Loading Master to shut down cargo and bunker
loading when the vessel’s cargo and bunker requirements are met.
In this regard, the vessel shall give ten minutes advance warning.
LOADING RATES
It is expected that most vessels will be able to accept any cargo as
fast as it can be delivered. Officers in charge of loading must have
due regard for all safety precautions as well as for individual vessel
hazards.
If loading of crude or products is too slow, Saudi Aramco will so
advise the vessel. Should such a vessel make a demurrage claim
against Saudi Aramco, the slow loading rate will be considered
in determining if a retroactive addition to allowable lay time is
appropriate.
LIQUEFIED PETROLEUM GAS TANKERS
Special regulations govern the acceptance and loading of liquefied
petroleum gas tankers. (see “GASRUL 2000”) Rules for Handling of
Gas Tankers at Saudi Aramco Berths).
CARGO TRANSFER
Good communications are of the utmost importance for safe cargo
handling. A reliable communications system, including a secondary
stand-by system, should be established and tested.
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The loading/discharging plan, as well as the arrangements for
emergency shutdown of cargo operations, should be reviewed and
agreed between the Loading Master and the responsible Cargo
Officer.
Cargo transfer operations should not commence until the ship’s
Cargo Officer on duty and the Loading Master are satisfied and have
agreed that the cargo hoses/arms are correctly connected and that
all necessary ship and onshore valves have been set for receiving or
discharging cargo.
Flow rate will be controlled from the land based pumping station
(tanker loading) or the ship’s pumps (tanker unloading).
A joint ship-shore pumping and valve-closing regime should be
established and maintained to avoid pressure surges.
Caution: Rapid valve closure will cause pressure surges in the line which
may cause damage to the system.
COMMENCING CARGO TRANSFER
1. TANKER UNLOADING:
The Loading Master will instruct the shore facility personnel to open
the shore valves.
The Loading Master will then instruct the ships’ crew to open the
tanker manifold valve(s) and the butterfly valve located at the end
of the tanker rail hose, if fitted. Once confirmation is received, the
Loading Master will communicate with the Master or the ship’s cargo
officer to advise that the shore facility is ready and cargo transfer
may begin once clearance is received.
2. TANKER LOADING:
The Loading Master will instruct the tanker crew personnel to open
the manifold valves and the butterfly valves located at each end of
the tanker rail hose, if fitted.
The Loading Master will then instruct the shore facility personnel to
open the shore valves. Once confirmation is received, the Master or
the ship’s cargo officer will communicate with the Loading Master
to advise that tanker is ready and cargo transfer may begin once
clearance is received.
80
INITIAL PUMPING RATE & CHECKS
Pumping should proceed slowly at first until cargo is verified and
recorded as being received. The entire system shall be verified as
operating correctly.
An inspection of the cargo system and surrounding water should be
made during the first few minutes of cargo transfer to ensure there
is no leakage.
INCREASING TO MAXIMUM RATE
When it has been confirmed that the total system is operating
correctly, the pumping rate can be increased to the maximum rate.
Care must be taken not to exceed the rated working pressure for the
terminal hose system.
PERIODIC INSPECTIONS
Throughout the cargo transfer operation, periodic inspections of the
moorings, manifold connections, floating hoses/arms and the sea area
around the ship and berth should be carried out. At SPM berths, special
attention should be given to components of the mooring hawser assembly
at the ship’s fairlead. Such defects as loose shackle pins, loose nuts and
split pins must be rectified.
NOTICE OF COMPLETION
Prior to completion of transfer, adequate notice must be given to the
ship’s cargo officer, who will communicate to the pump station to ensure
that the valves and pumps are properly manned. Failure to observe these
instructions could cause mistakes to be made, resulting in damage to the
terminal and pollution.
Caution: At SPM berths in heavy seas, with waves exceeding two meters
in height, ensure that the stressing of manifold flanges and chafing hoses
is minimized by securely lashing the hose to the tanker.
COMPLETION OF CARGO TRANSFER
1. TANKER UNLOADING:
Upon completion of cargo transfer, it is essential that the shore
valve(s) remain open until oil flow has ceased completely. The
Loading Master must wait for confirmation from the tanker before
directing that the shore valve(s) should be closed.
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2. TANKER LOADING:
Upon completion of cargo transfer, it is essential that the tanker
valve(s) remain open until oil flow has ceased completely. The
Loading Master must await for confirmation from the shore facility
that the pumps are off before directing that the tanker manifold and
hose end valves should be closed.
Warning: Rapid closing of valves while the product is flowing will cause a
pressure surge. When valves are to be closed they shall be closed slowly.
ROUGH WEATHER
Once the tanker is moored to the terminal, cargo transfer operations
can normally continue in any weather condition within the maximum
designed operating environmental conditions as long as the tankers
are behaving in an acceptable manner and the environmental limits
are not exceeded.
12.2 BALLAST OPERATIONS, DRAFT & TRIM
DRAFT & TRIM
Masters shall ensure that the vessel’s propeller is submerged and
that a stern trim of no more than 1.5% of the ship’s length prevails
throughout the deballasting and loading/discharge operations.
Vessels that are unable to comply with these requirements will not
be accepted for berth. Vessels already berthed that cannot comply,
will be, at Saudi Aramco’s option, removed from berth for anchorage
until such time as such requirements are met. All costs associated
with such unberthing and berthing shall be for the vessel’s account.
If tankers are properly fitted with segregated ballast systems or
suitable clean ballast systems they should always commence ballast
operations concurrently with cargo transfer operations.
For tankers that are unable to handle ballast concurrently with cargo,
it may necessary to suspend cargo discharge to take on ballast or to
suspend ballast discharge to take cargo as appropriate.
COMMENCING THE DEBALLAST
Deballasting shall not commence until the vessel is fully secured to the
berth. Thereafter, vessels must complete the deballasting operation
as expeditiously as possible in order to minimize time at berth.
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POOR DEBALLASTING PERFORMANCE
If, in the opinion of Saudi Aramco, a vessel which does not carry
out cargo and ballast operations concurrently or requires a reduced
loading or discharge rate while deballasting/ballasting, exceeds the
deballasting time which Saudi Aramco considers normal, the Master
will be so notified by a Protest Letter.
12.3 CARGO CALCULATIONS AND RELEASE
UNITS OF MEASUREMENT
The American system of cargo measurement in BARRELS with
temperatures in degrees FAHRENHEIT according to the ASTM - IP
is used by Saudi Aramco and the Saudi Arabian Government for
cargo measurement purposes. Ship’s cargo loaded figures should be
available in these units.
VOLUME CORRECTION FACTORS
Saudi Aramco Uses API TABLE 6 volume correction factors for Bill
of Lading and for ship/shore comparison calculations. A vessel
experience factor (VEF) must not be applied when reporting vessel’s
figures to Saudi Aramco.
CARGO RELEASE
Generally, if the difference between average normal ship
measurement and official cargo measurement is satisfactory the ship
will be released to sail by Saudi Aramco under EDP. Saudi Aramco
will investigate unusual differences while the vessel waits in an
assigned anchorage.
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13. BERTHING/UNBERTHING POLICY.
13.1 FACTORS.
Vessels calling at Saudi Aramco Ports and Terminals are assigned berths
based on a variety of factors including, but not limited to, the following:
•
•
•
•
•
•
Nomination date
Time of arrival
Product to be loaded
Vessel size
Available berths
Sailing draft.
If there are no immediate berthing prospects, vessels will be directed to
anchor at an appropriate anchorage.
13.2 DOUBLE BERTHING.
Saudi Aramco reserves the right to advise vessels at which berth or berths
and/or terminals the loading will start and finish.
13.3 MOORINGS.
All arriving vessels, except small coastal tankers of 5000 tonnes deadweight
or less, shall comply with the minimum mooring requirements as stated in
the section Saudi Aramco Ports/Mooring Rules.
13.4 VACATING THE BERTH
The vessel is expected to vacate the berth immediately upon completion
of normal cargo/ballast/bunker operations and the disconnection of the
hoses/arms as advised by the Harbor Pilot.
84
14.
FORMS & DOCUMENTS
Examples of the various Marine forms and documents used by the Saudi
Aramco Ports Management are given in the annex to this section. Each
document and its purpose are briefly described hereunder.
14.1 INSTRUCTIONS TO MASTERS AND CONDITIONS OF USE OF
PORT.
This document requires the Master to acknowledge possession of the
Saudi Aramco Oil Ports and Terminals Book and to agree to all the terms
and conditions of use of port as given in the book.
Vessels will not be permitted to move to and from the berths until these
conditions are agreed. This is, therefore, the first document the Master
will be asked to sign.
The form is signed by the Master in duplicate, the original for the Master
and a copy for the Pilot.
14.2 MASTER ~ PILOT INFORMATION SHEET
This form is completed on every occasion that a vessel visits a Saudi Aramco
Terminal. It makes reference to the “Vessel Static Data Information Sheet”
below. It also requires information about the Oil Discharge Monitor,
Venting system and smoking rooms.
14.3 VESSEL STATIC DATA INFORMATION SHEET
This form is completed only once. It is then placed in the vessel’s file for
future reference. The Pilot retrieves a copy prior to boarding the vessel.
This forms part of the Master ~ Pilot information. The Master is required
to state on the ‘Master ~ Pilot Information Sheet” if any of this data has
changed since the last visit. If so, a new form must be completed.
14.4 CARGO/BUNKER REQUEST AND LOADING PLAN
This form is completed after berthing and before cargo/bunker loading
begins.
14.5 SAFETY CHECK LIST
This checklist is a slightly modified form of the ISGOTT fifth edition, 2006
safety checklist. Rules for completion are given on the front of the form.
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14.6
REGULATIONS FOR LOADING STATIC ACCUMULATOR OILS
This is the form used when making calculations as stated in Section 3.7
“PRECAUTIONS AGAINST STATIC IGNITION”.
14.7
SHIPS ULLAGES - INSTRUCTION SHEET
This is the cover page of the ullage report form giving instructions for
completing the data section.
14.8
SHIPS ULLAGES - DATA SHEET
This is the data part of the ullage report form. It must be completed by ship’s
Cargo Officer and returned, properly completed and signed, to the Shore
Operator or Pilot as appropriate, as soon as possible after completing cargo.
Delay in submission of the form means delay in comparison of ship / shore
figures hence delay in release and subsequent delay in sailing.
14.9
BUNKER AUTHORIZATION SLIP
This form, when signed, authorizes Saudi Aramco to collect payment from
the vessel’s agent.
14.10 SHIP/SHORE DIFFERENCE INVESTIGATION CHECKLIST
In general, Saudi Aramco expects that the cargo loaded figures calculated
by the ship’s Cargo Officer will be within a tolerance of ± 0.3% of the
figures calculated by Saudi Aramco. The tolerance may be increased to
0.7% in the case of new vessels or vessels that have been to dry-dock and
which have had substantial tank work carried out.
Saudi Aramco keeps a record of the last five loadings and ship/shore
differences for every vessel. The average difference is then applied to the
ship’s figure before the ship/shore comparison is made. Cargo Officers
must not, therefore, apply their own experience factor.
If the difference between the ship and shore calculations is outside of
the allowable tolerance and a re-check does not resolve the difference, a
Saudi Aramco Cargo Inspector will, together with the ship’s Cargo Officer,
re-survey the cargo until either the difference is resolved or the vessel is
released to sail under protest.
The methods and procedures used by Saudi Aramco exactly follow the
procedures required by the Ship/Shore Difference Investigation checklist.
The Inspector will also complete new ullage forms and requests the Master
or Cargo Officer to witness and agree to the new figures by signature on
both forms.
86
14.11 EMERGENCY SHUT DOWN
A copy of this notice will be presented to the Master for posting in a
conspicuous place in the Cargo Control Room.
14.12 POLLUTION NOTICE
When it is determined that a vessel has caused a pollution, this form letter
will be issued requiring the Master’s signature for receipt. The original will
be given to the Master, the copies are for Saudi Aramco.
14.13 PROTEST LETTER
The standard Saudi Aramco Protest letter issued for any incident or
deficiency which could result in loss, damage or delay or which contravenes
any Saudi Aramco regulation or safety requirement.
This form will be issued in triplicate. The Master signature is required for
receipt. The from will be issued in triplicate. The original will be given to
the Master. The copies are for Saudi Aramco.
14.14 MAXIMUM SAILING DRAFT
This form is in use at Ras Tanura Terminal and is issued to Masters of
vessels whose sailing draft will exceed 19.50 meters and whose sailing
time may therefore be restricted by tide height.
14.15 SMOKING NOTICES
Two smoking place notices, of the type shown, will be supplied.
14.16 WARNING AGAINST SHIP COMING CLOSE TO THE SBM
This form draws attention to the serious dangers associated with the ship
coming close to the SBM. It is signed by the Pilot and Ship’s master to
ensure that the Master is aware of such dangers and strongly recommends
a sharp watch is maintained at all times at the bow to monitor the distance
between the SBM and the ship and advice the Pilot in a timely manner of
any abnormalities.
14.17 ADVICE TO MASTERS CONCERNING POLLUTION
This form sets out the precautions and consequences of an oil spill
determined to be caused by a ship.
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14.18 WARNING AGAINST RESTRICTING THE SHORE RATE
This form draws attention to the dangers, recommendations and
requirements of restricting the shore flow rate. It is signed by the Pilot and
Ship’s master.
14.19 SHIPS DECK PLAN FOR HELICOPTER USAGE.
This diagram is used in planning helicopter operations used for Pilot
transfer to and from the ship.
14.20 WARNING AGAINST COMMINGLING OF BUTANE AND PROPANE
WHILST LOADING AT SAUDI ARAMCO PORTS AND TERMINALS.
14.21 WARNING AGAINST NOT MAINTAINING MINIMUM INERT GAS
PRESSURE IN CARGO TANKS AND THE COMMON VENTING SYSTEM
WHILST LOADING AT SAUDI ARAMCO PORTS AND TERMINALS
14.22 SBM PEP & PILOT ASSISTANT CRANE/DERRICK CHECKLIST
14.23 WARNING AGAINST RESTRICTING THE SHORE RATE NOTICE
88
ANNEX I (Documents, Diagrams and Charts)
•
•
•
FORMS & DOCUMENTS..........................................................i
CHEMICAL HAZARD BULLETIN.............................................ii
CHART INDEX.......................................................................iii
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1.
FORMS & DOCUMENTS
i.
INSTRUCTIONS TO MASTERS AND CONDITIONS
OF USE OF PORT......................................................................1
MASTER / PILOT INFORMATION SHEET.....................................2
VESSEL STATIC DATA INFORMATION SHEET..............................3
CARGO / BUNKER REQUEST AND LOADING PLAN...................4
SAFETY CHECK LIST..................................................................5
REGULATIONS FOR LOADING STATIC ACCUMULATOR OILS...14
SHIPS ULLAGES - INSTRUCTION SHEET...................................15
SHIPS ULLAGES - DATA SHEET................................................16
BUNKER AUTHORIZATION SLIP...............................................17
SHIP / SHORE DIFFERENCE INVESTIGATION CHECKLIST...........18
EMERGENCY SHUT DOWN....................................................19
POLLUTION NOTICE...............................................................20
PROTEST LETTER....................................................................21
MAXIMUM SAILING DRAFT....................................................22
SMOKING NOTICES...............................................................23
WARNING AGAINST SHIP COMING CLOSE TO THE SBM........24
ADVICE TO MASTERS CONCERNING POLLUTION...................25
WARNING AGAINST RESTRICTING THE SHORE RATE..............27
SHIP’S DECK PLAN FOR HELICOPTER USAGE..........................28
WARNING AGAINST COMMINGLING OF BUTANE AND
PROPANE WHILST LOADING AT SAUDI ARAMCO PORTS AND
TERMINALS..................................................................29
WARNING AGAINST NOT MAINTAINING MINIMUM INERT
GAS PRESSURE IN CARGO TANKS AND THE COMMON
VENTING SYSTEM WHILST LOADING AT SAUDI ARAMCO
PORTS AND TERMINALS........................................................30
SBM PEP & PILOT ASSISTANT CRANE/DERRICK CHECKLIST....31
WARNING AGAINST RESTRICTING THE SHORE RATE NOTICE...32
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x.
xi.
xii.
xiii.
xiv.
xv.
xvi.
xvii.
xviii.
xix.
xx.
xxi.
xxii.
xxiii.
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5
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7
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13
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15
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16
API
SPECIFIC
GRAVITY @ 60 F
METRIC
TONS
M/T
M/T
-
M/T
+
PRODUCT:
DENSITY
o
@ 15 F
(Kg/m3)
+
B
B
FLASH
o
POINT F
o
cSt @ 50
C
o
(122 F)
VISCOSITY
N/
N/
N/B
POUR
POINT
SULFUR
WT%
(m/m)
cc:
Original
Copy
- Shipping Accounting, RT
- Vessel Master/ Chief Engineer
Saudi Aramco herby that the delivered Fuel Oil is in conformity with Reg. 14 & 18 of Annex VI and has a sulphur level below 4.5%
SAUDI ARABIAN OIL COMPANY:
MASTER/CHIEF ENGINEER:
REMARKS:
BUNKER ONBOARD AFTER
BUNKERING
CONSUMPTION DURING
BUNKERING
BUNKER ONBOARD PRIOR TO
BUNKERING
RECEIVED BUNKER
VESSELS FIGURE:
TOTAL BUNKERS DELIVERED
PRODUCT
S&W
%
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CONSIGNEE
SAMPLE SEAL #
, as my agent to sign Bunker Tickets on my behalf wiht the following quantities and test results:
LIFTING DATE:
This is to authorize Messrs
BARRELS
@ 60 oF
(West Admin Bldg.- 1200, 966-3-6786350, Fax 966-3-6736750)
LLOYDS#:
o
(SAUDI ARAMCO)
Ras Tanura, Saudi Arabia
SAUDI ARABIAN OIL COMPANY
VESSEL:
BUNKER AUTHORIZATION SLIP
Terminal Department TD-7048 (01/06)
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19
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21
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23
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24
25
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27
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28
29
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30
31
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32
CHEMICAL HAZARD BULLETIN (DATA SHEET)
INDEX
BULLETIN
PRODUCT
DATED
1 145 NAPHTHA PETROLEUM..................... JANUARY 2005
2 233 ETHANE...................................................APRIL 2006
3 401 JET A-434 (JP-4)....................................... JUNE 1995
4 402 JET A-435 (JP-5)....................................... JUNE 1995
5 403 MOTOR GASOLINE (A-380)....................... JULY 2004
6 404 DIESEL (FUEL OIL) - (A-888)..............DECEMBER 2001
7 406 n-BUTANE (A160/162/167)....................... JULY 2001
8 407 SULPHUR (A-101).......................... SEPTEMBER 2003
9 408 JET-438 (JP-8).......................................... APRIL 2004
10 410 ETHANE (C2H6).....................................MARCH 1996
11 411 METHANE (A-120).............................OCTOBER 2001
12 412 LPG (A-140/142/147/150)......................... JULY 2001
13 414 PETROLEUM CRUDE
OIL (AXL, AL, AM, AH)................... OCTOBER 2001
14 415 NGL CONDENSATE (A-180)........... SEPTEMBER 2004
15 416 NATURAL GASOLINE (NG) - (A-182)............JULY 2001
16 417 KEROSENE JET A-1 (A-418)............... OCTOBER 2001
17 419 UNLEADED GASOLINE REGULAR.......OCTOBER 2001
18 420 NEAT STABILIZED KHUFF
CONDENSATE (A-060)............................. JUNE 2006
19 586 MTBE................................................OCTOBER 2001
20 734 DIESEL #2................................................ APRIL 2004
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9
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CHEMICAL HAZARD BULLETIN NO. 412
Saudi Aramco Products
# A140: Propane LPG
# A-142: Untr. Pressure Propane
# A-147: Non-Refr. Propane for LPG
# A-150: Liquified Petroleum Gas, LPG
LPG
Liquefied
Petroleum Gas
2
4
Health
Fire
1
Reactivity
COLORLESS, ODORLESS GAS,
A FOUL SMELLING ODORANT IS USUALLY ADDED
EXTREMELY FLAMMABLE, SIMPLE ASPHYSIANT
CAS:
UN:
GUIDE:
Liquefied Petroleum Gas (LPG) consists of propane, butane and ethane, with minute
quantities of organic sulfur compound added for odorant warning properties. The
Permissible Exposure Limit (PEL) value for LPG is 1000 ppm. LPG may cause asphyxia
by oxygen displacement at extremely high concentrations.
GAS:
Direct contact with the liquefied petroleum gas may cause burns or frostbite to the eyes
and the skin.
LIQUID:
Mixture
1993
27
health
hazards
WEAR GLOVES AND SAFETY GOGGLES TO HANDLE LPG
LPG is highly flammable and explosive gas. The flammable range is 1.9% (LEL) to 9.5% (UEL) by volume in
air. LPG is heavier than air and may accumulate in low areas and travel to sources of ignition. LPG fires
release carbon monoxide: firefighters must wear self-contained breathing apparatus (SCBA).
REACTIVITY: Contact with oxygen and strong oxidizing agents may cause fires and explosions.
EXTINGUISH FIRE BY STOPPING FLOW OF GAS OR LIQUID
USAGE:
Feedstock in catalytic cracking and internal combustion engine fuel.
STORAGE:
Store away from sources of ignition or from strong oxidizers. Cylinders must be stored
upright. Always label containers. For transportation, LPG should be labeled with DOTIMO hazardous warning label: FLAMMABLE GAS.
SPILLS / LEAKS:
Evacuate all non-essential personnel. Shut off ignition sources immediately. Stop flow of
gas. Ventilate area thoroughly and allow gas to dissipate.
SAFETY
EQUIPMENT:
Wear gloves (21-432-080) and safety goggles to handle LPG.
INHALATION:
Wear self-contained breathing apparatus (SCBA, S/N 21-311-231) to rescue victims.
Remove victims to fresh air. If breathing is difficult, administer oxygen. If breathing has
stopped, give cardio-pulmonary resuscitation (CPR) IMMEDIATELY.
Cool area with water until pain stops. Cover loosely with dry sterile dressings if the burn
is large. If burns are sustained carry the victim to the hospital.
BURNS:
EYE/SKIN
CONTACT:
fire and
reactivity
handling
and
storage
BEFORE ENTERING A TANK CONTAINED LPG, FOLLOW CONFINED SPACE
ENTRY PROCEDURES
Hold eyelids open and flush with water for at least 15 minutes. Remove contaminated
clothing and wash skin.
first aid
CALL 110 FOR MEDICAL AID
For further information call Industrial Hygiene: 872-2623 (DH), 678-4902 (RT), 572-3553 (ABQ), or 427-2217 (JID).
Hazard Ratings: 0=Insignificant, 1=Slight, 2=Moderate, 3=High, 4=Extreme
Revised: 7/2/2001
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15
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
16
17
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
18
19
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
20
CHART INDEX
• Saudi Aramco Oil Ports and Terminals
• Saudi Aramco Oil Ports and Terminals Eastern Region
• Saudi Aramco Oil Ports and Terminals Western Region
iii
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
COMMON RULES
& INFORMATION
COMMON RULES & INFORMATION
RAS TANURA PORT
RAS TANURA PORT - CONTENTS
1.
1.1
1.2
PORT DESCRIPTION & DEFINITION........................................1
HARBOR BOUNDARIES..............................................................1
TERMINALS...............................................................................1
2.
2.1
2.2
2.3
2.4
NAVIGATIONAL INFORMATION .............................................2
METEOROLOGY........................................................................2
CHARTS AND PUBLICATIONS..................................................3
NAVIGATIONAL AIDS & WARNINGS...........................................3
ANCHORAGE & BEACHING AREAS............................................3
3.
3.1
ARRIVAL COMMUNICATIONS .................................................5
VHF COMMUNICATIONS...........................................................5
4.
4.1
4.2
4.3
4.4
ARRIVAL PROCEDURES...........................................................6
ARRIVAL DIRECTIONS................................................................6
PROCEEDING TO THE NORTHERN HOLDING ANCHORAGE ......6
PROCEEDING TO A SPECIFIED TERMINAL...................................6
PROCEEDING VIA THE RAS TANURA ARRIVAL CHANNEL............6
5.
5.1
5.2
TRAFFIC MOVEMENTS & MANEUVERING..............................7
VESSEL TRAFFIC MANAGEMENT SYSTEM..................................7
TRAFFIC RULES..........................................................................7
6.
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11
6.12
6.13
FACILITIES.............................................................................10
REPAIRS..................................................................................10
DIVERS....................................................................................10
BUNKERS................................................................................10
LUBRICATING OILS..................................................................10
PROVISIONS, STORES & CURRENCY.........................................10
FRESH WATER.........................................................................10
MEDICAL AND HOSPITAL SERVICES..........................................11
TRANSPORT, CREW CHANGES & SHORE LEAVE.......................11
DRY CARGO & FREIGHT...........................................................11
SHIPPING AGENTS...................................................................11
INSPECTION & SURVEY COMPANIES.......................................14
MARINE & ENGINE SURVEYORS..............................................14
INTERNATIONAL SHIP & PORT FACILITY SECURITY
CODE - TERMINAL CONTACT...................................................15
RAS TANURA
PORT
GENERAL RULES & INFORMATION
RAS TANURA PORT
RAS TANURA PORT
1.
PORT DESCRIPTION & DEFINITION
The Port of Ras Tanura is situated in the Eastern Province of the Kingdom
of Saudi Arabia on the shore of the Arabian Gulf.
1.1 HARBOR BOUNDARIES
The Limits of the Port of Ras Tanura are bounded by the following
geographical coordinates:
1) 26º 38’.00’N
2) 26º 37.20’N
3) 26º 36.50’N
4) 26º 37.75’N
5) 26º 38.00’N
6) 26º 50.00’N
7) 27º 00.00’N
8) 27º 12.00’N
9) 27º 12.00’N
10) 27º 01.00’N
11) 26º 49.50’N
50º
50º
50º
50º
50º
50º
50º
50º
50º
50º
49º
09.00’E
09.00’E
12.50’E
14.70’E
16.60’E
13.00’E
23.00’E
23.00’E
11.00’E
01.00’E
59.00’E
1.2 TERMINALS
The following Saudi Aramco terminals form the Port of Ras Tanura:
1.
2.
3.
RAS TANURA TERMINAL
JUAYMAH CRUDE (SPM) TERMINAL
JUAYMAH LPG TERMINAL
These terminals are described in their own sections.
1
RAS TANURA
PORT
GENERAL RULES & INFORMATION
RAS TANURA PORT
2. NAVIGATIONAL INFORMATION
2.1 METEOROLOGY
RAS TANURA
PORT
WINDS:
Winds in the area are not predictable for more than a few hours and may
come from any quarter at varying strength. The prevailing wind is from
the NNW.
Winds of any strength tend to create short steep seas, which develop
quickly. Easterly winds however cause heavy seas and swell, which can
last for a considerable period. For more complete description of the winds
of the Arabian Gulf, refer to “Sailing Directions”.
VISIBILITY:
Visibility in this area is generally fair to excellent but at times fine dust is
held in suspension in the atmosphere and visibility is reduced to a very
short distance. This phenomenon is more deceptive than fog in that
mariners are apt to believe visibility to be greater than it actually is. Dense
fog with or without sand or dust may occur in the morning hours.
GENERAL CLIMATE:
The climate of Ras Tanura is comparatively favorable for the Arabian
Gulf. The exposed position of the Port permits the winds to mollify the
heat of summer. Temperatures have been recorded in previous years as
follows: Absolute Maximum 45.6oC (114oF) in June, Mean Maximum
38.4oC (101.1oF) in August, Mean Minimum 12.5oC (54.5oF) in January.
Absolute Minimum 0.0oC (32oF) in January.
HUMIDITY :
During most of the year, the relative humidity is high during late summer
and early autumn it frequently exceeds 85%.
TIDAL RANGE & FLOW:
The datum used by Saudi Aramco is based on LOWEST ASTRONOMICAL
TIDE and all depths are quoted in meters. Locally the diurnal tide rise is
approximately 2.44 meters at Springs and 1.52 meters at Neaps. More
detailed descriptions of tides and currents in the locality can be found in
“Sailing Directions”.
Due to the configuration of the coastline, a system of tidal currents prevail
with flood tide setting toward South or SSE and ebb setting toward North
or NNW.
2
RAS TANURA PORT
2.2 CHARTS AND PUBLICATIONS
RAS TANURA
PORT
The following charts are available for the Port of Ras Tanura and
its approaches:
British Admiralty charts:
3777, 3776, 3788, 3812.
United States Coastguard charts:
62414, 62415, 62416.
Vessels proceeding to the Port of Ras Tanura should be in possession of
the latest issues of the charts or their equivalent, corrected to reflect all
published changes.
“Sailing Directions”, “List of Lights” and “Tide Tables” should also be
available onboard.
2.3 NAVIGATIONAL AIDS & WARNINGS
The buoyage system for the Port of Ras Tanura is the I.A.L.A. System,
Region A.
NAVIGATIONAL WARNINGS:
Navigational Warnings are broadcast by Saudi Aramco HZY Radio and by
Commercial Radio Stations in the Arabian Gulf.
2.4 ANCHORAGE & BEACHING AREAS
HOLDING GROUND:
The Port of Ras Tanura is an open roadstead, but some protection is
afforded by shoals and land to the extent that vessels do not experience
heavy movement. Holding ground in all anchorages is fair and it is
recommended that anchored vessels lie to a long scope of chain whenever
the weather is unfavorable.
NORTH HOLDING ANCHORAGE:
The Northern Holding Anchorage is located on the north side of the Ras
Tanura Separation Scheme, west of the Entry Buoy and north of “Ghariba”
Beacon (Racon). This anchorage covers an area of approximately 30
square miles, with depths between 25 and 46 meters. It is intended as an
initial holding area for incoming vessels, which, because of poor berthing
prospects, congestion or other reasons will not be berthed on arrival.
3
RAS TANURA PORT
TERMINAL ANCHORAGES:
RAS TANURA
PORT
Anchorages for the individual terminals are described in the relevant
sections for each terminal.
BEACHING AREAS: (See ANNEX II)
The following are the suggested beaching areas in case of emergency:
• Ras Tanura Terminal: HAYR KHAURAH Shoal, 4.5 Miles East of Sea
Island #4.
• Juaymah NGL Terminal: HAYR AS SAFRA Shoal, 4.5 Miles North East
of berth #51.
• Juaymah SBM Terminal: HAYR GARIBAH Shoal, 2.0 Miles East of J2
Buoy.
4
RAS TANURA PORT
ARRIVAL COMMUNICATIONS
Refer to “COMMON RULES & INFORMATION”, section 6.0 “RADIO
COMMUNICATIONS & MESSAGES”, and in particular section 6.4 “THE
STANDARD MESSAGES”.
3.1 VHF COMMUNICATIONS
Ras Tanura Port Control maintains a listening watch on VHF channel 16
and 10. VHF channel 16 is used as the calling channel, and VHF channel
10, the working channel for arrival & departure vessels from all Terminals,
without a pilot onboard. When a Saudi Aramco harbor pilot is onboard a
vessel VHF channel 13 will be utilized.
EARLY CONTACT:
VHF contact with Ras Tanura Port Control should be established within
100 miles of the Port (or more in good propagation conditions) and
maintained when anchored.
Tankers calling Ras Tanura Port Control shall provide the following
information:
1.
2.
3.
4.
5.
ETA at Ras Tanura Entry Buoy
Last Port of Call
Oxygen content in cargo tanks
Status of previous defects if any.
Current defects.
ARRIVAL AT THE PORT;
Vessels shall call Ras Tanura Port Control on VHF channel 16 and 10 when
passing the ‘Entry’ buoy at which time information relating to berthing or
anchoring will be confirmed.
ANCHORING AFTER ARRIVAL:
If the vessel is required to anchor on arrival, then as soon as the vessel
is anchored, the Master should advise Ras Tanura Port Control on VHF
channel 10.
After anchoring, vessels should maintain a listening watch on VHF channel
16 and 10.
WHEN AT BERTH:
Saudi Aramco Terminal Planners monitor VHF channels 16 and 13 and can
also be contacted via Ras Tanura Port Control.
Use of VHF at the berths in the Port of Ras Tanura to contact Saudi Aramco
Terminal Planners, Ras Tanura Port Control or Agents is permitted.
5
RAS TANURA
PORT
3.
RAS TANURA PORT
4.
ARRIVAL PROCEDURES
RAS TANURA
PORT
4.1 ARRIVAL DIRECTIONS
Vessels arriving should make for a position approximately 2 miles north
of the Ras Tanura Light float in position 27º 05.6’N 50º 57.5’E. From
there they should proceed to enter the inward channel of the separation
scheme passing north of the Approach and Entry buoys. Vessels shall then
proceed as instructed.
4.2 PROCEEDING TO THE NORTHERN HOLDING ANCHORAGE
A vessel with no special instructions or with instructions to proceed to the
Northern Holding Anchorage shall, after passing the Entry Buoy, go to the
Northern Holding Anchorage and anchor.
After anchoring, the vessel should immediately advise Saudi Aramco by
radio and Ras Tanura Port Control on VHF channel 10 of the anchoring
time. Thereafter, they should monitor VHF channel 16 and 10 for further
instructions.
4.3 PROCEEDING TO A SPECIFIED TERMINAL
A vessel with instructions to proceed directly to Ras Tanura Terminal,
Juaymah Crude Terminal or Juaymah LPG Terminal shall, after passing the
Entry Buoy, proceed as directed by Ras Tanura Port Control.
4.4 PROCEEDING VIA THE RAS TANURA ARRIVAL CHANNEL
For vessels proceeding to the Ras Tanura Terminal, the maximum permitted
arrival draft is 16.30 meters, plus the rise in the height of tide above L.A.T.
at the time of transit, up to a maximum of 18.00 meters.
CHANNEL PILOTAGE:
Pilotage is not provided for any of the channels in the port of Ras Tanura.
6
RAS TANURA PORT
5.
TRAFFIC MOVEMENTS & MANEUVERING
A Vessel Traffic Management System (VTMS) has been established to
improve navigational safety for all vessels within the Port of Ras Tanura. It
achieves this by:
•
•
Identifying, tracking and monitoring of all vessel movements to and
from the terminal areas.
Providing an information and advisory service.
THE RAS TANURA VTMS OPERATORS WILL NEVER, UNDER ANY
CIRCUMSTANCES, ASSUME CONTROL OF, OR RESPONSIBILITY FOR
VESSELS NAVIGATING IN THE AREA. THE PORT CAPTAIN MAY ISSUE
SPECIAL INSTRUCTIONS IN EXCEPTIONAL CIRCUMSTANCES.
THE SERVICE PROVIDED TO MASTERS:
The VTS Operator will provide the following information service for
Masters:
•
•
•
Information on channel and port conditions, congestion, weather,
tides, navigational aids, etc..
Information on the movement of other vessels, dangerous
maneuvering situations, vessels violating port rules and regulations,
berthing prospects and anchoring conditions.
Advice on port rules regarding the movement of deep draft vessels
and the priorities of vessels movement’s.
(It may be necessary for vessels arriving in ballast to reduce speed to permit
safe passage for outgoing deep draft vessels).
SPECIAL ORDERS AND EXCEPTIONAL CIRCUMSTANCES:
Whenever a potentially dangerous or hazardous situation exists within the
Ports of Ras Tanura, the Port Captain or his Deputy may issue orders. Such
orders will normally relayed through the VTMS and will be preceded by
the phrase. “BY ORDER OF THE PORT CAPTAIN”.
The purpose of these special temporary orders is to limit, reduce or prevent
damage or injury to persons, property or the environment.
5.2 TRAFFIC RULES
The following rules apply to all ships entering or leaving the Ports of Ras
7
RAS TANURA
PORT
5.1 VESSEL TRAFFIC MANAGEMENT SYSTEM
RAS TANURA PORT
RAS TANURA
PORT
Tanura or Dammam by way of the Ras Tanura Channel. The separation
zones and routes shown on the charts of the Ras Tanura Channel are
approved by IMO. Violators of the routing recommendations will be
reported to their Owners/Operators Agents/Charterers.
GENERAL;
•
•
•
•
•
All ships shall monitor VHF channel 10 when underway in the
Approach and Departure Channels to the Ras Tanura Port, in the area
of Juaymah Crude Terminal and Juaymah LPG Terminal.
Ships maneuvering in the area between the south extremity of the
Ras Tanura Tanker Anchorage and the entrance to the “Departure
Channel” (Buoy “H”) shall limit their speed to a maximum of 5 knots
or minimum safe maneuvering speed.
Under no circumstances shall inbound ships navigate in the Ras
Tanura Departure Channel, nor shall outbound ships navigate in the
Ras Tanura Arrival Channel.
All inbound ships shall navigate with extreme caution and give way to
ships departing from berths and anchorages.
Vessels departing from the Ras Tanura anchorage shall advise “Ras
Tanura Port Control” on VHF, channel 13, of their intentions thirty
minutes before weighing anchor.
CROSSING CHANNEL SEPARATION ZONES:
Vessels requiring to cross the Ras Tanura Channels for any reason should
do so only with the concurrence of and under the guidance of Ras Tanura
Port Control. This includes, for example, entering the arrival channel from
the Northern Holding Anchorage.
SHIPS BOUND TO AND FROM THE PORT OF DAMMAM:
Ships bound to and from the Port of Dammam shall keep to the eastern
part of the Tanker Anchorage and avoid the maneuvering areas extending
from the anchorage to the Sea Islands and Piers.
Outbound ships from Dammam shall, when passing Dammam Channel
Buoy No.D11, alert “Ras Tanura Port Control” on VHF channel 13 of
their estimated time of arrival at the southern extremity of the Tanker
Anchorage.
8
RAS TANURA PORT
All inbound ships:
•
•
•
When passing the Entry Buoy report to, and monitor “Ras Tanura Port
Control” on VHF channel 10.
Shall not overtake and shall maintain a distance of at least two miles
from ships proceeding in the same direction after passing Buoy “D”.
Shall not exceed a speed of 5 knots or lowest safe maneuvering speed
after passing Buoy “D”.
RAS TANURA DEPARTURE CHANNEL RULES
All ships using the outbound channel:
•
•
•
•
•
Shall monitor “Ras Tanura Port Control” on VHF channel 13 after the
Harbor Pilot disembarks.
Have an underkeel clearance of at least 1.5 meters.
Shall not exceed 21.0 meters draft.
Shall not exceed a speed of 5 knots before passing Buoy “F”.
Shall not overtake and shall maintain a distance of at least two miles
from ships proceeding in the same direction until both ships have
passed clear of Buoy “B”.
9
RAS TANURA
PORT
RAS TANURA ARRIVAL CHANNEL RULES:
RAS TANURA PORT
6.
FACILITIES
6.1 REPAIRS.
RAS TANURA
PORT
Repair services are available from local business concerns. It is suggested
that Masters discuss repair charges with the ship’s agent prior to requesting
or authorizing repair work.
Saudi Aramco will not assist with emergency repairs to vessels.
6.2 DIVERS.
Deep-sea divers, operating from modern and well-equipped boats are
available. Saudi Aramco must be contacted for this service.
6.3 BUNKERS.
Saudi Aramco fuel oil bunkers are available at all berths in the Port.
Vessels taking only bunkers are urged to call at Ras Tanura prior to loading
elsewhere to avoid delays caused by draft and berthing assignment
problems.
Non-Aramco bunkering services are available. However, vessels employing
these services are not permitted to bunker within the operating area of
the Port of Ras Tanura.
6.4 LUBRICATING OILS
Lubricating oils are available in drums in limited quantities if ordered
through the ship’s agent well in advance.
6.5 PROVISIONS, STORES & CURRENCY
Ship chandlers are available for the supply of limited quantities of
provisions, and may be contacted through the ship’s agent. The Saudi
Arabian unit of currency is the Saudi Riyal (SR) Exchange rate is 3.75 SR
to 1 US Dollar.
6.6 FRESH WATER.
Drinking and boiler water are NOT available in the Port of Ras Tanura. In
cases of emergency, ship agents may be able to arrange delivery of small
quantities by barge.
10
RAS TANURA PORT
Requirements for medical assistance or hospital services must be made
through the ship’s agent, who can arrange treatment at one of the
government or private clinics or hospitals.
Minor injuries may be treated onboard the vessel by the Port Doctor if
arrangements are made through the ship’s agent.
Saudi Aramco medical facilities are made available in emergencies but
only when other facilities are not immediately available. A charge will be
made for any such service furnished by Saudi Aramco.
The Saudi Aramco radio station HZY may be used at any time without
charge by vessels at sea to obtain medical aid.
6.8 TRANSPORT, CREW CHANGES & SHORE LEAVE
All matters relating to crew changes, repatriation, or shore leave are to
be arranged through the ship’s agent. There is no Seaman’s Recreation
Center in the Port of Ras Tanura.
6.9 DRY CARGO & FREIGHT.
There is no dry cargo facility in the Port of Ras Tanura. All Saudi Aramco
freight is handled through Saudi Arabian Government Ports in the area.
6.10 SHIPPING AGENTS
The following companies are available to act as ship’s agents at the Saudi
Aramco Terminals.
1. YUSUF BIN AHMED KANOO.
P.O.Box-71, Ras Tanura
Via Dhahran, Saudi Arabia.
Telephones:
667-1868, 667-0792, 667-1876.
Telex:
851012 KRTN SJ.
Fax :
667-3093
E-Mail: ksadrtn@kanoosa.com
A35SJ419@GNCOMTEXT.COM
2. GULF AGENCY COMPANY SAUDI ARABIA.
P.O. Box 72, Rahima, Ras Tanura,
Via Dhahran, Saudi Arabia
Cable Address : CONFIDENCE RAS TANURA.
Telephones :
667-0632, 667-0636, 667-3180.
11
RAS TANURA
PORT
6.7 MEDICAL AND HOSPITAL SERVICES.
RAS TANURA PORT
Telex:
Fax:
851011 GAC RT SJ
851059 AHG RT SJ
667-2248
RAS TANURA
PORT
3. ORRI NAVIGATION LINES
Orri Building, King Khalid Street,
P.O. Box : 1804, DAMMAM 31441
Via Dhahran, Saudi Arabia.
Cable Address : ORRILINES
Telephones :
834-869, 832-6644, 834-9809, 832-5762.
Telex :
801444 OULCO SJ.
Fax :
834-1316
4. ARABIAN ESTABLISHMENT FOR TRADE AND SHIPPING LTD:
For Dammam:
P.O. Box 299, DAMMAM 31411
Via Dhahran, Saudi Arabia
Cable Address : MEYASSER DAMMAM.
Telephones :
833-7144, 832-1036, 832-4979, 834-6326
Telex :
801051, 803008 AETDM SJ
Fax :
833-4943
For Ras Tanura:
P.O. Box 389, Ras Tanura 31941
Via Dhahran, Saudi Arabia
Cable Address : MEYASSER RAS TANURA
Telephones :
667-0680, 667-3860 (24Hours)
Telex :
851123 AETRT SJ
Fax :
667-3864
5. A.H. AL GOSAIBI AND BROS.
P.O. Box 106, DAMMAM 31411,
Via Dhahran, Saudi Arabia.
Cable Address : AHMAD ALGOSAIBI DAMMAM.
Telephones:
832-8762, 832-8763, 832-8764.
Telex:
801016 AHAS SJ
Fax:
832-3035
6. HAJI ABDULLAH ALIREZA AND COMPANY LTD.
For Dammam:
P.O. Box-8, Dammam,
Via Dhahran, Saudi Arabia
12
RAS TANURA PORT
RAS TANURA
PORT
Cable Address: ZAINALREZA DAMMAM.
Telephones:
832-3728, 832-3729, 832-4133, 832-6387, 832-4134.
Telex:
801008 ZAINAL SJ.
For Ras Tanura:
P.O. Box-202, Rahima-31941,
Ras Tanura,
Via Dhahran, Saudi Arabia
Telephones:
667-0656, 667-2491.
Telex:
851013 ZAINAL SJ
Fax:
667 2495
7. BARWIL AGENCIES LTD., FOR TRADING AND SHIPPING.
P.O. Box-174, Ras Tanura 31941
Via Dhahran, Saudi Arabia
Cable: BARWIL RAS TANURA
Telephones:
966-3-667-3364
Fax:
966-3-667-3364
8. AL KHOMASIA ESTABLISHMENT (BAKRI COS.).
For Dammam:
P.O. Box-3748, Dammam 31481,
Saudi Arabia.
Cable Address: ALBAKRI
Telephones :
8340182, 8330734
Telex:
802892 BAKRI SJ
Fax :
834-9135
For Ras Tanura:
P.O. Box-267, Rahima 31941, Ras Tanura,
Via Dhahran, Saudi Arabia
Telephones:
667-2105
9. ORIENTAL COMMERCIAL AND SHIPPING CO., LTD.
For Dammam:
P.O.Box 1060 - Dammam 31431
Saudi Arabia.
Cable Address: Overseas
Telex:
801253 Bokhari SJ
Tel:
966-3-826 0529
Fax:
966-3-826 0661
13
RAS TANURA PORT
RAS TANURA
PORT
For Ras Tanura:
O.C.S.C.L.
P.O.Box 239
Rahima, Ras Tanura.
Tel:
(03) 6672 146
Fax:
(03) 6673 225
Telex:
851112 Bokhari SJ
801253 Bokhari SJ
E-Mail A25SJ227
Internet: A25SJ227 @ GN comtext com.
After office hours:
Captain Arthur Flynn (03) 8342121 Ext 121
Mr. Majeed Khan
(03) 8343261
6.11 INSPECTION & SURVEY COMPANIES
Independent oil inspection service is available at terminals in the Port of
Ras Tanura by the following companies.
1. SGS INSPECTION SERVICE.
P.O. Box: 333, Rahima 31941,
Via Dhahran, Saudi Arabia.
Telephone :
667-1944, 667-4061
Telex :
851113 SGSRT SJ
Fax :
667-4017
2. CALEB BRETT & SON LTD.
P.O.Box 216, Rahima 31949
Telephone :
667-0456
Fax :
667-0460
Telex:
851018 a/b CALBRT SJ
3. E.W. SAYBOLT AND CO. S.A.
P.O.Box 394, Rahima 31941
Telephone :
667-2411
Fax :
667-3844
4. WATSON GRAY (SAUDI ARABIA) LIMITED
C/o Yusif Bin Ahmed Kanoo,
P.O. Box-711, Ras Tanura,
Via Dhahran, Saudi Arabia.
Telephones:
667-2314, 673-233.
Telex:
851012 KANOO SJ.
Fax :
667-2361
14
RAS TANURA PORT
Marine and Engine Surveyors of various Companies are available locally.
They may be contacted through the ship’s agent.
6.13 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE
CONTACT INFORMATION, RAS TANURA ASSISTANT PFSO:
Tel:
00966 3 6731152 – 24hrs contact.
00966 3 6730080 – 24hrs contact.
Fax: 00966 3 6734574
E. mail: senior harbor pilot (pcc)@aramco.com.sa
15
RAS TANURA
PORT
6.12 MARINE AND ENGINE SURVEYORS
RAS TANURA TERMINAL
1.
1.1
1.2
GENERAL.................................................................................1
LOCATION................................................................................1
DESCRIPTION...........................................................................1
2.
2.1
2.2
2.3
2.4
2.5
ENTERING THE TERMINAL......................................................2
VHF COMMUNICATIONS ..........................................................2
PROCEEDING FROM SEA ..........................................................2
PROCEEDING FROM NORTH HOLDING ANCHORAGE................3
PROCEEDING VIA EAST CHANNEL.............................................3
ANCHORAGE AREAS................................................................3
3.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
BERTHING OF VESSELS...........................................................4
PILOT BOARDING AREAS..........................................................4
MOORING/LINE BOATS............................................................4
SEA ISLAND SUBMERGED PIPELINES..........................................4
MOORING LINES .......................................................................4
SHIP/SHORE CONNECTIONS....................................................4
BERTHS INFORMATION..............................................................5
GANGWAYS..............................................................................8
4.
4.1
4.2
4.3
4.4
4.5
COMPLETION & DEPARTURE..................................................9
GIVING NOTICE OF EXPECTED COMPLETION TIME....................9
DEEP WATER ANCHORAGE.......................................................9
DEEP WATER DEPARTURE CHANNEL..........................................9
DEPARTURE PILOTAGE...............................................................9
PROCEEDING TO NORTH HOLDING ANCHORAGE......................10
ANNEX II.............................................................................................11
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA TERMINAL
1.
GENERAL
1.1
LOCATION
The Ras Tanura Terminal is located on a peninsula, the southern end of
which forms a sand spit. The tip of this spit is officially known as RAS
TANURA.
At this southern tip, a survey reference point is located and marked by a
beacon, the exact position of which is:
1.2
LATITUDE
26° 37’ 25’”
NORTH.
LONGITUDE
50° 09’ 50”
EAST.
DESCRIPTION
THE SOUTH PIER :
The South Pier is connected to the east side of a peninsula by a causeway and
trestle. The “T” Pier has four berths (1 to 4) but at present is mothballed.
THE NORTH PIER:
Is located about 3/4 mile to the north of the South Pier and has a causeway
and trestle that extends from the peninsula. It comprises of 6 berths (6 to
11). Crude oil, products and Refined Liquid Petroleum Gasses (RLPG) are
available at North Pier.
THE SEA ISLANDS:
A complex of four Sea Islands, interconnected by walkways, are located
approximately one mile North East from the North Pier. Each of the four
sea islands consists of a loading station and two berths having four to six
mooring dolphins and two to four breasting dolphins per berth.
1
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA TERMINAL
2.
ENTERING THE TERMINAL
2.1
VHF COMMUNICATIONS
RAS TANURA
TERMINAL
AT ANCHOR;
A good listening watch should be maintained on VHF Channel 16 and 10.
Vessels will be called by Ras Tanura Port Control with berthing information
and other instructions. Ras Tanura Port Control should be called on VHF
Channel 10 prior to weighing anchor.
UNDERWAY;
1.
INBOUND :
All vessels should maintain a listening watch on VHF channels 16
and 10 for Ras Tanura Port Control.
2.
OUTBOUND :
After disembarking the Pilot or before leaving the Tanker anchorage
vessels must maintain a listening watch on VHF Channel 16 and 10
for Ras Tanura Port Control.
UNDER PILOTAGE:
Pilots carry portable intrinsically safe radios, which operate on Saudi
Aramco dedicated mooring channels for contact with tugs and jetty staff.
In addition, the vessel’s VHF Radio should standby on Channel 13 for back
up communications.
AT BERTH:
An exchange of intrinsically safe portable radios will be made between
vessel and jetty personnel in order to assist constant communication while
loading. VHF channel 13 should also be monitored.
2.2
PROCEEDING FROM SEA
Proceed according to the arrival directions on page 123 to the Entry Buoy.
Follow the channel separation scheme to Buoy “H” according to advice
from Ras Tanura Port Control on VHF channel 10. Ras Tanura Port Control
will advise whether the vessel will berth on arrival or anchor in the Ras
Tanura Tanker Anchorage.
See preceding section “Port of Ras Tanura - General Rules & Information”
for channel rules, drafts etc.
2
RAS TANURA TERMINAL
PROCEEDING FROM NORTH HOLDING ANCHORAGE
Vessels entering the separation scheme from the NHA should do so only
under the guidance of Ras Tanura Port Control on VHF channel 10.
2.4
PROCEEDING VIA EAST CHANNEL
Follow the buoyed route to Buoys RTE 7 and RTE 8. Then proceed to
Tanker Anchorage or Pilot boarding position as directed by Ras Tanura
Port Control.
CAUTION:
It is recommended that vessels over 10.67 meter draft do not use the East
Channel.
2.5
ANCHORAGE AREAS
TANKER ANCHORAGE:
The Tanker Anchorage lies approximately two miles east of the Sea Islands
and is used as a final holding area for vessels, which have immediate
berthing prospects, or for vessels awaiting cargo clearance, release, sailing
documents, etc. and whose draft does not exceed 18.5 meters. Under
normal circumstances, no more than ten vessels are allowed to use this
anchorage at one time.
FREIGHTER ANCHORAGE:
This anchorage, south east of the “SPIT” Buoy, is used as a holding ground
for coastal tankers and miscellaneous small vessels and craft inbound for
Saudi Aramco Marine facilities at the West Pier.
DEEP DRAFT ANCHORAGE:
Vessels with a draft of more than 19.5 meters which are required to anchor
upon completion of loading, awaiting suitable tide, must normally do so in
the area approximately 0.7 miles north of the Sea Islands. This anchorage
has a swept depth of 21.9 meters and holding ground is only considered
fair due to variations in character of the bottom. It is recommended that
vessels lie to a long scope of chain in adverse weather. No more than two
vessels are allowed to use this anchorage at one time.
3
RAS TANURA
TERMINAL
2.3
RAS TANURA TERMINAL
3.
BERTHING OF VESSELS
3.1
PILOT BOARDING AREAS
RAS TANURA
TERMINAL
VESSELS FROM ARRIVAL CHANNEL:
Pilot will normally board south of Buoy “H”, as advised by Ras Tanura Port
Control.
VESSELS AT TANKER ANCHORAGE:
After heaving anchor, the vessel will be advised by Ras Tanura Port Control
to proceed towards a position approximately 1.5 miles South East of the
south end of Sea Island dependent on weather and tidal conditions.
Vessels must not approach any closer than 1.5 miles to the Piers or Sea
Island without a Pilot on board due to the tidal streams in the area.
3.2
MOORING/LINE BOATS
Mooring boats are not used at Ras Tanura Terminal.
3.3
SEA ISLAND SUBMERGED PIPELINES
All traffic must pass east of the Sea Islands due to the existence of numerous
submerged oil pipelines between the Sea Islands and the Shore.
3.4
MOORING LINES
Vessels should have heaving lines ready to take the shore messenger after
landing alongside. The messenger is then made fast to the ship’s mooring
line, which is hove ashore by means of a capstan.
Heavy wires should be sent ashore one at a time. Ropes may be sent
ashore two at a time. Jetty Crews are on duty continuously to handle
mooring lines. Saudi Aramco personnel will not handle mooring lines on
board vessels.
3.5
SHIP/SHORE CONNECTIONS
Jetty crews are on duty continuously to handle oil hoses/arms and will
make all connections and disconnections.
All loading connections are equipped with electrical insulating flanges;
therefore ship to shore bonding cables must not be rigged.
4
RAS TANURA TERMINAL
3.6
BERTH INFORMATION
1. DOCK WATER DENSITY:
The specific gravity of seawater at Ras Tanura is approximately 1.032.
2. BALLAST & SLOP RECEPTION:
There is no ballast or slop reception at Ras Tanura Port.
3. CARGO AVAILABLE:
1. CRUDE OILS:
•
•
•
•
Arabian Extra Light Crude (often called Arabian Berri)
Arabian Light Crude
Arabian Medium Crude
Arabian Heavy Crude
2. PRODUCTS:
•
•
•
•
Fuel oil (A960),
White Diesel (A 888),
Kerosene (A 418)
Naphtha (A 310)
3. RLPG: (For more information refer to GASRUL section)
•
•
Butane (A160)
Propane (A140)
4. LOADING ARM FLANGE SIZES:
The flange sizes for all loading connections and arms at Ras Tanura
Terminal are Class 150 ANSI/ASME. All vessels calling at Ras Tanura
Terminal should be fitted with the proper sized reducers before
berthing to help expedite ship turnaround time.
5
RAS TANURA
TERMINAL
GENERAL:
RAS TANURA TERMINAL
NORTH PIER BERTH DATA:
5. WATER DEPTHS AT BERTHS:
RAS TANURA
TERMINAL
Berth No
6
7
8
9
10
11
Water Depth at berth
13.6
12.0
14.1
13.6
15.1
13.6
Max. arrival draft
12.60
8.84
13.10
8.84
14.10
8.84
Note: No berthing or unberthing is permitted 4 hours after High Water at
berth No 7
6. SAFE LOADING DRAFTS:
If at any time a vessel’s draft approaches to within 1 meter of the depth of
water at the berth, loading will be suspended until a rising tide increases
the depth to permit resumption of loading and provide for a safe draft of
the fully loaded tanker on departure.
7. MANIFOLD SIZES & LOADING RATES:
Loading arm connections for all berths on North Pier are 12” Class 150
ANSI/ASME.
Product
Crude oils
Fuel oil (A 953) - as Cargo
Fuel oil (A 953) - as Bunkers
White Diesel (A 888)
Kerosene (A 418)
Naphtha (A 310)
RLPG/RLBG (A 140-160)
Berths
8 to 11
8 to 11
6 to 11
8 to 10
8 to 10
7 to 11
6, 8, 10
Loading Rate BPH)
15,000 to 90,000
12,000 to 25,000
5,000 to 12,000
12,000 to 15,000
6,500 to 8,000
30,000 to 40,000
20,000 to 30,000
8. OPERATIONAL LIMITS FOR LOADING ARMS:
Ship Manifold – in Meters above LAT
Berth
6
7
8
9
10
11
6
Crude/Product
Min
Max
Hoses
Hoses
4.9
18.9
4.9
18.9
4.9
18.9
4.9
18.9
Naphtha
Min
Max
5.0
23.5
-
LPG
Min
3.9
3.7
9.0
-
Max
20.5
20.5
27
-
RAS TANURA TERMINAL
SEA ISLAND BERTH DATA:
Berth No
15
16
17
18
19
20
RAS TANURA
TERMINAL
9. WATER DEPTHS AT BERTHS:
Water depth
22.2
25.0
24.1
26.1
26.1
25.4
10. MAXIMUM ARRIVAL DRAFT:
The maximum arrival draft at Sea Island is 16.30 meters plus rise of tide
up to a maximum of 18.00 meters. This is due to water depths in the Ras
Tanura arrival channel.
11. MAXIMUM SAILING DRAFT
The maximum sailing draft, from Sea Island, is 19.50 meters plus the
height of tide above L.A.T., limited to an absolute maximum of 21.00
meters, at the time of transiting the Deep Water Channel.
12. MANIFOLD SIZES AND LOADING RATES:
Berths 15 to 18
Product
Crude Oils
Bunker Fuel ( A953)
Arm Size
12” to 16”
6” to 10”
Loading Rate (BPH)
25,000 ~ 100,000
7,000
Note:
The maximum loading rate per loading arm is 25,000 BPH, for ships
without safety locks or with manual valves.
With safety locks or remote valves, the maximum loading rate per loading
arm is 35,000 BPH.
Berths 19 & 20
Product
Crude oils
Bunker fuel (A953)
Arm Size
12” to 20”
12” to 16”
Loading Rate (BPH)
55,000 ~ 140,000
12,000
7
RAS TANURA TERMINAL
Note:
The maximum loading rate per loading arm is 55,000 BPH, for ships
without safety locks or manual valves.
RAS TANURA
TERMINAL
With safety locks or manual valves, the maximum loading rate per loading
arm is 70,000 BPH.
13. OPERATIONAL LIMITS FOR LOADING ARMS;
Berth
Loading Arm
15
16
17
18
19
20
Crude & Bunker arms
Crude & Bunker arms
Crude & Bunker arms
Crude & Bunker arms
Crude & Bunker arms
Crude & Bunker arms
Manifold Height - in meters above LAT
Max
Min
31.84
5.33
31.84
5.33
33.67
6.24
33.67
6.24
36.72
6.24
36.72
6.24
3.7 GANGWAYS.
NORTH PIER:
At North Pier, all vessels are required to provide their own gangway, which
should be ready prior to berthing.
SEA ISLANDS:
At the Sea Islands shore gangways are provided at each berth.
8
RAS TANURA TERMINAL
4. COMPLETION & DEPARTURE
As an aid to planning and expediting ships movements and also to give
adequate notice to vessels scheduled to berth, vessels loading at the berths
in Ras Tanura shall call the Ras Tanura Port Control on VHF Channel 13 one
hour before completion of loading.
4.2 DEEP WATER ANCHORAGE
Additional pilotage is also available when it is necessary for a ship with
draft of more than 19.5 meters to anchor to await favorable tide. The Pilot
will remain on board until the vessel arrives in the anchorage; however, the
Master will be responsible for the actual anchorage of the vessel. During
adverse sea and weather conditions, a proper lee must be made to allow
the Pilot to safely disembark.
4.3 DEEP WATER DEPARTURE CHANNEL
The deep-water departure channel has a clear swept depth of 21.00 meters
at L.A.T. A minimum of 1.50 meters under keel clearance is required for
all vessels transiting this channel during departure.
In any event, the maximum draft shall not exceed 21.00 meters.
4.4 DEPARTURE PILOTAGE
REQUESTING CHANNEL LINE-UP:
On departure from the Ras Tanura Terminal, Masters of vessels of 150,000
tonne deadweight and above, may request additional pilotage assistance
to line up for the Deep Water Departure Channel.
COMPULSORY CHANNEL LINE-UP :
Such pilotage assistance is compulsory for vessels with a draft of 20.50
meters or more. In such instances the Harbor Pilot will remain on board
until the vessel is aligned on a safe course for the Departure Channel.
PILOT’S METHOD OF DISEMBARKING:
In rough weather, the pilot will usually disembark in sufficient time to
ensure a lee for the pilot boat. In the event that this is impossible, provision
is made for the Pilot to leave by helicopter subject to the conditions of Part
1, Section 8.2 “OVER-CARRIAGE OF PILOTS”.
9
RAS TANURA
TERMINAL
4.1 GIVING NOTICE OF EXPECTED COMPLETION TIME
RAS TANURA TERMINAL
4.5 PROCEEDING TO NORTH HOLDING ANCHORAGE
RAS TANURA
TERMINAL
The vessel should leave Ras Tanura Terminal and follow the Departure
Channel, observing the separation scheme to the North Holding Anchorage
under advice of Ras Tanura Port Control.
The Master should advise Ras Tanura Port Control of the anchoring time.
10
RAS TANURA TERMINAL
1
CHARTS:
•
•
•
APPROACHES TO JUAYMAH AND RAS TANURA
RAS TANURA TERMINAL AREA
SHIP BEACHING AREAS
2
BERTHS DIAGRAMS:
•
•
•
•
•
•
BERTHS # 6&7
BERTHS # 8&9
BERTHS # 10&11
BERTHS # 15&16
BERTHS # 17&18
BERTHS # 19&20
RAS TANURA
TERMINAL
ANNEXE II
11
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
13
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
RAS TANURA
TERMINAL
RAS TANURA TERMINAL
JUAYMAH CRUDE TERMINALS
1.
1.1
1.2
GENERAL..................................................................................1
LOCATION OF TERMINAL ...........................................................1
DESCRIPTION OF TERMINAL.......................................................1
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
ENTERING THE TERMINAL......................................................3
MAXIMUM DRAFTS....................................................................3
ARRIVAL BALLAST CONDITION....................................................3
VESSELS ARRIVING FROM SEA...................................................4
VESSELS ARRIVING FROM THE NORTHERN HOLDING
ANCHORAGE............................................................................4
VESSELS ARRIVING FROM THE RAS TANURA TERMINAL..............4
VHF COMMUNICATIONS ...........................................................4
ANCHORS, ANCHORING & RESTRICTED AREAS..........................5
3.
3.1
3.2
3.3
3.4
BERTHING OF VESSELS.............................................................6
PREPARATIONS FOR BERTHING..................................................6
PILOTS AND PILOTAGE................................................................6
HELICOPTER OPERATIONS..........................................................6
BERTHS INFORMATION...............................................................7
4.
4.1
4.2
PROCEDURES AT BERTH..........................................................8
LOADING OPERATIONS..............................................................8
VHF COMMUNICATIONS FAILURE..............................................8
5.
5.1
5.2
COMPLETION & DEPARTURE..................................................8
CARGO CALCULATIONS AND RELEASE......................................8
DEPARTURE...............................................................................8
JUAYMAH CRUDE
TERMINALS
JUAYMAH CRUDE (SPM) TERMINAL
JUAYMAH CRUDE TERMINALS
JUAYMAH CRUDE (SPM) TERMINAL
1.
GENERAL
1.1 LOCATION OF TERMINAL
These facilities consist of an oil metering and manifold platform, a terminal
control platform and six single point mooring berths. The oil metering and
manifold platform is in the following position:
Latitude
26° 54.8' N
Longitude
50° 01.2' E
1.2 DESCRIPTION OF TERMINAL
Juaymah Crude Terminal is a Saudi Aramco crude oil and bunker fuel
loading facility designed for loading and topping off deep draft tankers.
The terminal consists of the following facilities:
AN OIL PLATFORM:
An oil platform located in 15.24 meters of water. This platform receives
crude and fuel oil bunkers from the storage tanks on the shore to the
SSW of the platform. The platform is well lighted with general purposes
lighting. In addition, one fixed white light has been established on each
corner of the platform with a range of visibility of approximately 5 miles.
THE CONTROL PLATFORM:
The control platform is located 46 meters north of the oil platform and
connected to it by a walkway bridge. This houses the communications,
testing laboratory, offices, control system and meteorological equipment.
This platform is marked by a fixed red aircraft warning light.
SINGLE POINT MOORING BUOYS:
Six Single Point Mooring buoys have been established between 1 and 4
miles to the NE of these platforms. Crude oil and bunkers are received at
each buoy from the oil platform through one bunker and two crude oil
submarine pipelines which are connected to the buoy by flexible submarine
hoses.
1. LOADING HOSES
Each buoy is fitted with two 20/24 inch diameter floating crude
loading hose strings and one 12-inch diameter floating bunker
1
JUAYMAH CRUDE
TERMINALS
The Juaymah Crude Terminal loading facilities are located approximately
18 miles North Northwest of the Ras Tanura Terminal and seven miles offshore. See location charts in annex to this section.
JUAYMAH CRUDE TERMINALS
loading hose string. The crude string tail hoses are fitted with
16 or 20-inch Class 150 ANSI flanges for connection to the ship’s
manifold. The bunker string tail hoses are fitted with 12-inch class
150 ANSI flanges.
The length of each hose string is approximately 335 meters.
2. SPM MARKER BUOYS
JUAYMAH CRUDE
TERMINALS
When an S.P.M. is removed and taken ashore for maintenance,
a marker buoy may be installed to indicate the position of the
underwater pipeline and anchor chains.
2
JUAYMAH CRUDE TERMINALS
2.
ENTERING THE TERMINAL
2.1 MAXIMUM DRAFTS
MINIMUM KEEL CLEARANCE:
MAXIMUM ARRIVAL DRAFT - NORMAL OPERATIONS:
Under normal operating conditions, the maximum arrival draft is 21.3
meters.
MAXIMUM ARRIVAL DRAFT - SPECIAL OPERATIONS:
Special operations, such as discharging cargo at Juaymah Crude Terminal
which requires tankers to arrive with drafts in excess of 21.3 meters,
requires special routing and other arrangements. In this case, the absolute
maximum draft is 26 meters.
Such tankers:
• When arriving, shall proceed to the Main Channel by way of Ras Tanura
Light Float and the Approach Buoy and transit the Arrival Channel to
the Entry Buoy. After passing the Entry Buoy, the tanker shall leave the
Arrival Channel and cross the Northern Holding Anchorage, passing
well north of Fasht Gharibah and turn south toward the Juaymah Pilot
Boarding Area leaving buoy J2 close to port. The Pilot will board the
vessel after it passes J2 buoy provided a berth is assigned on arrival.
• Shall be upright and have no more than 1% sag.
• Shall, at no time, pass south of a line drawn due East from Juaymah
Offshore Platform.
• Shall only enter the charted restricted area on a rising tide with sufficient
time to complete the berthing operation before High Water.
TANKERS WITH DRAFTS EXCEEDING 25.0 METERS;
Tankers with drafts of 25.0 meters and above, whether arriving or
departing, shall at no time pass more than 0.5 miles south of a line drawn
through SPMs #31, #35 and #36.
2.2 ARRIVAL BALLAST CONDITION
For vessels proceeding from sea to the Juaymah SPM crude terminal,
(via the RT Arrival Channel) the maximum permitted draft shall be 21.3
meters.
Masters of vessels arriving with a deep draft, should navigate with caution
in the vicinity of 26º 50.5’N 50º 10.5'E.
3
JUAYMAH CRUDE
TERMINALS
Tankers proceeding to or from the berths must at all times keep a minimum
of 2 meters under keel clearance.
JUAYMAH CRUDE TERMINALS
MAXIMUM TRIM:
Due to the exposed location at the Juaymah berths, tankers should arrive
with sufficient clean water ballast for safe handling, having due regard to
the existing sea and weather conditions.
Unless otherwise instructed, vessels must arrive with the propellers
immersed and the trim not exceeding 0.7% of the ship’s length by the
stern.
JUAYMAH CRUDE
TERMINALS
2.3 VESSELS ARRIVING FROM SEA
Proceed from the Entry Buoy and to a position approximately 2 miles
Northeast of Buoy “A”. In accordance with advice from Ras Tanura Port
Control, the vessel should then turn into the Juaymah Pilot Boarding Area
to anchor or be berthed on arrival.
2.4 VESSELS ARRIVING FROM THE NORTHERN HOLDING ANCHORAGE
Should enter the traffic separation scheme under advice of Ras Tanura Port
Control on VHF channel 10.
2.5 VESSELS ARRIVING FROM THE RAS TANURA TERMINAL
The vessel, when clear of Ras Tanura Terminal, should follow the Departure
Channel towards the mid-channel marker Buoy “A” Caution Area and with
advice from Ras Tanura Port Control turn into the Juaymah Pilot Boarding
Area either to anchor or to be berthed on arrival.
2.6 VHF COMMUNICATIONS
UNDERWAY:
At all times when underway in the Arrival Channel and Pilot Boarding
Area, vessels must maintain contact with Ras Tanura Port Control on VHF
Channel 16 and 10.
Prior to arrival, vessels will be contacted by Ras Tanura Port Control who
will request certain updated and additional information for the use of the
Pilot/Mooring Master who will berth the vessel.
AT ANCHOR:
A good listening watch should be maintained on VHF Channel 16 and 10.
Vessels will be called by Ras Tanura Port Control with berthing information
and other instructions.
UNDER PILOTAGE AND AT BERTH.:
The Pilot will carry a portable intrinsically safe multi-channel radio by
4
JUAYMAH CRUDE TERMINALS
means of which all communications regarding approach, mooring and
cargo loading will be made.
These radios are fitted with an emergency switch that activates an alarm
at the Control Platform.
The vessel’s VHF Radio should be available (if possible in the cargo control
room) for back up communications.
2.7 ANCHORS, ANCHORING & RESTRICTED AREAS
ANCHORAGE:
The area west of “GRB” Beacon is used as a temporary holding anchorage
for vessels awaiting arrival clearance, cargo clearance, sailing documents
etc.
RESTRICTED AREA / SUBMERGED PIPELINES:
1. PROHIBITED ENTRY
No vessel shall enter the prohibited area without a Pilot on board.
2. USE OF ANCHORS PROHIBITED
Under no circumstances shall anchors be used in the vicinity of the
berths due to the existence of numerous submerged pipelines.
5
JUAYMAH CRUDE
TERMINALS
He will also carry battery chargers for these radios during the vessel’s stay
in the Terminal.
JUAYMAH CRUDE TERMINALS
3.
BERTHING OF VESSELS
3.1 PREPARATIONS FOR BERTHING
Refer to “common rules & information”, section 11.0 “mooring rules &
operations at spm berths”, in particular section 11.1 “preparations prior
to berthing”.
3.2 PILOTS AND PILOTAGE
JUAYMAH CRUDE
TERMINALS
PILOT BOARDING.:
A Pilot/Mooring Master and S.P.M. Representative will normally board
inbound vessels by helicopter in the area west of Ghariba Beacon.
They will advise the master on all maneuvers and operations relative to
berthing, connecting and disconnecting hoses and unberthing.
They will also provide all communications between ship and shore during
cargo loading and be the Saudi Aramco Representative with respect to
safety observations and other requirements.
3.3 HELICOPTER OPERATIONS
GENERAL:
Helicopter operations in the Port of Ras Tanura are carried out according
to the “INTERNATIONAL CHAMBER OF SHIPPING - GUIDE TO HELICOPTER/
SHIP OPERATIONS”.
All vessels using the service should have a copy of this booklet and the
safety check list on board.
DESCRIPTION OF HELICOPTERS.:
The helicopters used to transport Saudi Aramco personnel and equipment
to and from tankers in the Port of Ras Tanura are BELL Model 212 and
214 ST, which are twin engines, kerosene fueled, and carry 12 to 18
passengers. They are fully equipped for night operations with capability
for either landing or winching operation. In addition to being fitted with
radar and radios that operate on aeronautical frequencies, they are fitted
with International Marine VHF Channels 11, 12, 13, 14 and 16.
SHIP INFORMATION.:
Vessels will be instructed to standby on VHF Channel 12 for instructions
from the Ras Tanura Helicopter Base. The following information should
be available…
•
•
•
6
Vessel’s Course and Speed.
Relative Wind Speed and Direction.
Location and Type of Helicopter Operating Area.
JUAYMAH CRUDE TERMINALS
Prior to the helicopter’s departure, Masters will be required to confirm
that they are complying fully with the recommendations contained in the
“I.C.S. GUIDE TO HELICOPTER/SHIP OPERATIONS”. Vessels will at this time
be instructed to transmit continuously on 410 kHz. and will be given the
call sign and the approximate E.T.A. of the helicopter. Contact will be
made by the Helicopter Pilot with the vessel on VHF Channel 12 as soon as
practical after take off from the Helicopter Base.
3.4 BERTHS INFORMATION
The specific gravity of seawater at Juaymah Crude Terminal is approximately
1.032.
The single point mooring berths are either Catenary Anchor Leg Mooring
(CALM) or Single Anchor Leg Mooring (SALM) types.
Berth No
Type
Latitude
Longitude
Water
depth
Vessel
Max. DWT
31
CALM
26° 55.6’
50° 02.4’
32.1
500,k
32
CALM
26° 55.4’
50° 02.1’
33.8
500,k
33
CALM
26° 57.0’
50° 02.7’
34.0
500,k
34
SALM
26° 55.6’
50° 04.3’
35.0
750,k
35
SALM
26° 55.6’
50° 03.6’
32.0
750,k
36
CALM
26° 55.8’
50° 04.8’
36.0
500,k
Note: See diagrams of CALM/SALM type SPM buoys on Annex III
LOADING RATES:
Maximum crude loading rate is 130,000 barrels per hour and maximum
bunker loading rate is 5,000 barrels per hour.
BALLAST & SLOP RECEPTION:
None available.
CRUDE OILS AVAILABLE :
•
•
•
•
Arabian light crude
Arabian extra light
Arabian medium crude
Arabian heavy crude
BUNKER OIL AVAILABLE:
A953 fuel oil (as bunkers).
7
JUAYMAH CRUDE
TERMINALS
DUE TO THE LOW PROFILE OF HELICOPTERS USED BY SAUDI ARAMCO, A
FULL LANDING AREA IS NECESSARY FOR A LANDING OPERATION.
JUAYMAH CRUDE TERMINALS
4.
PROCEDURES AT BERTH
4.1 LOADING OPERATIONS
The loading operation will be controlled by radio voice communications
between the Mooring Master on the loading vessel and the Control
Platform.
JUAYMAH CRUDE
TERMINALS
Under no circumstance is the flow to the vessel to be stopped by the vessel
whilst switching tanks etc. Need for emergency shutdown of loading
aboard the vessel must be communicated by radio from the loading vessel
to the Control Platform.
4.2 VHF COMMUNICATIONS FAILURE
In the event of failure of the radio communications system, the vessel will
sound five long blasts on the vessel’s whistle followed by one, two, three,
four, five and six short blasts for a vessel at Berth 31, 32, 33, 34, 35 or 36
respectively.
Loading operations will be stopped and will not be resumed until
communications have been re-established.
5.
COMPLETION & DEPARTURE
5.1 CARGO CALCULATIONS AND RELEASE
The Cargo Officer should supply the Pilot with the ship’s cargo loaded
figures in US (i.e., Gross) Barrels. The Pilot will not accept the figures until
they are presented in writing on the Saudi Aramco ullage report form.
The Pilot will transmit the figures to Saudi Aramco by VHF radio. Results
of ship/shore comparison takes time and Masters are urged to prioritize
the cargo calculations and completion of the ullage report form in order
to avoid delay.
If the vessel is released, the Pilot will leave after unmooring is complete.
If the ship/shore difference is large and the vessel is not released, the Pilot
will survey the cargo according to Saudi Aramco inspection procedures
and report his findings to Saudi Aramco Terminal Planners.
Refer also to “COMMON RULES & INFORMATION”, section 12.3 “CARGO
CALCULATIONS & RELEASE”.
5.2 DEPARTURE
Upon completion of unmooring, the vessel will make a lee for the mooring
and hose connecting equipment to be discharged into the launch on either
port or starboard side.
The Pilot/Mooring Master and S.P.M. Representative will normally leave by
helicopter.
8
JUAYMAH CRUDE TERMINALS
JUAYMAH CRUDE
TERMINALS
A separate departure channel has been provided for all vessels using
the Juaymah facilities. The vessel will proceed via the departure channel
between Beacon J1 and Buoy J2 and thence towards the Exit Buoy JE. The
vessel should then set an easterly course north of Buoy JD to the Juaymah
Light Float.
9
JUAYMAH LPG TERMINALS
1.
1.1
1.2
GENERAL.................................................................................1
LOCATION OF TERMINAL..........................................................1
DESCRIPTION OF TERMINAL......................................................1
2.
2.1
2.2
2.3
ENTERING THE TERMINA.......................................................2
ROUTING TO THE LPG TERMINAL .............................................2
JUAYMAH LPG ANCHORAGE.....................................................2
VHF COMMUNICATIONS ..........................................................3
3.
3.1
3.2
3.3
BERTHING OF VESSELS...........................................................4
PILOT BOARDING POSITION......................................................4
MOORING PROCEDURES ..........................................................4
INFORMATION ON BERTHS........................................................4
4.
4.1
4.2
PROCEDURES AT BERTH.........................................................7
DUTY HARBOR PILOT AND TUGS. .............................................7
LOADING PROCEDURES............................................................7
5.
5.1
5.2
5.3
COMPLETION & DEPARTURE.................................................8
VACATING THE BERTH..............................................................8
PILOTAGE..................................................................................8
PROCEEDING TO ANCHORAGE.................................................8
ANNEX III..............................................................................................9
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINAL
JUAYMAH LPG TERMINALS
JUAYMAH LPG TERMINAL
1.
GENERAL
1.1 LOCATION OF TERMINAL
LATITUDE
LONGITUDE
JUAYMAH LPG
TERMINALS
Juaymah LPG Terminal consists of a two berth pier at the end of a 10 km
trestle, in position:
26o 52.0’ N.
50o 02.9’ E.
1.2 DESCRIPTION OF TERMINAL
Juaymah LPG Terminal is a Saudi Aramco operated facility designed to load
Refrigerated Liquefied Petroleum Gas (RLPG) aboard LPG carriers ranging
in size from 25,000 to 200,000 Deadweight.
A tower crane is located in the center of the loading platform.
A helicopter landing platform and two small flares are located near the
seaward end of the trestle which is lit by sodium vapor street lamps and
emergency navigation lights at night.
Note:
For more information with regard to RLPG handling refer to GASRUL
section
1
JUAYMAH LPG TERMINALS
2.
ENTERING THE TERMINAL
2.1 ROUTING TO THE LPG TERMINAL
See “Port of Ras Tanura” section 4.1. “ARRIVAL DIRECTIONS” for general
approach directions to the ‘Entry’ buoy.
WHEN ARRIVING FROM SEA:
JUAYMAH LPG
TERMINALS
After passing the Entry Buoy, make for a position approximately 2 miles
northeast of Buoy “A”. Under the advice of Ras Tanura Port Control turn
in toward the Juaymah Pilot Boarding Area and follow the normal routing
given below.
WHEN ARRIVING FROM NORTHERN HOLDING ANCHORAGE:
Under the advice of Ras Tanura Port Control, enter the inbound lane of the
traffic separation scheme and make for a position approximately 2 miles
northeast of Buoy “A”. Turn in toward the Juaymah Pilot Boarding Area
and follow the normal routing given below.
WHEN ARRIVING FROM RAS TANURA TERMINAL:
Having departed from Ras Tanura Terminal, follow the Departure Channel
towards the mid-channel marker Buoy “A”.
Under the advice of Ras Tanura Port Control, proceed, with due diligence,
through Caution Area in toward the Juaymah Pilot Boarding area and
follow the normal routing given below.
NORMAL ROUTE TO THE LPG TERMINAL:
During normal conditions of weather and traffic, an arriving vessel will be
advised to proceed from a position at the entrance to the Juaymah Pilot
Boarding Area (about 1.5 miles north of the “A” buoy), by a route passing
south of ‘J4’ buoy, to a position 1.5 miles southeast of SPM 36.
2.2 JUAYMAH LPG ANCHORAGE
This anchorage has been centered about 2.5 miles northeast of the loading
pier. The depth of water varies from 16 meters and holding ground is fair.
Ships shall use this anchorage only when directed to do so by Ras Tanura
Port Control.
2
JUAYMAH LPG TERMINALS
2.3 VHF COMMUNICATIONS
WHILE UNDERWAY:
Vessels underway in the following areas shall maintain a listening watch
on VHF Channel 10 for Ras Tanura Port Control:
In the Arrival Channel north of Buoy “A”.
Juaymah Pilot Boarding Area.
Juaymah SPM Area.
LPG Anchorage.
JUAYMAH LPG
TERMINALS
•
•
•
•
WHEN AT ANCHOR:
A good listening watch should be maintained on VHF Channel 16 and 10
for information and instructions from any of the following sources:
•
•
Ras Tanura Port Control.
Saudi Aramco Terminal Planners.
UNDER PILOTAGE:
The Harbor Pilots carry portable, intrinsically safe radios for contact with
tugs which operate on Saudi Aramco dedicated mooring frequencies. In
addition, the ship’s main VHF should be open on Channel 13 as back-up
communication.
AT BERTH:
The Terminal will supply a portable intrinsically safe radio to the vessel.
This radio operates on a UHF frequency dedicated to each berth by means
of which constant communication can be maintained during loading.
3
JUAYMAH LPG TERMINALS
3.
BERTHING OF VESSELS
3.1 PILOT BOARDING POSITION
The Juaymah LPG pilot boarding area is situated in a position 1 1/2 miles
southeast of SPM 36.
3.2 MOORING PROCEDURES
JUAYMAH LPG
TERMINALS
MOORING BOATS/LINE BOATS:
Mooring boats are not used at Juaymah LPG Terminal.
HANDLING THE MOORING LINES:
Vessels should have heaving lines ready to take the shore messenger after
landing alongside..
The shore messenger should be made fast to the vessel’s mooring line,
which is then hove ashore by capstan. The ships heaving line should remain
secured to the shore messenger so that the messenger can be passed back
and forth between shore and ship
Heavy wires should be sent one at a time and ropes two at a time. Jetty
crews are continuously on duty to handle mooring lines but will not handle
mooring lines aboard vessels.
3.3 INFORMATION ON BERTHS
CONSTRUCTION & ALIGNMENT:
There are two loading berths that are situated on opposite sides of a
platform.
•
•
Berth 51 is the East (outer) berth.
Berth 52 is the West (inner) berth.
There are four breasting dolphins at each berth and six mooring dolphins.
The tower crane located in the center of the platform is used for moving
operational and maintenance equipment.
The berths are aligned 335 degrees true compass bearing.
Note: No berthing or unberthing is permitted 4 hours after High Water at
berth No 52
INFORMATION COMMON TO BOTH BERTHS:
1. WATER DEPTHS AT BERTHS
Minimum water depth at the berths is approximately 23.8 meters at L.A.T.
4
JUAYMAH LPG TERMINALS
2. PRODUCTS AVAILABLE
Comment…
The onshore production facilities of the LPG Terminal are known as the NGL
(Natural Gas Liquids) Plant. The name ‘NGL’ is thus often erroneously used in
reference to the Terminal. However, no Natural Gas Liquid is exported from the
Terminal.
3. BALLAST & SLOP RECEPTION
None.
4. DOCK DENSITY
Approximately 1032.
5. GANGWAYS.
Shore gangways are used.
6. LOADING ARMS & FLANGE SIZES
1.
CARGO LOADING ARMS:
Each berth is equipped with four 16 inch cargo loading arms. Each arm is
fitted with connections which can be adjusted to fit 12, 14 or 16 inch Class
150 ANSI/ASME flanges.
Each arm may be used for RLPG liquid or vapor return and each is fitted
with quick connect/disconnect hydraulic couplers (QCDC).
Each LPG loading line has an associated circulation return line.
2.
BUNKER LOADING ARMS:
One bunker-loading arm is located at each side of the LPG loading station.
The bunker loading connections can be adjusted to 6 or 8 inch for Class
150 ANSI/ASME flanges.
3.
EMERGENCY AUTOMATIC DISCONNECTION:
All loading arms are fitted with a system for sequential automatic
disconnection. This system will only be activated in an emergency situation,
which requires the urgent removal of a ship from the berth.
5
JUAYMAH LPG
TERMINALS
Butane, propane, diesel oil bunkers and fuel oil bunkers are available on both
berths.
JUAYMAH LPG TERMINALS
7.
1.
LOADING RATES
CARGO:
The maximum loading rate for individual products is 23,000 barrels per
hour if only one product is requested. If the vessel is requesting two
products the maximum loading rate is 15,000 barrels per hour for each
product.
JUAYMAH LPG
TERMINALS
2.
BUNKERS:
The nominal loading rate for fuel oil bunkers is 5,000 barrels per hour and
for gas oil 600 barrels per hour. These can be loaded through both of the
8 inch loading arms located on either side of the LPG loading station.
CONNECTING THE LOADING ARMS - ALL BERTHS:
8.
JETTY CREWS
Jetty crews are on duty continuously to operate the loading arms as
required.
9.
SHIP/SHORE BONDING
All loading connections are equipped with electrically insulated flanges
therefore ship to shore bonding wires must not be used.
10.
CONNECTING A VAPOR LINE
Vapor line must be connected prior to loading LPG cargo or coolant. All
excess vapor which cannot be handled by the vessel’s recovery equipment
will be metered to flare.
11.
SHIP MANIFOLDS
Manifolds should comply with the ‘OCIMF’ Recommendations for manifolds
of Refrigerated Liquefied Gas Carriers for Cargoes from 0o Celsius down
to -104o Celsius.
Due to the size and bulk of the QCDC couplers, a clear area around each
manifold flange of at least 60 centimeters is required. The vessel should
have suitable Class 150 ANSI/ASME reducers and spool pieces fitted to the
manifolds it intends to use.
6
JUAYMAH LPG TERMINALS
4.
PROCEDURES AT BERTH
4.1 DUTY HARBOR PILOT AND TUGS.
Whenever a vessel is at berth, a Harbor Pilot will stand by, either on
board the vessel or on the loading platform, He will be in constant radio
communication with the staff of the vessel and the jetty.
STAND BY TUGS:
One or more tugs will stand by at anchor or moored in sight of the loading
berths.
4.2 LOADING PROCEDURES.
GENERAL:
Special regulations govern the acceptance and loading of gas tankers in
the port of Ras Tanura which includes Juaymah LPG Terminal. Masters
should consult the Saudi Aramco publication “GASRUL 2000 - RULES FOR
HANDLING OF GAS TANKERS AT SAUDI ARAMCO BERTHS”
STOPPING OPERATIONS:
It is the responsibility of the vessel to advise the jetty operators to shutdown
cargo and bunker loading when the vessel’s requirements of cargo and
bunkers are met.
CALCULATIONS:
An independent Inspection Agency is appointed by the Offtaker/Buyers to
determine cargo quantity loaded aboard.
7
JUAYMAH LPG
TERMINALS
LIAISON:
JUAYMAH LPG TERMINALS
5.
COMPLETION & DEPARTURE.
5.1 VACATING THE BERTH
Upon completion of loading, cargo calculation and disconnecting cargo
arms, the vessel will be unberthed.
5.2 PILOTAGE
JUAYMAH LPG
TERMINALS
As soon as vessel is clear of the berth, the Harbor Pilot will disembark. The
vessel will then be free to leave the Port via the Juaymah Departure Channel
if Early Departure Procedure is used and all relevant documentation is on
board.
5.3 PROCEEDING TO ANCHORAGE.
If early departure procedure is not used, the vessel will proceed to the
Juaymah Pilot Boarding Area to await document delivery by the Agent.
8
JUAYMAH LPG TERMINALS
1.
LOCATION CHARTS
•
•
APPROACHES TO JUAYMAH & RAS TANURA
JUAYMAH TERMINAL AREA
2.
DIAGRAMS
•
•
•
•
CALM CONFIGURATION
SALM CONFIGURATION
SPM HOSE CONFIGURATIONS
JUAYMAH NGL BERTHS 51 & 52
JUAYMAH LPG
TERMINALS
ANNEX III
9
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINALS
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINALS
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINALS
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINALS
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINALS
JUAYMAH LPG
TERMINALS
JUAYMAH LPG TERMINALS
21
Jeddah JRD TERMINAL
Jeddah - JRD TERMINAL - CONTENTS
GENERAL RULES & INFORMATION
1.
1.1
1.2
PORT DESCRIPTION & DEFINITION...........................................1
THE JRD TERMINAL BOUNDARIES .............................................1
THE JRD HARBORS....................................................................1
2.
2.1
2.2
2.3
2.4
NAVIGATIONAL INFORMATION.............................................2
METEOROLOGY .......................................................................2
CHARTS AND PUBLICATIONS....................................................4
NAVIGATIONAL AIDS & WARNINGS..........................................4
ANCHORAGE AREAS................................................................4
1.
1.1
NAVIGATION & ARRIVAL........................................................5
ROUTING TO THE TERMINAL.....................................................5
2.
2.1
ARRIVAL COMMUNICATIONS.................................................6
VHF COMMUNICATIONS ..........................................................6
3.
3.1
3.2
3.3
ARRIVAL PROCEDURES...........................................................7
ARRIVAL DIRECTIONS................................................................7
PROCEEDING TO ANCHOR........................................................7
DOCUMENTARY PROCEDURES.................................................7
4.
4.1
TRAFFIC MOVEMENTS & MANEUVERING..............................8
VESSEL TRAFFIC SYSTEM ........................................................8
BERTHING OF VESSELS
1.
1.1
1.2
PILOTAGE...............................................................................9
PILOT BOARDING AREA............................................................9
LIMITING WEATHER CONDITIONS.............................................9
2.
TUGS & OTHER CRAFT...........................................................9
3.
3.1
3.2
3.3
BERTH INFORMATION..........................................................10
INFORMATION COMMON TO ALL BERTHS.............................10
OUTER HARBOR.....................................................................10
INNER HARBOR .....................................................................11
HARBOR ACTIVITIES
1.
1.1
BERTH OPERATIONS.............................................................14
LOADING DOCUMENTS.........................................................14
JEDDAH JRD
TERMINAL
ENTERING THE HARBOR
Jeddah JRD TERMINAL
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
FACILITIES.............................................................................14
REPAIRS..................................................................................14
DIVERS................................................................................... 14
BUNKERS................................................................................14
PROVISIONS, STORES & CURRENCY.........................................16
FRESH WATER.........................................................................16
MEDICAL & HOSPITAL SERVICES.............................................17
TRANSPORT, CREW CHANGES & SHORE LEAVE.......................17
FOREIGN CONSULATES...........................................................17
DRY CARGO & FREIGHT..........................................................18
SHIPPING AGENTS..................................................................18
INSPECTION & SURVEY COMPANIES.......................................19
CLASSIFICATION SOCIETY SURVEYORS...................................20
INTERNATIONAL SHIP & PORT FACILITY SECURITY
CODE - TERMINAL CONTACT..................................................20
JEDDAH JRD
TERMINAL
ANNEX IV...........................................................................................21
Jeddah JRD TERMINAL
JEDDAH - JRD TERMINAL
GENERAL RULES & INFORMATION
1.
PORT DESCRIPTION & DEFINITION
Saudi Aramco’s Jeddah Refinery Department (JRD) Terminal is located on
the Red Sea Coast and lies within the boundaries of the Jeddah Islamic
Port in position approximately…
Latitude
Longitude
21o 26.5’ N
39o 09.5’ E
1.1 THE JRD TERMINAL BOUNDARIES
The JRD Terminal includes all of the waters within the boundaries defined
by the following set of coordinates:
a).
b).
c).
d).
e).
21º 26.78’N
21º 26.35’N
21º 25.82’N
21º 25.37’N
21º 24.83’N
39º 10.0’E
39º 10.2’E
39º 09.6’E
39º 09.5’E
39º 08.8’E
f).
g).
h).
I).
j).
21º 24.70’N
21º 24.12’N
21º 24.32’N
21º 24.90’N
21º 26.47’N
39º 00.0’E
39º 06.3’E
39º 06.3’E
39º 00.0’E
39º 08.1’E
1.2 THE JRD HARBORS
The following two separate harbors form Saudi Aramco’s JRD Terminal…
1. THE OUTER HARBOR
2. THE INNER HARBOR
These harbors are clearly shown on the attached chartlet at the end of
this section.
1
JEDDAH JRD
TERMINAL
The Jeddah Islamic Port boundaries are given in the Rules & Regulations
for Seaports.
Jeddah JRD TERMINAL
2.
NAVIGATIONAL INFORMATION
2.1 METEOROLOGY
CLIMATE :
The climatic conditions affecting the Port of Jeddah are seasonal. In
winter onshore, air temperatures range from 25 degrees centigrade
during the day to about 12 degrees centigrade at night. In summer,
air temperatures range from 35 degrees centigrade during the day
to about 25 degrees centigrade at night. Extreme air temperatures
recorded in recent years in the area have been 49 degrees centigrade
in May and 6 degrees centigrade in February.
JEDDAH JRD
TERMINAL
Temperatures offshore are generally several degrees lower. Relative
humidity varies throughout the year with average values between
65% and 70% in winter and 50% - 55% in summer, however values
of 100% may occur for short periods around dawn. The average
annual rainfall taken over a four year period is 3.2 mm.
WINDS :
The prevailing wind is throughout the year from North/Northwest
with wind speed of 15 knots and above, increasing during the
afternoon. Storms occur as frequently as every 5-10 days and
sometimes can last as long as two weeks although there is little drop
in barometric pressure and very rarely any precipitation during these
storms. Wind speeds of up to 40 knots may occur from the North
or Northwest during the winter months. Sometimes sudden change
of wind direction from South in summer that could range up to 40
knots and may last for about 3 days (usually in August).
TIDES AND CURRENTS :
The tidal range is about 30 cm. (1 ft.) at spring tides, but fluctuations
due to non-tidal effects are up to about 50 cm. (1.6 ft.). The
fluctuations due to non-tidal effects are caused by storms which can
cause mean seal level drop of 60 cm. (2 ft.) during the storms and a
significant increase in mean sea level after the storm or as it subsides.
Generally the tides are semi diurnal with a period of 12 hours 25
minutes. During recent years, a maximum range of 109 cm. and a
minimum range of 75 cm. was observed. Currents in the area are
influenced by local wind conditions, tide, and the general circulatory
pattern of the Red Sea. Generally currents within the port have been
observed at less than 1/2 knot and run parallel to the coast. However,
they are considerably influenced by surface wind activity.
2
Jeddah JRD TERMINAL
SEA CONDITIONS :
Sea conditions can vary considerably within the port limits. Wave
heights in the port area are usually lower than 40 cm. during sea
breezes, but during storms, waves in excess of 2 m. are common
outside the offshore reefs while waves exceeding 1 m. are common
in the inner port area. There is no distinct seasonally in this respect.
(for extreme weather records see appendix-j) .
SEA SALINITY AND SEA WATER TEMPERATURE :
VISIBILITY :
The incidence of fog is rare, but should it occur, it is more likely during
the period from November to April. During the summer months from
May to September the incident of poor visibility (less than 5 miles)
can be quite high due to mist and haze. Throughout the year, dust
storms may occur obscuring the coastline.
EXTREME WEATHER ~ ECHO ANCHORAGE:
Echo anchorage has some protection from the north and the
northwest due to the reefs and orientation of the Red Sea. The
anchorage is open to the southwest.
Brief periods of strong south westerly winds produce the most
dangerous situation. This is a November through March phenomenon
that can be expected once each year.
The theoretical extremes based on one event every 50 years are:
•
•
•
Extreme wind speed - 60 knots
Extreme wave height - 7 meters, from the WSW
Extreme swell - 3 meters
3
JEDDAH JRD
TERMINAL
Seawater temperature is similar to air temperatures and range
between 20 degrees centigrade (77 degrees Fahrenheit) and 31
degrees centigrade (88 degrees Fahrenheit). Salinity varies between
37 and 39 part per thousand.
Jeddah JRD TERMINAL
2.2 CHARTS AND PUBLICATIONS
CHARTS;
British Admiralty Charts: (BA) 138, 2577, 2599
German Chart:
(D) 337
American Chart:
(HO) 3759
TIDE TABLES :
British Admiralty Tide Tables, Volume 2
Atlantic and Indian Oceans
PILOT BOOKS :
JEDDAH JRD
TERMINAL
British Admiralty: NP64.
LIGHT LISTS :
British Admiralty: List of lights and fog signals volume (E).
2.3 NAVIGATIONAL AIDS & WARNINGS
The shape and colors of the buoys in the terminal area and approaches
comply with the IALA System, Region A.
NAVIGATIONAL WARNINGS:
Navigation Warnings are broadcast by Saudi Aramco HZY Radio and by
Jeddah Radio - for frequency details see appropriate radio lists.
2.4 ANCHORAGE AREAS
ECHO ANCHORAGE:
This is the main tanker anchorage at Saudi Aramco Jeddah Port. It is situated
in position 21O23.9N, 039O 05.5E. Tankers must contact Jeddah Islamic
Port on CH. 12 and Aramco Port Control on CH. 11 prior to anchoring
in order to avoid blocking SW channel. Ships must anchor clear from the
SW channel to avoid close proximity with outbound ships departing from
Saudi Aramco Port.
INNER ANCHORAGE;
This anchorage is located between the NW channel, SW channel and
the Inner channel. Only one ship is allowed to anchor in this anchorage
providing the Senior Pilot grants permission.
4
Jeddah JRD TERMINAL
ENTERING THE HARBOR
1.
NAVIGATION & ARRIVAL
1.1 ROUTING TO THE TERMINAL
QAHAM BEACON TO INNER ANCHORAGE:
This route is no longer used and is for emergencies only. It is controlled
by Jeddah Islamic Port (JIP) and its pilotage. All vessels bound for
Saudi Aramco Jeddah Refinery Terminals will use the South Approach
Channel.
Again parameters exceed those required for the JRD Terminal/berths,
with the exception of the shallower water in the entrance to the
main berths area. These patches to 42 feet (12.80 meters) draught
restrict tankers berthing at main berths.
SOUTH APPROACH CHANNEL:
All vessels bound for JRD berths and terminals will use this channel,
and pilots will board west of the channel entrance in the vicinity of
the Murawas Buoy. Vessels waiting to berth should anchor in the
“Echo” anchorage, but keeping the South Channel entrance clear.
Local bunker tankers of 5.5m draft or less may anchor in “Bravo”
anchorage to the NW of Saudi Aramco inner anchorage.
INNER TERMINAL APPROACH CHANNEL:
Vessels up to a maximum draught of 11.5 meters can navigate the
approach channel.
Vessels up to a maximum length of 200 meters can use the turning
circle off the berths.
Berthing at inner terminal will be stern to the berth with 2 bow
anchors and AFT 6 - 8 mooring lines to shore.
5
JEDDAH JRD
TERMINAL
INNER ANCHORAGE TO TERMINALS:
Jeddah JRD TERMINAL
2.
ARRIVAL COMMUNICATIONS
Refer to “COMMON RULES & INFORMATION”, section 6.0 “RADIO
COMMUNICATIONS & MESSAGES”, and in particular section 6.4 “THE
STANDARD MESSAGES”.
2.1 VHF COMMUNICATIONS
EARLY CONTACT:
VHF contact with JRD Aramco Port Control should be established
within 100 miles of the Port on VHF Ch.11 (or more in good
propagation conditions) and maintained when anchored.
MAINTAINING CONTACT:
JEDDAH JRD
TERMINAL
Radio watch must be maintained on channel 16 and 11 at all times.
The following VHF Channels are used in Jeddah
Channel
16
Freq. (MHz)
156 - 800
Usage
International calling and distress.
Jeddah Islamic Port channels
09
12
69
13
156 - 450
156 - 600
156 - 475
156 - 650
Pilotage and berthing operations
Signal station - working channel.
Pilotage and berthing operations.
Bunker vessels - operations.
Saudi Aramco JRD terminal channels
11
73
6
156 - 550
156 - 675
General calling and operations
Pilotage and berthing operations
Jeddah JRD TERMINAL
3.
ARRIVAL PROCEDURES
3.1 ARRIVAL DIRECTION
APPROACHING FROM THE NORTH:
As the mountains are often obscured, the following directions for an
approach from N have been recommended.
From a position 10nm SW from Shi’b al Kabir (Lat 21°40’N,
Long 038°49’E) steer 094°. When Shi’b Qaham light beacon (Lat
21°27.3’N, Long 039°06.5’E) bears 141° distance 6.5nm it should
be kept on that bearing until 2nm from it; this track lies in a white
sector of the light.
From a position NNE of Shi’b Mismari, it is recommended to steer
NNE with Shi’b Mismari light bearing 206°, astern and thence light
beacon No 31, bearing 026°, ahead; this leads E of a rocky bank
and Anchorage “D” and W of Shi’b Jeddah (Lat 21°28.5’N, Long
039°06.4’E) and Shi’b Qaham, to the entrance to Al Hariy.
3.2 PROCEEDING TO ANCHOR
Tankers must contact Jeddah Islamic Port on CH. 12 and Aramco Port
Control on CH. 11 prior to anchoring in order to avoid blocking SW channel.
Vessels for the JRD terminal, which are instructed to anchor to wait for a
berth, shall do so in the “E” anchorage. Such vessels shall advise their
anchoring time to the Jeddah Islamic Port Signal Tower on Channel 12 and
to JRD Saudi Aramco Pilots on Channel 11.
3.3 DOCUMENTARY PROCEDURES
GENERAL CLEARANCE:
On arrival of the ship at anchor or berth, and given that all pre-entry
requirements have been fulfilled, the ship will be boarded by the
following for completion of the required formalities…
•
•
•
Immigration Authorities
Frontier Force
Port Health Officer
Vaccination certificates
A letter from the Master is required stating that the ship is free of
SARS. Crew members shall have valid certificates of vaccination for:
•
•
Yellow fever (6 years).
Cholera (6 months).
NOTICE OF READINESS:
Notice of Readiness (N.O.R.) should be addressed to Saudi ARAMCO,
JRD Terminal.
7
JEDDAH JRD
TERMINAL
APPROACHING FROM THE SOUTH:
Jeddah JRD TERMINAL
4.
TRAFFIC MOVEMENTS & MANEUVERING
4.1 VESSEL TRAFFIC MANAGEMENT SYSTEM
Vessels are forbidden to enter or navigate within the harbor limits without
the approval of the Port Control Center.
Jeddah ISLAMIC PORT CONTROL:
All Marine services and shipping movement within the Port Limits of
Jeddah Islamic Port Area are monitored and controlled by the Signal
Station of the Islamic Port.
JEDDAH JRD
TERMINAL
The station is manned 24 hours a day and maintains VHF-watch on
Channel 12. Information can be provided to Masters and Pilots on
all navigational matters, including wind and visibility, navigational
aids and shipping movements within the Port Area.
Port Surveillance Radar is in operation by the Islamic Port Signal
Tower.
SAUDI ARAMCO - JRD PORT CONTROL CENTER:
In addition to Jeddah Islamic Port Control, the JRD Port Control
Center provides all information on berthing schedules, availability
of pilots etc.
JRD Port Control also monitors the movement of vessels entering
the Saudi Aramco anchorage or the Saudi Aramco South West
Channel.
This station is manned 24 hours per day, 7 days a week, and maintains
continuous watch on channel 11.
8
Jeddah JRD TERMINAL
BERTHING OF VESSELS
1.
PILOTAGE
1.1 PILOT BOARDING AREA
The S.A. inner anchorage is 4.5 miles from the pilot boarding area with
least depth in the channel of 16.8m - maximum draft 15.5m.
(This anchorage is usually used for tankers waiting to berth or the taking
of shore samples, or for the supply of materials to Aramco vessels.)
1.2 LIMITING WEATHER CONDITIONS
•
•
•
•
2.
Limiting conditions for the Pilot to board the vessel are wave
height of 2 meters and wind over 25 knots (Force 6.).
Limiting conditions for berthing and mooring operations are
wind speed over 25 knots (Force 6)
Unberthing operations not to be carried out in the Outer
Harbor for ships in ballast condition if the wind speed is over
25 knots.
Limiting conditions for berthing and unberthing from Inner
Harbor at NIGHT is wind speed over 20 knots.
TUGS & OTHER CRAFT
The following craft are currently available to vessels using JRD Terminal…
CRAFT
TYPE
PROPULSION
SYSTEM
Lamnalco Tug
Twin screw
Blackbird
Azimuth
Misfah 7,9 Tug
Voith Schneider
water tractor
Rabigh 4 Tug
Voith Schneider
water tractor
*Naft ,7
Pilot
*Naft 1,2 Mooring Ansar 15 Tug
Azimuth
HP
5000
2400
2680
4700
BOLLARD PULL LENGTH
(METERS)
60
26.00
28
52
2X2500 60
29.63
30.50
28.44
8.1
8.1
27
9
JEDDAH JRD
TERMINAL
ARAMCO - JRD Pilot boarding area for JRD - Terminal bound vessels is
approximately 1 mile west of Murawas Buoy at the north end of “Echo”
anchorage. Pilot will embark and disembark from twin screw, or Voith
Schneider pilot vessels or tugboats. When approaching the Pilot boat the
Master of every vessel must reduce speed to a minimum for steerageway,
maintain VHF contact with the Pilot Boat, and provide a good lee.
Jeddah JRD TERMINAL
3.
BERTH INFORMATION
3.1 INFORMATION COMMON TO ALL BERTHS
PRODUCTS AVAILABLE:
1. BUNKERS
Fuel & diesel bunkers available by hose to chartered vessels.
2. FRESH WATER
In Emergency available by hose at Main Berths # 1 & 2 otherwise by
Barge at Anchorage.
JEDDAH JRD
TERMINAL
BALLAST & SLOP RECEPTION:
Not available
DOCK DENSITY:
Approximately 1030.
LOADING RATES:
Maximum pressure on the cargo / bunker hoses is 7 Kg /cm2
WEATHER LIMITATIONS:
Cargo operations are normally suspended if the wind speed exceeds
35 knots (Force 7 Beaufort scale). Vessels must be prepared to vacate
the berth if wind exceeds 40 knots.
3.2 OUTER HARBOR
GENERAL INFORMATION:
1. BERTH CONSTRUCTION
The jetties are extended concrete dolphins, protected by Bresting
dolphins. Cargo hoses are provided at each of the loading
platforms.
Maximum approach velocity of 0.3 m/sec. perpendicular to berthing
line at a maximum angle of skew of 7 degrees.
10
Lighting of jetties consists of sodium vapor floodlights fixed on mast
along the center of the jetty.
Jeddah JRD TERMINAL
2. BERTHING & MOORINGS
Vessels berth starboard side to the berths.
3. USE OF DERRICKS
Derricks of SWL 10 tons are required to lift the loading hoses.
4. MOORING BITTS
Vessels should have suitable mooring bitts to secure tugboats
MAIN BERTH NO. 1 :
•
•
•
•
Deadweight: 100,000 tonnes.
Maximum Draft: 14.0 meters.
Minimum parallel body length 60 meter (Fw. Manifold 37, Aft
Maniflold 23)
Maximum length 250 meters. Least depth at berth 16.4 meters.
MAIN BERTH NO. 2:
MAXIMUM BERTHING PARAMETERS
Same as for main berth No. 1.except the parallel body of midship
section to be at least 106 meters - for’d to manifold 53m & aft to
manifold 53m.
Note: Back springs (1 & 2 berths) are sent ashore by use of ship’s
heaving lines and messengers, while all other lines are taken ashore
by Line boats
3.3 INNER HARBOR
GENERAL INFORMATION:
1. BERTH CONSTRUCTION
Lighting of jetties consists of sodium vapor floodlights fixed on mast
along the center of the jetty.
11
JEDDAH JRD
TERMINAL
MAXIMUM BERTHING PARAMETERS
Jeddah JRD TERMINAL
2. BERTHING & MOORINGS
Mediterranean moorings are used for all ships berthed in the Inner
Harbor. JRD mooring boats will be used to assist during mooring
operations.
3. ANCHORS
Both anchors should be operational with the ability to operate
individually.
4. MOORING BITTS
Vessel should have suitable mooring bitts to secure tugboats.
JEDDAH JRD
TERMINAL
5. MANIFOLD ARRANGEMENTS
Proper hose securing arrangements should be fitted on tankers using
Jeddah Inner Harbor.
BUNKER BERTHS 2 & 3:
1. MAXIMUM BERTH PARAMETERS
Deadweight/Draft:
•
•
•
•
Berth #1 DWT 4,000 tons
Berth #2 & 3 DWT 6,000 tons
No.2 berth : Draft: 5.5 meters. Max
No.3 berth: Draft: 8.5 meters Max
With the prior approval of the Chief Harbor Pilot, vessels exceeding
the deadweight given above may be accepted.
2. MAXIMUM WATER DEPTH
7.0 meters
3. USE OF DERRICKS
Derricks of SWL 1 to 3 tons are required to lift the loading hoses.
BUNKER BERTHS 4 & 5:
1. MAXIMUM BERTH PARAMETERS
•
•
12
Deadweight: 30,000 tonnes.
Draft: 11.0 meters.
Jeddah JRD TERMINAL
2. MAXIMUM WATER DEPTH
12.5 meters
3. USE OF DERRICKS
Derricks of SWL 5 tons are required to lift the loading hoses.
BUNKER BERTHS 6 & 8:
1. MAXIMUM BERTH PARAMETERS
•
•
Deadweight: 50,000 tons
Draft: 11.5 meters
JEDDAH JRD
TERMINAL
2. MINIMUM WATER DEPTH:
12.8 meters.
3. USE OF DERRICKS:
•
•
Derricks of SWL 5-10 tons are required to lift the cargo hoses.
Cargo Hoses Connection will be carried out by ship crew and
supervised by terminal representative.
13
Jeddah JRD TERMINAL
HARBOR ACTIVITIES
1.
BERTH OPERATIONS
1.1 LOADING DOCUMENTS
LOADING/DISCHARGE AGREEMENT:
Prior to loading/discharge, the Terminal Shift Supervisor will contact
the officer in-charge for the loading/discharge operation on board the
tanker and discuss and agree on the loading/discharge plan. Cargo
Inspectors will board to take samples and measure the cargo.
2.
FACILITIES
JEDDAH JRD
TERMINAL
2.1 REPAIRS
Beta Co for contracting
PO Box 40721
Jeddah 21511
Saudi Arabia
Tel:
+966 2 647 7764
Fax:
+966 2 648 5074
Tlx:
404237 JSRY SJ
Contact: Vice President, Maj. G. N S Al-Riffi
2.2 DIVERS
Deep sea divers, operating from modern and well equipped boats are
available. Ship’s agents must be contacted for this service.
2.3 BUNKERS
Bunkers are available through local bunker suppliers. Arrangements,
however, must be made through the agent.
BUNKER AGENTS:
1. ARABIAN CO. FOR AGENCIES, TRADING & DEV.
Box 5973
Jeddah 21432
Tel. (02) 691-2251
Fax (02) 691-1109
14
Jeddah JRD TERMINAL
2. ARABIAN EST. FOR TRADE & SHIPPING LTD.
Box 832,
Jeddah 21421
Tel. (02) 642-2808 / 642-2852
Fax (02) 644-0285
Telex 611138 AET SJ/602878 AET SJ
3. ARABIAN PETROLEUM SUPPLY CO. (S.A) (APSCO)
JEDDAH JRD
TERMINAL
Box 14081,
Jeddah 21431
Tel. (02) 637-1120 / 637-8254
Fax (02) 636-2366
Telex 602613 APSCO SJ
4. BAKRI BUNKER TRADING CO. LTD.
Box 3757
Jeddah 21481
Tel. (02) 651-9995
Fax (02) 651-2908
Telex 601557 SJ / 601557 BAKRI SJ / 602125 PENTA SJ
5. ELHAWI SHIPPING,
Box 3837,
Jeddah 21481
Tel. (02) 647-0368 / 647-7767
Fax (02) 647-2472
Telex 601164 HAWI SJ / 602812 ELSHIP SJ
6. YUSUF BIN AHMED KANOO
Box 812
Jeddah 21421
Tel. (02) 667-3759
Fax (02) 669-5801
Telex 602051 KANSHIP SJ / 601039 YBAK SJ
7. NATIONAL BUNKERING CO. LTD.
Box 6471
Jeddah 21442
Tel. (02) 669-2203 / 669-2206
Fax (02) 669-4046
Telex 602080 ALCO SJ
15
Jeddah JRD TERMINAL
8. NATIONAL SHIPPING AGENCIES CO. LTD.
Box 6471
Jeddah 21442
Tel. (02) 669-2203 / 669-2206
Fax (02) 669-4046
Telex 600042 ALDA SJ / 600043 HAFNA SJ
9. ORIENTAL COMMERCIAL AND SHIPPING CO. LTD.
Box 160
Jeddah 21411
Tel. (02) 548-1584
Fax (02) 647-6775
Telex 601203 BOKARI SJ / 604737 ARBNAV SJ
JEDDAH JRD
TERMINAL
10. PETROSTAR CO. LTD.
Box 5910
Jeddah 21432
Tel. (02) 647-4000
Fax (02) 647-3284
Telex 601573 PESTAR SJ
11. SAUDI SHIPPING & MARITIME CO. LTD. (TRANSHIP)
Box 7522
Jeddah 21472
Tel. (02) 644-2008 / 644-0577
Fax (02) 644-0932
Telex 601845 TRAN SJ
2.4 PROVISIONS, STORES & CURRENCY
PROVISIONS:
Frozen meat (except pork), fish and fresh vegetables are available
locally; however, Masters are advised to contact their agents well in
advance to establish availability and prices.
STORES :
Local availability of chandler items is limited and Masters should
contact their agents well in advance to establish availability.
2.5 FRESH WATER
Fresh water is supplied by agents and arrangements have to be made
through the agent.
16
Jeddah JRD TERMINAL
2.6 MEDICAL & HOSPITAL SERVICES
Medical facilities are available for treatment of emergency cases.
Masters should if possible, provide advance notice to their agent of their
requirements, together with name, rank, nationality, passport or seaman’s
identity book number including date of issue and place of issue.
2.7 TRANSPORT, CREW CHANGES & SHORE LEAVE
CREW CHANGES:
Name, Rank, Nationality, Passport or seaman’s identity book number
including date of issue and place of issue, and final destination.
2.8 FOREIGN CONSULATES
Country
Algeria
Argentina
Australia
Austria
Bahrain
Bangladesh
Belgium
Brazil
Brunei
Cameroon
Canada
Chad
Comoros
Denmark
Djibouti
Egypt
Ethiopia
Finland
France
Germany (FDR)
Ghana
Greece
Guinea
Telephone
665-3202
660-2626
665-1303
651-1816
669-2005
687-8465
651-3592
651-5124
665-0565
687-2552
667-1156
661-2095
670-3392
665-9183
683-5395
660-5025
665-3444
651-5660
661-0341
665-3545
660-1429
667-4088
665-3718
Country
Lebanon
Libya
Malaysia
Mali
Malta
Mauritania
Mexico
Morocco
Netherlands
Niger
Nigeria
Norway
Oman
Pakistan
Philippines
Qatar
Senegal
Singapore
Somalia
Sudan
Sweden
Switzerland
Syria
Telephone
661-0000
665-2758
667-4462
651-5304
665-7973
687-8171
643-3238
669-5234
660-8015
665-1551
671-6865
651-7729
669-1418
669-1047
660-0348
665-2538
665-4505
643-6677
651-3076
647-1090
665-4735
651-0776
660-5801
17
JEDDAH JRD
TERMINAL
Crew changes can be arranged at the Port of Jeddah subject to the
approval of the Government Authorities. Masters should advise their
agent of repatriation requirements as far in advance as possible.
Agents require the following information for each crewmember that
is to be repatriated.
Jeddah JRD TERMINAL
Foreign Consulates - continued…
Country
India
Indonesia
Iran
Iraq
Italy
Japan
Jordan
Kenya
Korea (South)
Kuwait
Telephone
652-0112
651-7440
665-8850
660-7372
642-1451
665-2402
660-7360
665-3718
669-0070
660-4898
Country
Taiwan
Tanzania
Thailand
Tunisia
Turkey
U.A.E.
U.K.
U.S.A.
Yemen
Zaire
Telephone
660-2264
665-7528
665-5318
660-5320
660-1607
651-5434
654-1811
667-0080
687-7977
665-2977
2.9 DRY CARGO & FREIGHT
JEDDAH JRD
TERMINAL
No dry cargo facilities exist in the JRD Terminal. All Saudi Aramco freight is
handled through the Saudi Arabian Government Ports in the area.
2.10 SHIPPING AGENTS
1. FAISAL M. HIGGI EST.
Al-Boghdadyah/5 – (18) Al-Wajh Street #13
Box 24507
Jeddah 21541, KSA
Tel. (02) 645-4477
Fax.(02) 645-4170
Telex: 602207 Higgi sj
E-mail: Jeddah@faisal-higgi.com
2. ARABIAN ESTABLISHMENT FOR TRADE & SHIPPING
Box 832
Jeddah
Tel. (02) 644-41915
Telex: 601138 AET SJ
3. BINZAGR BARBER
Binzagr Saudi Shipping Co. Ltd.
Box 208
Jeddah
Tel. (02) 651-9136
Telex 601818 BINZAGR SJ
18
Jeddah JRD TERMINAL
4. EL HAWI SHIPPING
Box 3837
Jeddah
Tel. (02) 647-7767
Telex 601164 EL HAWI SJ
5. GULF AGENCY COMPANY
Box 2038
Jeddah
Tel. (02) 653-1964 / 653-1968
Telex 601047 GASHIP SJ
JEDDAH JRD
TERMINAL
6. SHOBOKSHI MARITIME CO.
Box 6560
Jeddah
Tel. (02) 6678-0086 / 667-5954
Telex 602654 SHOM SJ
2.11 INSPECTION & SURVEY COMPANIES
1. CALEB BRETT
Box 6670
Jeddah 21452
Tel. (02) 665-7037
Telex 605692 CARETT SJ
2. REZAYAT CO. LTD.
Box 6670
Jeddah 21452
Tel. (02) 661-1333 / 661-1132
Fax (02) 660-0297
Telex 600272 REZYAT SJ
3. SGS INSPECTION SERVICES SAUDI ARABIA LTD.
Redwood division
(petroleum / gas / chemicals / etc.)
Box 11023
Jeddah 21453
Tel. (02) 661-0106 / 661-4387 / 661-9792
Fax (02) 669-1324
Telex 604084 SGSJED SJ
Attn :
Capt. Roy Hamilton, Operations Manager
Mr. Steve Harvey, Redwood Branch Manager
19
Jeddah JRD TERMINAL
2.12 CLASSIFICATION SOCIETY SURVEYORS
1. AMERICAN BUREAU OF SHIPPING Jeddah
Tel. (Fax) (02) 669-2824
Telex 601039
2. BUREAU VERITAS
C/O Orri Navigation Company.
Jeddah
Tel. (02) 643-2144 / 643-3566
Telex 600129 MIDSHIP
3. LLOYDS REGISTER
JEDDAH JRD
TERMINAL
Box 2214
Sultan Center
Jeddah
Tel. (02) 653-3628 / 653-3165
Telex 605720 LRJGD SJ
4. DET NORSKE VARITAS
C/O Haji Abdullah Alireza
Jeddah
Tel. (02) 665-6321 / 642-2233
Telex 601037 REZA
2.13 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE
CONTACT INFORMATION Jeddah TERMINAL ASSISTANT PFSO:
Duty Senior Harbour Pilot
Tel. 00966 2 4275666
00966 2 4275561- 24hrs contact
00966 2 4275577- 24hrs contact
Fax. 00966 2 4275668
Email: samir.jamalhariri@aramco.com
20
Jeddah JRD TERMINAL
1.
LOCATION CHARTS
•
•
Jeddah TERMINAL & HARBOUR
Jeddah TERMINAL AREA
JEDDAH JRD
TERMINAL
ANNEXE IV
21
JEDDAH JRD
TERMINAL
Jeddah JRD TERMINAL
JEDDAH JRD
TERMINAL
Jeddah JRD TERMINAL
RABIGH INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT - CONTENTS
GENERAL RULES & INFORMATION
1.
1.1
1.2
1.3
1.4
1.5
1.5.1
PORT DESCRIPTION & DEFINITION..................,......................1
LOCATION................................................................................1
DESCRIPTION............................................................................1
LIQUID CARGO PORT.................................................................1
PIONEER PORT...........................................................................1
DRY CARGO PORT......................................................................2
EAST JETTY................................................................................2
2.
2.1
2.2
2.3
2.4
NAVIGATIONAL INFORMATION............................................3
METEOROLOGY........................................................................3
CHARTS AND PUBLICATIONS....................................................4
NAVIGATIONAL AIDS & WARNINGS...........................................5
ANCHORAGE AREAS.................................................................7
1.
1.1
1.2
ARRIVAL COMMUNICATIONS................................................8
STANDARD ARRIVAL MESSAGE.................................................8
VHF COMMUNICATIONS...........................................................8
2.
NOTICE OF READINESS...........................................................9
BERTHING OF VESSELS
1.
1.1
PILOTAGE & BOARDING AREA.............................................9
OPERATIONAL LIMITS................................................................9
2.
2.1
TUGS & TOWAGE...................................................................9
TUGS......................................................................................9
3.
3.1
3.2
3.3
MOORING PROCEDURES.......................................................9
MOORING BOATS/LINE BOATS.................................................9
MOORING ARRANGEMENT.....................................................10
OPERATIONAL AND BERTHING CRITERIA.................................10
4.
.1
4.2
4.3
4.4
TANKER BERTHS...................................................................11
LOCATION OF THE BERTHS......................................................11
DESCRIPTION OF THE BERTHS.................................................11
CONSTRUCTION....................................................................11
COMMON INFORMATION.......................................................12
RABIGH
INDUSTRIAL PORT
ENTERING THE HARBOR
RABIGH INDUSTRIAL PORT
HARBOR ACTIVITIES
1.
1.1
2.2
BERTH OPERATIONS.............................................................14
MEASUREMENTS & SAMPLING................................................14
BALLAST & SLOP RECEPTION...................................................14
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
FACILITIES.............................................................................15
BUNKERS................................................................................15
PROVISIONS, STORES & CURRENCY.........................................15
FRESH WATER.........................................................................15
MEDICAL & HOSPITAL SERVICES.............................................15
CREW CHANGES & SHORE LEAVE...........................................15
SHIPPING AGENTS...................................................................15
INSPECTION & SURVEY COMPANIES........................................15
INTERNATIONAL SHIP & PORT FACILITY SECURITY
CODE - TERMINAL CONTACT..................................................15
ANNEX V............................................................................................17
RABIGH
INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT
GENERAL RULES & INFORMATION
1.
PORT DESCRIPTION & DEFINITION
1.1
LOCATION
The Port of Rabigh is situated on the East coast of the Red Sea in Saudi
Arabia in a position approximately LAT 22O 39’ N LONG 38O 59’ E. This is
about 150 km North of Jeddah.
1.2
DESCRIPTION
The deep water entrance channel is about 1300 meters long, depth
28 meters and width 240 meters, and marked with lighted channel
beacons. It leads to the turning basin which has a depth of 27 meters
and diameter about 900 meters. The turning basin is also marked with
lighted beacons.
The overall dimensions of the entrance channel are 400 meters wide by
about 2400 meters long.
The port consists of the following four ports or terminals…
1.3
LIQUID CARGO PORT
This is the tanker terminal and is described in greater detail under “Berthing
of Vessels - 4. Tanker Berths”.
1.4
PIONEER PORT
This harbor, known as the Pioneer Port, is for the exclusive use of tugs, pilot
boats, mooring boats and other small craft. The Pioneer Port is situated in
the South part of the harbor and west of the Liquid Cargo Port.
It has a maximum depth of 15 meters and a width of 350 meters. There
are four concrete finger piers on piles, with depths between 7 and 15
meters. These are situated on the south side of the Pioneer Port.
1
RABIGH
INDUSTRIAL PORT
Rabigh is a deep water port protected by an offshore barrier reef running
parallel to the coast. The location plan shows the port configuration with
entrance channel, turning basin, Liquid Cargo Port, Pioneer Port, Dry
Cargo Port and Dry Cargo Pier.
RABIGH INDUSTRIAL PORT
1.5
DRY CARGO PORT
This harbor, known as the Dry Cargo Port is used exclusively for yachts and
by the Frontier Force.
It is a non commercial area extending Eastward of the main commercial
port. It has a maximum depth of about 12 meters. The end of the Dry
Cargo Port is marked by a lighted special mark beacon.
1.5.1 East Jetty
This Jett is used by Ro-Ro and General Cargo ship as per the following
conditions;
Ro-Ro max LOA 150 m, DWT 13740 Draft of 8.3 meters.
General Cargo ships max LOA 152.6, DWT 21200 and Draft of
8.3meters
This Jetty has a maximum depth of 9.1 meters.
1.6 West Berth
RABIGH
INDUSTRIAL PORT
This berth is situated north of the Tugs Jetty area. It has a depth of 10
meter, Max Draft of 9.1 and LOA of 155.
Bagged sulpher cargo is loaded from this berth as well as general cargo.
RO-RO can use this berth using a Mediterranean mooring. RO-Ro ship
must have two operational anchors.
Max DWT for this berth is as follows, RO-RO 13740, General Cargo 21200,
and sulpher 15000
2
RABIGH INDUSTRIAL PORT
2.
NAVIGATIONAL INFORMATION
2.1
METEOROLOGY
CLIMATE:
Tropical desert, hot climate with humidity very high during summer
months. Winter is mild and pleasant.
The weather conditions are seasonal:
1. NOVEMBER TO FEBRUARY
Average temperatures range from 18º Celsius at night to 30º Celsius
during the day. Average humidity 65%. Rain may be experienced
but very rarely during December or January, and does not normally
last more than 2 hours.
2. MARCH TO OCTOBER
Average temperatures range from 25º Celsius during the night to
38º Celsius during the day. Average humidity 82%. August is the
hottest month.
WIND, SEA CONDITION & VISIBILITY:
1. NORMAL CONDITIONS
The prevailing winds are North to Northwest occurring 70% of the
time. The wind speed normally ranges between 5 and 25 knots,
although in rare instances, winds of higher speeds have been
recorded.
The wind usually starts about 1000 hrs, reaches its maximum strength
at noon then reduces about 1900 hrs.
The state of the sea, with a northwest wind is slight to moderate
outside the port.
2. GALE OR STORM CONDITIONS
Easterly winds reaching gale force 7 may be experienced occasionally
between December and March. On rare occasions, winds reaching
violent storm force 11 have been experienced.
The signs of an impending storm are clouds, which begin to appear
3
RABIGH
INDUSTRIAL PORT
The rainfall varies between 10 to 65 mm and has a monthly average
of 5 mm.
RABIGH INDUSTRIAL PORT
from south or southwest. The storm will break suddenly followed by
heavy rain and thunder.
Visibility at this time is usually limited to about 1 mile due to sand.
The sea state will be rough to very rough. However, the port is,
generally, not much affected by the state of the sea or swell.
3. VISIBILITY
Poor visibility due to fog is rare. When it is experienced it is usually
during the morning hours. Dust storms, however, may occur
throughout the year and these can obscure the coastline.
TIDES AND CURRENTS:
The tide cycle is semi-diurnal. Elevation of the tide levels in relation
to the mean sea level are as follows:
RABIGH
INDUSTRIAL PORT
•
•
•
•
L.L.W.L…………. …………….. - 0.74 meters
H.H.W.L. …………………………+
0.74 meters
M.S.L.. …………………………… 0.00 meters
MEAN DAILY TIDAL RANGE …. 0.34 meters
Local currents are affected by the general circulation of currents in
the Red Sea. The normal flow is Northwesterly at 0.5 knots or less.
The port of Rabigh is relatively unaffected by tides or currents.
SEA WATER:
Sea water temperature - ranges from 22º to 29º Celsius.
2.2
CHARTS AND PUBLICATIONS
The following charts are available for the port of Rabigh and its
approaches.
CHARTS:
•
•
•
British Admiralty charts:
64, 926.
United States Coastguard charts: 62250. (Omega)
Saudi Arabian Charts:
18, 182.
PUBLICATIONS:
1. TIDE TABLES
British Admiralty: Volume 2, Atlantic and Indian Oceans.
4
RABIGH INDUSTRIAL PORT
2. ADMIRALTY PILOT
British Admiralty: Red Sea, Gulf of Suez and Aden pilot (plus
supplement) No 64.
3. LIST OF LIGHTS
British Admiralty: List of Lights and Fog Signals Volume E.
2.3
NAVIGATIONAL AIDS & WARNINGS
The shape and colors of the buoys in the terminal area and approaches
comply with the I.A.L.A. System, Region A.
BEACON NO 12 ~ SHI’B AL KHAMSA :
2. CHARACTER AND LUMINOUS RANGE:
White light flashing (1) every 5 seconds, 1 second on - 4 seconds off.
Luminous range 16 miles.
3. STRUCTURE AND ELEVATION
Iron column, 90 cm diameter on concrete base,
Painted yellow above black, with round railing
Platform on top. Elevation O.4 meters.
4.
•
•
•
•
•
REMARKS
Radar reflector.
Racon X + S band, code letter “O” (dash-dash-dash) every 48 sec.
360º.
Solar powered.
Range 20 miles.
BEACON NO 13 ~ SHI’B AL ABIYADH:
1. POSITION
Lat. 22º 42.7’ N. Long. 38º 48.3’ E.
2. CHARACTER AND LUMINOUS RANGE:
White light very quick flashing (6) plus long flash every 15 seconds.
Luminous range 10 miles
3. STRUCTURE AND ELEVATION
Iron column 75 cm diameter on concrete base, painted yellow above
black, with round railing platform
on top. Elevation 12.00 meters.
5
RABIGH
INDUSTRIAL PORT
1. POSITION
Lat. 22º - 44.9’ N. Long. 38º- 37.2’ E.
RABIGH INDUSTRIAL PORT
4. REMARKS
• RADAR REFLECTOR
• Top marks: Two black cones (south cardinal mark).
• Important: Deep draft vessels should not pass less than 0.7
miles south of this beacon.
BEACON NO 14 ~ TANDA ROCK :
1. POSITION
Lat. 22º 43.6’ N. Long. 38º 56.0’ E.
2. CHARACTER AND LUMINOUS RANGE:
White light quick flashing (60) every 60 seconds. 0.3 second on - 0.7
seconds off. Luminous range 8 miles
3. STRUCTURE AND ELEVATION
Iron column, 74 cm diameter on concrete base, with round railing on
top. Painted black above yellow.
Elevation 10.2 meters.
RABIGH
INDUSTRIAL PORT
4. REMARKS
• Radar reflector
• Top mark:
Two black cones (north cardinal mark)
BUOY NO 15 ~ TANDA ROCK REEF BUOY:
1. POSITION
Lat. 22º 44.6’ N. Long. 38º 55.8’ E.
2. CHARACTER AND LUMINOUS RANGE:
White light very quick flash (100) every 60 seconds. 0.2 seconds on
- 0.4 second off,). Recon letter (G)
Luminous range 4 miles.
3. STRUCTURE AND ELEVATION
Iron buoy painted black above yellow. Elevation 3.4 meters.
4. REMARKS
• Top mark: Two black cones (north cardinal mark). Recon letter (G
FAIRWAY BUOY:
1. POSITION
Lat. 22º 43.2’ N. Long. 38º 57.7’ E.
2. CHARACTER AND LUMINOUS RANGE:
White light flashing (1) long every 10 seconds. Luminous range 5
miles.
6
RABIGH INDUSTRIAL PORT
3. STRUCTURE AND ELEVATION
Iron buoy painted yellow. Elevation 4 meters.
4. REMARKS
• Top mark: Single red sphere (Mid channel mark).
PORT HAND CHANNEL BUOY :
1. POSITION
Lat. 22º 44.1’ N. Long. 38º 58.5’ E.
2. CHARACTER AND LUMINOUS RANGE:
Flashing red. Luminous range 3 miles
3. STRUCTURE AND ELEVATION
Iron can buoy painted red. Elevation 4 meters.
4. REMARKS
• Top mark: Lateral mark.
NAVIGATION WARNINGS ARE BROADCAST BY SAUDI ARAMCO
HZY RADIO AND BY JEDDAH RADIO - FOR FREQUENCY DETAILS
SEE APPROPRIATE RADIO LISTS.
2.4
ANCHORAGE AREAS
The deep water anchorage area allocated for tankers is South of the port
entrance and approximately 0.5 miles South East of the Fairway Buoy.
Soundings in this area average about 70 meters.
ANCHORAGE FOR ULCC’S:
The deep-water anchorage for ULCC’s is in position
Lat:
22º 45’ 00” N
Long: 38º 57’ 15” E
ANCHORAGE FOR SMALLER VESSELS
Smaller vessels may anchor near or southeast of Tanda rock beacon,
where the soundings range from 10 to 30 meters.
7
RABIGH
INDUSTRIAL PORT
NAVIGATIONAL WARNINGS:
RABIGH INDUSTRIAL PORT
ENTERING THE HARBOR
1.
ARRIVAL COMMUNICATIONS
Refer to “COMMON RULES & INFORMATION”, section 6.0 “RADIO
COMMUNICATIONS & MESSAGES”, in particular section 6.4 “THE
STANDARD MESSAGES”.
1.1
STANDARD ARRIVAL MESSAGE
Message reads:
FROM: SAUDI ARAMCO RABIGH
1.2
VHF COMMUNICATIONS
EARLY CONTACT:
RABIGH
INDUSTRIAL PORT
VHF contact with Rabigh Pilots should be established within 100 miles
of the Port (or more in good propagation conditions) on CH. 16 & 15
and maintained when anchored.
MAINTAINING CONTACT:
All marine services and shipping movements within the Rabigh Port
area are monitored and controlled by Rabigh Pilots who maintain
VHF watch on Channels 16 and 15.
The following VHF Channels are continuously available for use by the
Rabigh Pilots.
Channel
1
3
15
16
Frequency (MHz)
156.050 / 160.650
156.150 / 160.750
156.750
156.800
Channel
Frequency (MHz)
18A
19A
65A
66A
78A
79A
156.900
156.950
156.275
156.325
156.925
156.975
In the event of a port emergency, Rabigh Pilots will designate a channel
for use during the period of emergency.
8
RABIGH INDUSTRIAL PORT
2.
NOTICE OF READINESS.
Notice of Readiness should be addressed to “Saudi Aramco, Rabigh
Refinery Department”.
BERTHING OF VESSELS
1.
PILOTAGE & BOARDING AREA
Pilots are available on a 24 hours basis. The Pilot will board the vessels by
tug or pilot boat about 2 miles West of Buoy No.15 in position:
Lat:
Long:
1.1
22º 44’ 42” N
38º 53’ 45” E
OPERATIONAL LIMITS
2.
TUGS & TOWAGE
2.1
TUGS
There are five VOITH SCHNEIDER tugs available for berthing and unberthing
operations, each of 4,700 HP. Bollard pull 52 tons. They are equipped
with fire fighting equipment and remote controlled monitors for foamwater or water jet, ranging up to 70 meters.
The number of tugs required for each ship will mainly depend on
deadweight, however the status of the vessel and weather conditions are
major factors to be considered.
Deadweight
From
30,000
150,000
250,000 +
To
150,000
250,000
3.
MOORING PROCEDURES
3.1
MOORING BOATS/LINE BOATS
Number of
Tugs
3
4
5
Mooring boats will be utilized to run mooring lines to the mooring dolphins
from the tankers.
9
RABIGH
INDUSTRIAL PORT
Limiting conditions for the pilot to board the vessel are a wave height of 2
meters or wind over 25 knots (Force 6 Beaufort scale).
RABIGH INDUSTRIAL PORT
3.2
MOORING ARRANGEMENTS
In addition to the standard mooring requirements for all ports, the
following mooring parameters shall apply…
FOR VESSELS 45,000 TO 70,000 DWT:
It is strongly recommended that vessels between 45,000 to 70,000
DWT include 6 wire lines for springs and/or breast lines.
FOR VLCC’S:
VLCC’s shall provide the following minimum wire moorings.
Deadweight
Min
Max
70,000
160,000
160,000
250,000
251,000
300,000
301,000
325,000
Number of Wires
Required
Recommend
8
12
10
12
12
14
12
16
RABIGH
INDUSTRIAL PORT
MOORING DIAGRAMS:
Diagrams showing the recommended mooring configuration are
appended.
3.3
OPERATIONAL AND BERTHING CRITERIA
LIMITING FACTORS :
1. BERTHING AND MOORING OPERATIONS
Wind speed over 25 knots (Force 6 Beaufort scale). Night operations
are restricted to tankers over 150,000 DWT, and no night operation
for Sulfur ships.
2. LOADING/DISCHARGING OPERATIONS
Wind speed over 40 knots (Force 8 Beaufort scale).
3. UNBERTHING OPERATION
Unberthing is not permitted with wind speeds over 30 knots (Force
7 Beaufort scale). However, vessels can remain alongside the berth
even with a 60 knots wind speed (Force 11 Beaufort scale). Loading/
Discharging operations are suspended when wind speeds reach 30
knots.
BERTHING VELOCITY:
• Maximum berthing velocity…… 20 cm/sec.
• Maximum approach angle……… 7 degrees.
10
RABIGH INDUSTRIAL PORT
4.
TANKER BERTHS
4.1
LOCATION OF THE BERTHS
The Rabigh Refinery Terminal is situated to the Southeast of the turning
basin with depth of 26.5 meters, width 690 meters and a length of 960
meters at the east side and 760 meters at the west side of the port.
4.2
DESCRIPTION OF THE BERTHS
There are two berths, No. 2 and No. 3, which are situated at the East side
of the terminal.
The Depth alongside the berths is 26 meters. Maximum draft permitted
is 23.5 meters. They are designed to service tankers from 30,000 DWT to
325,000 DWT.
CONSTRUCTION
MAIN STRUCTURE:
Each berth consists of a concrete platform with dimensions 30 meters
x 50 meters and height 3 meters above sea level. Each structure holds
a metal service platform, which is 6.75 meters above sea level.
Each berth has four breasting dolphins with large flexible rubber
fenders on the outer face and six mooring dolphins. The distance
between the centers of the inner-breasting dolphins is 66 meters.
The distance between the centers of the outer mooring dolphins is
430 meters.
ALIGNMENT:
Berths are aligned in the direction 321º.
OPERATIONAL EQUIPMENT:
There are 24 quick release hooks available for each berth with
capacity ranging from 100 to 180 tons with electrically operated
capstans. All quick release hooks can be remotely released from the
berth control cabin.
FIRE FIGHTING EQUIPMENT:
The berths are equipped with four remote controlled monitors, two
on each side, throwing water or a foam mixture at a distance of
11
RABIGH
INDUSTRIAL PORT
4.3
RABIGH INDUSTRIAL PORT
65 meters and capable of covering the manifold area of the largest
tanker. Underneath each berth there are foam dispensers and on
each berth 4 foam-water hydrants. Loading arms, multipurpose
tower and the monitor tower have water sprinklers for cooling in
case of fire. The water fire line is always under pressure.
The berth monitors are remotely controlled from the berth control
cabin, as well as from a fire fighting tower situated onshore halfway
between the two berths.
4.4
COMMON INFORMATION
PRODUCTS AVAILABLE:
Naphtha, Jet Fuel, Gas Oil, Fuel Oil and Bunker Oil are available on both
berths.
DOCK DENSITY:
Density - average value = 1.0275 tonnes per cubic meter.
RABIGH
INDUSTRIAL PORT
GANGWAYS & CRANES:
On each berth there is a multipurpose tower with an automatic gangway
and a 1.5 tons service crane.
LOADING ARMS & FLANGE SIZES :
On each berth there are 8 x FMC designed, hydraulically operated loading
arms fitted with quick couplers. The arms, their sizes and uses are given
in the following table…
No.
1
2
3
2
Size
20”
20”
20”
10”
Operational purpose
Loading JET FUEL.
Loading NAPHTHA or GAS OIL.
Loading FUEL OIL / discharging CRUDE OIL or deballasting.
Bunkering and deballasting.
ADAPTERS
For the 20” loading arms, special adapters are used for connection
to ship flanges of 14” to 24”.
For the 10” loading arms, special adapters are used for connection
to ship flanges of 6” to 16”.
12
RABIGH INDUSTRIAL PORT
OPERATIONAL LIMITS FOR LOADING ARMS:
The accepted minimum and maximum manifold heights above Mean
Sea Level are 2.5 meters and 28 meters respectively.
The maximum lateral drift is 3.5 meters forward and 3.5 meters aft,
in the normal position of zero offset.
LOADING RATES:
1. PRODUCTS
Product loading rates are as follows in m3/h.
•
•
•
•
MIN
600
600
600
600
NAPHTHA
JET FUEL
GAS OIL
FUEL OIL
MAX
5400
3600
5400
5400
RABIGH
INDUSTRIAL PORT
2. BUNKERS
Bunker loading rates are as follows in m3/h.
•
BUNKER
MIN
200
MAX
1150
DISCHARGE RATES
1. CRUDE OIL
•
Maximum discharge rate is 16,000 m3/h.
2. BALLAST
• Maximum discharge rate is 10,000 m3/h.
SHIP/SHORE BONDING;
All loading/bunker connections are equipped with electrical insulating
flanges. Therefore ship to shore bonding cables are not required and
should not be used.
13
RABIGH INDUSTRIAL PORT
HARBOR ACTIVITIES
1.
BERTH OPERATIONS
1.1
MEASUREMENTS & SAMPLING
Volumetric measurements are made at the tanks with the usual dipping
method.
Crude is sampled during discharging from automatic JISKOOT samplers.
Products are metered with calibrated and Customs checked SMITH
meters.
1.2
BALLAST & SLOP RECEPTION.
Ballast and slop reception facilities are available at both berths. The
following rules apply…
RABIGH
INDUSTRIAL PORT
IT IS A PREREQUISITE FOR ALL TANKERS AT RABIGH PORT THAT THEY
SHALL LOAD CARGO & DEBALLAST SIMULTANEOUSLY. FAILURE TO
COMPLY WITH THESE RULES WILL RESULT IN BERTHING DELAYS TO THE
VESSEL.
DISCHARGE OF BALLAST TO SEA
Discharge of ballast to sea is strictly prohibited except as indicated
below…
Segregated ballast may be discharged to the sea with the permission
of Rabigh Refinery prior to the sampling of tanks.
BALLAST RECEPTION:
All dirty or clean ballast should be discharged to the Refinery’s shore
reception facilities. Maximum permitted rate of discharge is 10,000
m3 /h.
SLOP RECEPTION:
Slops may be discharged into the ballast system only with the express
approval of the Rabigh Refinery after sampling. Prior to arrival vessel
should advise the terminal of the quantity and quality of slops held
on board and confirm that no chemicals or emulsifying agents have
been used in previous tank cleaning.
SLOP RESIDUES & CONTAMINATED BALLAST;
Slop residues and ballast contaminated by leaded gasoline cannot be
discharged ashore.
14
RABIGH INDUSTRIAL PORT
2.
FACILITIES
2.1
BUNKERS
Bunkers are available on both berths.
2.2
PROVISIONS, STORES & CURRENCY
May be available from Rabigh or Jeddah on request by the Agents.
2.3
FRESH WATER
No fresh water is currently available at berth.
2.4
MEDICAL & HOSPITAL SERVICES
There is a medical room for first aid in the Refinery and a Hospital in the
village of Rabigh.
CREW CHANGES & SHORE LEAVE
For crew changes and other formalities agents should be contacted.
Shore leave is not permitted unless special arrangements are made through
the Agents.
2.6
SHIPPING AGENTS
The main shipping agents have offices in Rabigh, however the head offices
for these agencies are in Jeddah.
2.7
INSPECTION & SURVEY COMPANIES
CLASSIFICATION:
Classification society surveyors are available from Jeddah through the
agent by request of the Master.
2.8
INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE
CONTACT INFORMATION, RABIGH ASSISTANT PFSO:
Duty Senior Harbour Pilot
Tel
00966 2 4254511/10
00966 2 4254505/07 24hrs contacts
Fax. # 00966 2 4254502
Email: samir.jamalhariri@aramco.com
15
RABIGH
INDUSTRIAL PORT
2.5
RABIGH INDUSTRIAL PORT
1.
LOCATION CHARTS
•
•
RABIGH PORT AND APPROACHES
RABIGH PORT
2.
OIL BERTH DIAGRAMS & MOORING PLANS
•
•
BERTH NO. 2 OR 3 WITH 30,000 TONNES DWT TANKER
BERTH NO. 2 OR 3 WITH 325,000 TONNES DWT TANKER
RABIGH
INDUSTRIAL PORT
ANNEXE V
17
RABIGH
INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT
RABIGH
INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT
RABIGH
INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT
RABIGH
INDUSTRIAL PORT
RABIGH INDUSTRIAL PORT
JIZAN BULK PLANT TERMINAL
JIZAN BULK PLANT TERMINAL
GENERAL INFORMATION
1.
1.1
1.2
1.3
LOCATION & DESCRIPTION...................................................1
LOCATION................................................................................1
PORT AREA...............................................................................1
DESCRIPTION OF THE TERMINAL...............................................1
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
NAVIGATIONAL INFORMATION............................................2
METEOROLOGY .......................................................................2
TIDAL RANGE & FLOW..............................................................3
CHARTS & PUBLICATIONS.........................................................3
ANCHORAGE AREAS................................................................3
RESTRICTED AREA/SUBMERGED PIPELINES................................3
NAVIGATIONAL AIDS & WARNINGS.........................................4
BUOYS, FAIRWAYS AND CHANNELS.........................................4
JIZAN CHANNEL........................................................................4
1.
1.1
1.2
1.3
1.4
ARRIVAL COMMUNICATIONS................................................6
REQUIRED ARRIVAL INFORMATION...........................................6
STANDARD ARRIVAL MESSAGE.................................................6
VHF COMMUNICATIONS ..........................................................6
NOTICE OF READINESS..............................................................6
2.
2.1
NAVIGATION & ARRIVAL.......................................................7
INBOUND TRAFFIC PROCEDURES..............................................7
BERTHING OF VESSELS
1.
1.1
PILOTS ..................................................................................8
PILOTAGE................................................................................8
2.
2.1
TUGS......................................................................................8
TUGS & TOWAGE......................................................................8
3.
3.1
BERTHS.................................................................................8
JIZAN SPM BERTHS....................................................................8
HARBOR ACTIVITIES
1.
1.1
1.2
1.3
1.4
1.5
FACILITIES............................................................................10
REPAIRS..................................................................................10
DIVERS ..................................................................................10
BUNKERS................................................................................10
PROVISIONS, STORES & CURRENCY.........................................10
FRESH WATER.........................................................................10
JIZAN BULK
PLANT TERMINAL
ENTERING THE HARBOR
JIZAN BULK PLANT TERMINAL
1.6
1.7
1.8
1.9
MEDICAL & HOSPITAL SERVICES ...........................................10
TRANSPORT, CREW CHANGES & SHORE LEAVE.....................10
SHIPPING AGENTS..................................................................10
INTERNATIONAL SHIP & PORT FACILITY SECURITY
CODE - TERMINAL CONTACT .................................................12
ANNEX VI...........................................................................................13
JIZAN BULK
PLANT TERMINAL
JIZAN BULK PLANT TERMINAL
JIZAN BULK PLANT TERMINAL
GENERAL INFORMATION
1.
LOCATION & DESCRIPTION
1.1
LOCATION
JIZAN Port is situated on the Red Sea about 560 Km south of Jeddah and
near the border with Yemen in position approximately…
Latitude
Longitude
016º 54’ N
042º 29’ E
The Saudi Aramco Bulk Plant Terminal is located to the SW of the JIZAN
Commercial Port. The tank farm has four tanks for premium gasoline and
four tanks for diesel oil, also tanks for DPK & FO.
PORT AREA
JIZAN Port area covers two SPM’s. This exclusion zone is prohibited to
anchoring or fishing within these boundaries:
From the breakwater head (Lat: 16º52.94’N Long: 42º31.5’E) on a bearing
of 232º(T) to a position:
Lat: 16º 50.55’N Long: 42º 28.32’E then on a bearing of 148.5º to
Lat: 16º 48.07’N Long: 42º 29.9’E then on a bearing of 052º to shore.
These positions encompass the SPM’s and a one (1) mile clearance for the
sub-sea pipeline running from the SPM’s to the shore.
1.3
DESCRIPTION OF THE TERMINAL
The Bulk Plant Terminal is comprising two CALM type SPM Buoys.
1
JIZAN BULK
PLANT TERMINAL
1.2
JIZAN BULK PLANT TERMINAL
2.
NAVIGATIONAL INFORMATION
2.1
METEOROLOGY
WINDS:
Winds in the area are not predictable for more than a few hours and
may come from any quarter at varying strength. The prevailing wind
is from the west.
Winds of any strength tend to create short steep seas, which develop
quickly. Westerly winds however cause heavy seas and swell, which
can last for a considerable period. For more complete description of
the winds of the Red Sea, refer to “Sailing Directions”.
VISIBILITY:
Visibility in this area is generally fair to good but at times fine dust
is held in suspension in the atmosphere and visibility is reduced to a
very short distance. This phenomenon is more deceptive than fog in
that mariners are apt to believe visibility to be greater than it actually
is.
GENERAL CLIMATE:
The climate of JIZAN is comparatively hot for the Red Sea.
JIZAN BULK
PLANT TERMINAL
RISK OF HEAT EXHAUSTION:
Proper precautions should be taken to avoid sunstroke and heat
exhaustion, particularly during the summer and early fall months.
In view of the necessity to close down accommodations while loading
volatile cargoes, AIR CONDITIONING PLANTS aboard ships shall be in
good working condition at all times
2.2
TIDAL RANGE & FLOW
The datum used by Saudi Aramco is based on LOWEST ASTRONOMICAL
TIDE and all depths are quoted in meters. Locally the tidal range is
approximately 1.10 meters at Springs and 0.50 meters at Neaps. Maximum
height HW SPRING = 1.45m LW = 0.04m
Note. High value HW spring tides do not always coincide with low value
LW springs and vice versa. e.g.,
2
JIZAN BULK PLANT TERMINAL
July 31st 96
HW 1401 Hrs.
LW 2012 Hrs
1.08m
0.04m
Nov 25th 96
HW 1333 Hrs
LW 1951 Hrs
1.42
0.49
Strength of tide is low, being never more than 1.5 knots.
Due to the configuration of the coastline, a system of tidal currents
prevails with flood tide setting toward northwest and ebb setting toward
southeast.
More detailed descriptions of tides and currents in the locality can be
found in “Sailing Directions”.
2.3
CHARTS & PUBLICATIONS
Charts:
Admiralty Pilot
2.4
BA 212. BA 15.
NP64.
ANCHORAGE AREAS
2.5
SUBMERGED PIPELINES RESTRICTED AREA
RESTRICTED AREA & ZONE MARK:
Four (4) red spar buoys mark the limit of the SBM restricted area.
The position of the buoys is as follows:
NOTE: AT PRESENT, THE 4 SPAR BUOYS ARE ALL MISSING AND WILL BE
REPLACED WITH LIGHTS IN THE NEAR FUTURE.
1
2
3
4
Latitude
16º 51’ 75” N
16º 50’ 14” N
16º 48’ 08” N
16º 49’ 30” N
Longitude
42º 29’ 92” E
42º 28’ 57” E
42º 29’ 90” E
42º 31’ 53” E
PROHIBITED ENTRY:
No vessel shall enter the prohibited area without a Pilot on board.
Fishing vessels are prohibited from fishing and/or anchoring in this
zone.
3
JIZAN BULK
PLANT TERMINAL
JIZAN has (2) anchorage areas “A” & “B” which are North and South of
the port of JIZAN entrance channel respectively. Vessels bound for JIZAN
bulk plant terminals should use “B” anchorage, which is 3.5 miles (WSW)
of JIZAN Port entrance breakwater end. Holding ground is good with
depth of 12 to 20 meters.
JIZAN BULK PLANT TERMINAL
USE OF ANCHORS PROHIBITED:
Under no circumstances shall anchors be used in this area due to the
existence of submerged pipelines.
2.6
NAVIGATIONAL AIDS & WARNINGS
The shape and colors of the buoys in the terminal area and approaches
comply with the I.A.L.A. System, Region A.
NAVIGATIONAL WARNINGS:
Navigation Warnings are broadcast by Saudi Aramco HZY Radio and
by Jeddah Radio - for frequency details see appropriate radio lists.
2.7
BUOYS, FAIRWAYS AND CHANNELS
Two breakwaters form the port, one to the SOUTH and one to the NW.
The inner entrance channel is over 8km in length and 200m wide, with a
depth of 13.5m.
Inner approach channel to JIZAN is marked by light buoys “G1” to “G7”
and by JIZAN leading lights, situated near the root of the SOUTH breakwater
and in line bearing 096.5°, which lead into harbor. The channel is dredged
to 13.5m and is 200m in width.
2.8
JIZAN CHANNEL
JIZAN BULK
PLANT TERMINAL
Vessels with deep draft should navigate channel with caution, especially at
the entrance where there is a reported 12.8-meter patch.
JIZAN CHANNELS BUOYS
NAME
LATITUDE (N) LONGITUDE (E) CHARACTERISTICS
JIZAN N
16º 56.7’
041º 17.5’
ISO ev 8 sec
N1
16º 59.6’
041º 20.8’
Fl (2) G ev 9 sec
N2
16º 59.7’
041º 19.5’
Fl (2) R ev 9 sec
N3
17º 02.0’
041º 22.8’
Q (9) ev 15 sec
N4
17º 06.0’
041º 24.5’
Q (6) + L Fl ev 15 sec
N5
17º 13.5’
041º 34.5’
Fl (2) G ev 9 sec
N6
17º 14.3’
041º 33.5’
Fl (2) R ev 9 sec
N7
17º 17.3’
041º 42.5’
Q
N8
17º 18.7’
041º 41.0’
QR
Beacon #2
17º 16.8’
041º 33.5’
Fl (3) ev 12 sec
N9
17º 13.4’
041º 53.7’
ISO ev 4 sec
N10
17º 10.3’
041º 53.7’
ISO ev 8 sec
GH Beacon
17º 06.3’
042º 04.0’
Fl ev 4 sec
N11
17º 03.6’
042º 12.5’
Q (6)+L Fl ev 15 sec
N12
16º 57.9’
042º 22.7’
ISO ev 4 sec
N13/S18
16º 53.8’
042º 26.3’
Occ ev 4 sec
4
COLOR
RW
G
R
YBY
YB
G
R
BY
R
R
RW
RW
R
YB
RW
RW
JIZAN BULK PLANT TERMINAL
MAXIMUM PARAMETERS FOR USING THE ARRIVAL CHANNEL:
Max. Arrival draft: 16.3 meters
Max. L.O.A.: 220 meters.
Max. Beam: 35 meters.
JIZAN BULK
PLANT TERMINAL
•
•
•
5
JIZAN BULK PLANT TERMINAL
ENTERING THE HARBOR
1.
ARRIVAL COMMUNICATIONS
1.1
REQUIRED ARRIVAL INFORMATION
Vessels must advise their agent of the estimated and/or actual arrival time
at JIZAN ‘B’ anchorage. It is required that vessels provide a minimum of
two notices of ETA information about 48 then 24 hours steaming time
from JIZAN where possible, or as soon as possible after leaving the previous
port upon departure for JIZAN when there is less than 48 hours.
On anchoring, the Master should call Saudi Aramco JIZAN Pilots or Saudi
Aramco Operations on VHF CH. 11 giving the anchoring time.
1.2
STANDARD ARRIVAL MESSAGE
Refer to “common rules & information”, section 6.0 “Radio communications
& messages”, and in particular section 6.4 “the standard messages”.
These standard messages do not yet apply to ships bound for JIZAN but
may be implemented in the future.
1.3
VHF COMMUNICATIONS
JIZAN BULK
PLANT TERMINAL
Saudi Aramco JIZAN Pilots maintain a listening watch on VHF Channel 11,
which is used as the calling channel.
EARLY CONTACT:
VHF contact with JIZAN Pilots should be established within 100 miles
of the Port (or more in good propagation conditions) and maintained
when anchored.
MAINTAINING CONTACT:
More assistance may be received through JIZAN Port Control on
channel 16.
In addition, the following channels are available: 9,11,16,71,72,73.
Use of VHF at the berths in JIZAN Bulk Plant Terminal to contact
Saudi Aramco Operations Dept., Pilots or Agents is permitted.
1.4
NOTICE OF READINESS
Notice of Readiness should be addressed to Saudi Aramco, JIZAN Bulk
Plant. - For more information, see Saudi Aramco Ports, General Rules &
Information
6
JIZAN BULK PLANT TERMINAL
2.
NAVIGATION & ARRIVAL
2.1
INBOUND TRAFFIC PROCEDURES.
ESTABLISH EARLY RADIO CONTACT:
All inbound vessels shall establish early radio contact with Saudi
Aramco.
PROCEEDING TO “B” ANCHORAGE:
A vessel with no special instructions or with instructions to proceed
to the “B” anchorage should make for a position approximately 3.5
miles WSW of the JIZAN port entrance breakwater.
After anchoring, the vessel should immediately advise Saudi Aramco
Port Operations and JIZAN Port Control on VHF of anchoring time.
Thereafter, they should monitor the VHF radio, channel 11 for further
instructions.
PROCEEDING TO THE SPM BERTHS:
The maximum permitted arrival draft is 11.80 meters, plus the rise
in the height of tide above L.A.T. at the time of entering the buoyed
channel.
Proper hose securing arrangements should be available for tankers
loading at SPM’s.
7
JIZAN BULK
PLANT TERMINAL
For vessels transiting the arrival channel and proceeding to the SPM
berths, pilots will board close to “B” anchorage.
JIZAN BULK PLANT TERMINAL
BERTHING OF VESSELS
1.
PILOTS
1.1
PILOTAGE
Pilots are available throughout 24 hours. Pilot boards in the area approx.
Lat. 16°53.1’N, Long 042°26.1’E.
2.
TUGS
2.1
TUGS & TOWAGE
JIZAN Bulk Plant Terminal normally operates with two tugs and a mooring
boat. Both tugs are available for berthing assistance at the SPMs.
CRAFT
TYPE
PROPULSION
SYSTEM
z-drive
Azimuth
Yathereb-3 Tug
Ansar-14 Tug
3.
BERTHS
3.1
JIZAN SPM BERTHS
HP
BOLLARD PULL LENGTH
(METERS)
2x1250 31.5
28
2x2500 60
27
Dock density: 1025.
JIZAN BULK
PLANT TERMINAL
There are two SPM berths located about 4.5 miles SW of the tank farm.
Each is an IMODCO CALM buoy designed to receive tankers between
10,000 & 50,000 tonnes DWT.
Each SPM is fitted with 2 cargo hoses and one mooring hawser. Each
hose is fitted with a flashing light, as a positional marker at night, and
each has a butterfly valve at the flange end.
NAVIGATIONAL AIDS:
The SPM buoys are fitted with radar reflectors and navigation lights,
which switch on automatically during hours of darkness. Light
character 2 FL +1LFL 15-sec. range 8 NM
POSITION & SITE DEPTH OF BUOYS:
SPM #
1
2
8
Latitude
16º 49’ 57.0” N
16º 49’ 22.2” N
Longitude
42º 29’ 32.8” E
42º 29’ 55.1” E
Water Depth (LAT)
17.7 meters
18.1 meters
JIZAN BULK PLANT TERMINAL
MOORING HAWSER:
Hawser 17inch circumferences, Double braided nylon, 55.4 meters
(180 ft) long.
MAXIMUM OPERATING PARAMETERS:
1. VESSEL MAXIMUM PARAMETERS
The SPMs are suitable for V/L of 10,000 to 50,000 DWT Max LOA
220m, Beam 35m, Depth 16.3m, Freeboard light 12.4m, Loaded
5.0m, Bow to manifold 110m. Vessels to be fitted with derrick/crane
of 10 ton SWL minimum.
N.B. Draft is limited to depth in JIZAN North Channel, which has a
reported depth of 12.8m near the entrance, plus height of tide at
time of transit.
2. WEATHER MAXIMUM PARAMETERS
•
•
•
Max wave height
3.5m
Significant wave height 1.88m
Max wind velocity
24.3 m/sec (approx. 50MPH)
Each SPM is fitted with 2 x 24” product lines. One line is for diesel
oil. One line is for Premium Gasoline. Tail end hose presented to the
ship is 16” fitted with 16” flange.
•
•
•
Maximum throughput 18,000 BPH.
Normal operating pressure 1100 KPA - (16 PSI).
Design pressure 1500 KPA (218 PSI).
CARGO HOSE CONNECTIONS:
Cargo hose connections will be carried out by ship crew and
supervised by the terminal representative
9
JIZAN BULK
PLANT TERMINAL
CARGO HOSES :
JIZAN BULK PLANT TERMINAL
HARBOR ACTIVITIES
1.
FACILITIES
1.1
REPAIRS
Not available.
1.2
DIVERS
Deep-sea divers operating from modern, well equipped boats are available
through the ship’s agent.
1.3
BUNKERS
Not available at the Bulk Plant Terminal.
1.4
PROVISIONS, STORES & CURRENCY
Ship chandlers are available for the supply of limited quantities of
provisions. They may be contacted through the ship’s agent.
1.5
FRESH WATER
Not available.
JIZAN BULK
PLANT TERMINAL
1.6
MEDICAL & HOSPITAL SERVICES
Requirements for medical assistance or hospital services must be made
through the ship’s agent who can arrange treatment. There is a modern
hospital in the town center.
1.7
TRANSPORT, CREW CHANGES & SHORE LEAVE
Transport: Nearest airport: JIZAN Airport (6km).
Airport facilities: Connecting flights to Jeddah and Riyadh.
1.8
SHIPPING AGENTS
Agencies operating from JIZAN …
1. ORIENTAL COMMERCIAL & SHIPPING CO. LTD.
P.O. Box 182, JIZAN, Kingdom of Saudi Arabia
Tel:
07 - 322 - 0620
Fax:
07 - 322 - 0616
Cable: OVERSEAS JIZAN
10
JIZAN BULK PLANT TERMINAL
2.
AL AMOUDI
Tel:
Fax:
3.
07 - 322 - 4557
07 - 322 – 1515
FAISAL M. HIGGI EST.
Mufarrij Plaza Trade Center
P.O.Box 965 – JIZAN – KSA
Telephone Number:
966-7-3171113
Fax Number:
966-7-3226205
Telex:
911066 Higgi sj
E-mail: Jizan@faisal-higgi.com
Other agencies - operating from Jeddah…
ALATAS AGENCIES
PO Box 4
Jeddah 21411
Saudi Arabia
Tel:
Tlx:
5.
ARABIAN ESTABLISHMENT FOR TRADE & SHIPPING
PO Box 5854
Jeddah 21432
Saudi Arabia
Tel:
Tlx:
6.
966-2-642 8333
601009
JIZAN BULK
PLANT TERMINAL
4.
966 2 6672733
601229
GULF AGENCY COMPANY SAUDI ARABIA
PO Box 2038
Algosaibi Centre
Andalus Street, Al Hamra
Jeddah 21451
Saudi Arabia
Tel:
966 2 653 5060
Fax:
966 2 651 0860
Tlx:
601047 GASHIP SJ
Contact: Manager, A L Khan
11
JIZAN BULK PLANT TERMINAL
7.
HAJI ABDULLAH ALIREZA & CO
PO Box 7158
Jeddah 21462
Saudi Arabia
Tel:
Fax:
Tlx:
1.9
966 -7-322 1412
966 -2-648 4644
601037 REZA
GIZAN BULK PLANT CONTACT INFORMATION ASSISTANT PFSO:
DUTY SENIOR HARBOUR PILOT
Tel.
00966 2 4275666
00966 2 4275561- 24hrs contact
00966 2 4275577- 24hrs contact
Fax.
00966 2 4275668
Email: samir.jamalhariri@aramco.com
JIZAN BULK
PLANT TERMINAL
12
JIZAN BULK PLANT TERMINAL
1.
LOCATION CHARTS
•
•
JIZAN AND APPROACHES
JIZAN SPM BERTHS
JIZAN BULK
PLANT TERMINAL
ANNEXE VI
13
JIZAN BULK
PLANT TERMINAL
JIZAN BULK PLANT TERMINAL
JIZAN BULK
PLANT TERMINAL
JIZAN BULK PLANT TERMINAL
DUBA BULK PLANT TERMINAL
DUBA BULK PLANT TERMINAL - CONTENTS
GENERAL RULES & INFORMATION
1.
1.1
1.2
LOCATION AND DESCRIPTION.............................................1
LOCATION................................................................................1
DESCRIPTION OF THE TERMINAL .............................................1
2.
2.1
2.2
2.3
2.4
NAVIGATIONAL INFORMATION............................................2
METEOROLOGY........................................................................2
CHARTS & PUBLICATIONS.........................................................2
ANCHORAGE AREAS................................................................2
NAVIGATIONAL AIDS................................................................2
ENTERING THE HARBOR
1.
1.1
1.2
RADIO COMMUNICATIONS...................................................3
CONTACTING SAUDI ARAMCO.................................................3
CONTACT AFTER DEPARTURE....................................................3
2.
2.1
2.2
2.3
ARRIVAL PROCEDURES..........................................................3
ANCHORING/BERTHING ..........................................................3
VHF COMMUNICATIONS ..........................................................3
PILOT BOARDING POSITION......................................................3
1.
1.1
MOORING PROCEDURES........................................................4
MOORING CRAFT......................................................................4
2.
2.1
BERTH INFORMATION.............................................................4
SPECIFIC BERTH PARAMETERS...................................................3
1.
1.1
1.2
1.3
1.4
HARBOR ACTIVITIES
BERTH OPERATIONS...............................................................5
DUTY HARBOR PILOT AND TUGS. .............................................5
DISCHARGE OPERATIONS.........................................................5
STOPPING.................................................................................5
COMPLETION............................................................................6
2.
2.1
2.2
2.3
DEPARTURE.............................................................................6
VACATING THE BERTH..............................................................6
DEPARTURE PILOTAGE...............................................................6
PROCEEDING TO ANCHORAGE.................................................6
3.
3.1
FACILITIES...............................................................................7
DIVERS......................................................................................7
DUBA BULK
PLANT TERMINAL
BERTHING OF VESSELS
DUBA BULK PLANT TERMINAL
3.2
3.3
3.4
MEDICAL & HOSPITAL SERVICES...............................................7
SHIPPING AGENTS.....................................................................7
INTERNATIONAL SHIP & PORT FACILITY SECURITY
CODE - TERMINAL CONTACT ...................................................7
ANNEX VII............................................................................................9
DUBA BULK
PLANT TERMINAL
DUBA BULK PLANT TERMINAL
DUBA BULK PLANT TERMINAL
GENERAL RULES & INFORMATION
1.
LOCATION AND DESCRIPTION
1.1
LOCATION:
Duba Bulk Plant is located in the northern part of the Red Sea about 5 Km
southeast of the town of Duba and about 200-Km southwest of Tabuk.
Duba has a commercial port about 35 Km north of and entirely separate
from Saudi Aramco’s Duba Bulk Plant Terminal.
The geographical coordinates of the Terminal are:
Latitude
Longitude
1.2
027º
035º
19.3’ N
43.8’ E.
DESCRIPTION OF THE TERMINAL
DUBA BULK
PLANT TERMINAL
There is one berth with multiple product loading facilities and a causeway
that connects the berth to the shore facilities, pipelines, custody metering
systems and storage tanks. The Terminal receives diesel oil and gasoline.
A Tank farm, capable of storing these products, is situated adjacent to the
terminal.
1
DUBA BULK PLANT TERMINAL
2.
NAVIGATIONAL INFORMATION
2.1
METEOROLOGY
WEATHER
Prevailing winds are Northwesterly.
TIDAL RANGE & FLOW
The tide has a maximum range of 1.5 meters. The flood tide runs
in a southeasterly direction. The ebb is westerly.
WEATHER WARNINGS
None available locally. Nearest available information can be obtained
from Jeddah Radio on MF or from NAVTEX if fitted.
2.2
CHARTS & PUBLICATIONS
CHARTS
• Small-scale chart = BA 63.
• Large scale chart = Saudi Seaport Chart # 131.Ai
PILOT BOOKS
BA Red Sea Pilot book
2.3
NP 64
ANCHORAGE AREAS
DUBA BULK
PLANT TERMINAL
A safe but exposed anchorage lies about 10 miles SSW from the berth.
The minimum depth of water here is 16.2 meters chart datum, and covers
an approximate area swept by a 2.5 miles radius. (Water depths adjacent
to the berth are in excess of 100 meters.)
Note: There is no anchorage marked on the charts of the area.
2.4
NAVIGATIONAL AIDS
There is no vessel traffic system and no navigational aids because there are
no channels or shoals within the vicinity.
2
DUBA BULK PLANT TERMINAL
ENTERING THE HARBOR
1.
RADIO COMMUNICATIONS
1.1
CONTACTING SAUDI ARAMCO
Vessels calling at Duba are loaded coastal tankers coming from Western
Region Ports. There are no direct communications or pre-arrival messages
between Duba Bulk Plant Terminal and the vessels.
Instead, telexes are sent by the vessels to their charterers/owners/agents
on leaving the loading Port. The agents notify the Terminal of the vessel’s
ETA.
1.2
CONTACT AFTER DEPARTURE
After the pilot has disembarked, the vessel will have no further
communication with the Terminal but will proceed to its loading port,
which will normally be Yanbu or Jeddah.
2.
ARRIVAL PROCEDURES
2.1
ANCHORING/BERTHING
Most vessels arrive from Yanbu and so approach the terminal on a course
about 025o (T). Vessels either anchor at the anchorage area upon arrival,
or proceed direct to Pilot boarding area according to instructions. Vessels
may anchor in the anchorage area without a pilot.
VHF COMMUNICATIONS
All local VHF communications between vessels and the Terminal/Pilots are
on Marine VHF channel 11, unless otherwise advised. If the vessel does
not have CH 11, then, an alternative channel will be used as agreed by
both ship and shore.
• Aramco Duba Pilot shall be contacted 2 hours before arrival on
CH. 11
When at anchor, vessels should keep a listening watch on both VHF
channels 11 & 16.
• Anchoring time shall be passed to Duba Bulk Plant on CH.11
2.3
PILOT BOARDING POSITION.
Pilot boards between 2 and 4 miles south-southwest of the terminal.
In circumstances where the wind is 30 knots or more in any direction
Berthing operations will be cancelled until the weather moderates.
3
DUBA BULK
PLANT TERMINAL
2.2
DUBA BULK PLANT TERMINAL
BERTHING OF VESSELS
1.
MOORING PROCEDURES
1.1
MOORING CRAFT
Two tugs of approximately 60 tons bollard pull (Azimuth Type), are used
for berthing and unberthing operations.
2.
BERTH INFORMATION
A single berth is available to handle the berthing and unloading of ships
from 150 m to 200m LOA. Minimum displacement is 30,000 tons up to
a maximum of 65,000 tons. The berth facilities include mooring dolphins,
breasting dolphins and interconnecting walkways.
2.1
SPECIFIC BERTH PARAMETERS
WATER DEPTHS AT BERTH
See Saudi Aramco chartlet in the annex to this section.
Duba Berth Parameters
Water
depth
Draft
DWT
Displacement
LOA
Min PBL
Meters
Min
Max
Max
Min
Max
Min
Max
FW
15 M
13.5 M
50,000
30,000
65,000
150 M
200 M
30 M
Freeboard
Meters
Grade
Type
AFT
Min
Max
30 M
5.5 M
14.5 M
Diesel oil,
Gasoline
SAFE LOADING DEPTHS
14.0 m
DUBA BULK
PLANT TERMINAL
MAXIMUM ARRIVAL DRAFT
13.5 m
MAXIMUM SAILING DRAFT
Sufficient for propeller immersion and within trim limitations.
DOCK DENSITY
Between 1.025 and 1.026 depending on time of year
4
DUBA BULK PLANT TERMINAL
HARBOR ACTIVITIES
1.
BERTH OPERATIONS
1.1
DUTY HARBOR PILOT AND TUGS
The pilot will remain on board throughout the discharge. Whilst on board
he will conduct regular safety checks. Should the weather deteriorate,
he will decide whether to stop operations and remove the vessel from
berth.
While the vessel is at the berth, both tugs will remain on continuous
standby.
1.2
DISCHARGE OPERATIONS
On completion of berthing, a Saudi Aramco inspector will board the vessel
to discuss the discharge operation.
PRE-DISCHARGE INSPECTIONS
Ship and shore staff will carry out cargo calculations. Independent
cargo surveyors are not available. A Bulk Plant Inspector will board
the vessel on completion of mooring for the purpose of ullaging,
calculations and documentation.
DOCUMENTATION
Discharge rates and pressures will be agreed and Notice of Readiness
will be given to him verbally. On completion of these tasks the
Inspector will leave.
STARTING CARGO DISCHARGE
When the loading arms are connected, the vessel’s cargo officer must
inform the Bulk plant operations and await instructions to commence
discharge. If there are two grades for discharge, commence with the
grade instructed by the shore and after 30 minutes commence the
second grade.
CONTINUOUS DISCHARGE
Once discharge is commenced, there will be no stoppages until all
the cargo is discharged or until there is no shore ullage remaining.
5
DUBA BULK
PLANT TERMINAL
A copy of the Bill of Lading is given to Bulk Plant Inspector, together
with the ullage report from loading Port, Quality Certificate and
Certificate of origin of the cargo.
DUBA BULK PLANT TERMINAL
The maximum permitted discharge pressure at ships manifold is
stipulated by the Bulk Plant Inspector but is about 6 kg/cm2.
1.3
STOPPING
In the normal course of events, the ship will stop on completion of
discharge.
However, operations can be halted either by the shore, through VHF
communication to the vessel, or by the Pilot on board, should the weather
deteriorate. Vessels must be prepared to vacate the berth immediately at
any time during adverse weather.
In circumstances where the wind is 35 knots or more in any direction
Cargo operations will be suspended, until the weather moderates. Cargo
loading arms will be disconnected if wind speed is 40 Kts or more and the
ship prepared to un-berth in case the vessel has to vacate the berth.
If the Pilot halts the discharge, the shore must be informed prior to
stopping and given the reason.
1.4
COMPLETION
On completion of discharge, the inspector will board the vessel, carry out
a tank inspection, and issue a tank dry certificate. It is the inspector who
will release or detain the vessel in cases of cargo quantity discrepancies.
A copy of the time sheet and pumping log should be given to the
inspector.
PORT CLEARANCE
The bulk plant inspector brings the port clearance papers.
DUBA BULK
PLANT TERMINAL
2.
DEPARTURE
2.1
VACATING THE BERTH
When the vessel has been released, and necessary formalities completed,
the vessel is free to sail and shall vacate the berth immediately.
2.2
DEPARTURE PILOTAGE
The Saudi Aramco Pilot will take the ship at least one mile clear of the
terminal area putting it on a course of 206o(T) before disembarking, Pilot
will disembark onto the Pilot boat.
2.3
PROCEEDING TO ANCHORAGE
Should vessel have need to vacate the berth because of bad weather,
6
DUBA BULK PLANT TERMINAL
the Pilot will hand over to the Master as soon as the vessel is clear of the
berth. The Master will then take his vessel to anchor. The Master is fully
responsible for anchoring his vessel.
The pilot in this case may stay on board and re-berth the vessel when the
weather improves.
3.
FACILITIES
3.1
DIVERS
The Frontier Force will supply divers through the bulk plant if needed in
an emergency. In other cases, divers must be brought in from Yanbu or
Jeddah.
3.2
MEDICAL & HOSPITAL SERVICES
In an emergency, the Agent will arrange with the Frontier Force for sick
crew to go ashore for medical treatment. There is only one hospital in
Duba town (about 5 km away).
If the crewmember needs hospitalization, the vessel’s owners must send
a representative to officially arrange for the crewmember to stay in K.S.A.
until the ship returns or until the crewmember is repatriated.
3.3
SHIPPING AGENTS
Faisal M. Higgi Est.
Al-Mukaita – Opposite Duba Post Office.
Telephone Number: 04-4321288
Fax Number: 04-4320418
Telex: 672044 Higgi sj
E-mail: duba@faisal-higgi.com
3.4
INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE
CONTACT INFORMATION, DUBA ASSISTANT PFSO:
Duty Senior Harbour Pilot
Tel :
00966 2 4254511/10
00966 2 4254505/07 24hrs contacts
Fax.
# 00966 2 4254502
Email: samir.jamalhariri@aramco.com
7
DUBA BULK
PLANT TERMINAL
Available by owner’s appointment but only for emergency needs. F.Higgi is
appointed by the charterers and acts as agents for normal requirements.
DUBA BULK PLANT TERMINAL
ANNEXE VII
1. LOCATION CHART
• DUBA MARINE TERMINAL
DUBA BULK
PLANT TERMINAL
2. OIL BERTHS
• DUBA BULK PLANT TERMINAL
9
DUBA BULK
PLANT TERMINAL
DUBA BULK PLANT TERMINAL
DUBA BULK
PLANT TERMINAL
DUBA BULK PLANT TERMINAL
YANBU INDUSTRIAL PORT
1.
1.1
PORT DESCRIPTION & DEFINITION.......................................1
TERMINAL BOUNDARIES...........................................................1
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
NAVIGATIONAL INFORMATION ...........................................2
METEOROLOGY........................................................................2
CHARTS AND PUBLICATIONS..................................................4
NAVIGATIONAL AIDS & WARNINGS...........................................4
ANCHORAGE AREAS.................................................................5
ENTERING THE HARBOR............................................................5
NAVIGATION & ARRIVAL...........................................................5
ROUTING TO THE TERMINAL.....................................................5
3.
3.1
ARRIVAL COMMUNICATIONS ...............................................6
VHF COMMUNICATIONS...........................................................7
4.
4.1
ARRIVAL PROCEDURES ..........................................................7
ARRIVAL DIRECTIONS................................................................7
5.
DOCUMENTARY PROCEDUES................................................7
6
6.1
TRAFFIC MOVEMENTS & MANEUVERING..............................8
VESSEL TRAFFIC SYSTEM...........................................................8
7.
7.1
7.2
7.3
7.4
BERTHING OF VESSELS...........................................................8
PILOT BOARDING AREA............................................................8
LIMITING WEATHER CONDITIONS.............................................9
PILOTAGE..................................................................................9
TUGS & OTHER CRAFT...............................................................9
8.
8.1
8.2
8.3
BERTHS INFORMATION..........................................................9
INFORMATION COMMON TO ALL BERTHS ................................9
YANBU CRUDE OIL TERMINAL BERTH INFORMATION..................11
YANBU REFINERY TERMINAL BERTH INFORMATION......................12
9.
9.1
HARBOR ACTIVITIES.............................................................13
LOADING DOCUMENTS..........................................................13
10.
10.1
10.2
10.3
10.4
10.5
10.6
10.7
FACILITIES.............................................................................13
REPAIRS..................................................................................13
DIVERS....................................................................................13
PROVISIONS, STORES & CURRENCY.........................................13
FRESH WATER.........................................................................14
MEDICAL & HOSPITAL SERVICES .............................................14
TRANSPORT, CREW CHANGES & SHORE LEAVE......................14
FOREIGN CONSULATES...........................................................14
YANBU
INDUSTRIAL PORT
YANBU TERMINAL - CONTENTS
GENERAL RULES & INFORMATION
YANBU INDUSTRIAL PORT
10.8
10.9
10.10
SHIPPING AGENTS...................................................................15
INSPECTION & SURVEY COMPANIES.......................................16
CLASSIFICATION SOCIETY SURVEYORS....................................17
ANNEX VIII.........................................................................................19
YANBU
INDUSTRIAL PORT
YANBU INDUSTRIAL PORT
YANBU TERMINAL
GENERAL RULES & INFORMATION
1.
PORT DESCRIPTION & DEFINITION
Yanbu Terminal is located on the Red Sea Coast approximately…
Latitude
Longitude
23º56'28”N
38º13'40”E
The Port boundaries are given in the Rules & Regulations for Seaports.
1.1
THE TERMINAL BOUNDARIES ARE
Yanbu, situated in the Western Province of Kingdom of Saudi Arabia on
the shore of the Red Sea, the Terminal boundaries include all of the waters
within the boundaries defined by the following set of coordinates:
a).
b).
c).
d).
e).
f)
g)
h)
24º 03’ 30” N
24º 03’ 30” N
24º 07’ 00” N
24º 07’ 00” N
24º 01’ 30” N
23º 50’ 00” N
23º 25’ 00” N
23º 25’ 00” N
38º 05’ 30” E
38º 02’ 00” E
38º 53’ 40” E
38º 45’ 00” E
38º 45’ 00” E
38º 12’ 00” E
38º 20’ 00” E
38º 40’ 00” E
The following three separate Installations from Saudi Aramco’s Terminal…
Yanbu Crude Oil Terminal
MD-1
MD-21
Geographic Coordinates
Latitude
Longitude
23º 56’ 40”
38º 13’ 20”
23º 56’ 20”
38º 14’ 20”
Yanbu Crude Oil Terminal comprises a jetty trestle with four loading berths.
Terminal can accept the vessels up To 500,000 DWT with dredged depth
of 32 meters below LAT.
The jetty trestle is connected to shore by a free-standing trestle and a
causeway. All four loading berths are fixed structures with fixed loading
platforms, breasting dolphins and mooring dolphins. There are four
20-inch crude oil loading arms and two 12-inch fuel oil loading arms at
each of the loading platforms at berths 61, 62, 63, and 64. The fuel Oil
Loading Arms are also used to receive ships slops to retain it to Saudi
Aramco Mobil Refinery (SAMREF) slop reception Facility. Each Crude oil
1
YANBU
INDUSTRIAL PORT
Location
YANBU INDUSTRIAL PORT
loading arm is capable of handling 32,500 bph maximum. Using four arms,
the maximum flow rate per berth is 150,000 bph. (It is recommended not
to exceed 130,000 bph, due to the age of the system.) The maximum
loading rate per fuel oil loading arm is 14,500 bph.
Yanbu Gas Terminal
Location
Berth 71
Berth 72
Geographic Coordinates
Latitude
Longitude
23º 56' 00”
38º 14' 32”
23º 55’ 50”
38º 15’ 20”
Yanbu Natural Gas Liquids (NGL) Terminal is designed to load the
refrigerated LPG and naphtha products for export and can accommodate
LPG tankers with capacities from 25,000 to 200,000 m3 (20,000 to
280,000 DWT). From the terminal’s two berths, liquefied propane and
butane, which comprise LPG, can be loaded simultaneously at a peak rate
of 30,000 bph. These berths, 71, 72, can also handle natural gasoline
tankers up to 140,000 DWT at the same 30,000 bph rate. A 1.85-kilometer
long causeway and a 1.15-kilimeter pile-supported trestle connect the
shore plant to a two-berth, L-shaped offshore loading facility. The trestle
carries a pipe way for the product, and utility lines, and a 1.5-meter-wide
pedestrian walkway.
These facilities are clearly shown on the attached chart at the end of this
section.
2.
NAVIGATIONAL INFORMATION
2.1
METEOROLOGY
CLIMATE:
YANBU
INDUSTRIAL PORT
The climatic conditions affecting Yanbu Terminal are seasonal. In winter
onshore, Air temperatures range from 25 degrees centigrade during the
day to about 12 degrees centigrade at night. In summer air temperatures
range from 35 degrees centigrade during the day to about 25 degrees
centigrade at night. Extreme air temperatures recorded in recent years in
the area have been 49 degrees centigrade in May and 6 degrees centigrade
in February.
Temperatures offshore are generally several degrees lower. Relative
humidity varies throughout the year with average values between 65%
and 70% in winter and 50% - 55% in summer, however values of 100%
may occur for short periods around dawn. The average annual rainfall
taken over a four year period is 3.2 mm.
2
YANBU INDUSTRIAL PORT
WINDS:
The prevailing wind is throughout the year from west with a wind speed
3 m/s and above increasing during the afternoon. Storms occur as
frequently as every 50 days and sometimes can last as long as two weeks
although there is little drop in barometric pressure and very rarely any
precipitation during these storms or wind speeds of up to 25 m/s may
occur from the northwest and the northeast directions and during the
spring and winter months.
TIDES & CURRENTS:
The tidal range is about 1 meter at spring tides, but fluctuations due to
non-tidal effects are up to 3 meters The fluctuations due to non-tidal
effects are caused by storms which can cause mean seal level drop of
0.5 meter during the storms and a significant increase in mean sea level
after the storm or as it subsides. Generally the tides are semi diurnal with
a period of 12hr 25 minutes. Currents in the area are influenced by local
wind conditions, tide, and the general circulatory pattern of the Red Sea.
Generally, currents within the Terminal have been observed to run North
offshore and South near the coast in winter and run South offshore and
near the coast in Summer..
SEA CONDITIONS :
Sea conditions can vary considerably within the port limits. Wave heights
in the port area are usually lower than 2 meters during sea breezes.
SEA SALINITY AND SEA WATER TEMPERATURE :
Seawater temperature is similar to air temperatures and range between 20
degrees centigrade (77 degrees Fahrenheit) and 31 degrees centigrade (88
degrees Fahrenheit). Salinity varies between 35-39 part per thousand.
The incidence of fog is rare, but should it occur, (fog horns are provided
at both terminals to alert ships in cases of poor visibility) it is more likely
during the period from November to April. During the summer months
from May to September the incident of poor visibility (less than 5 miles)
can be quite high due to mist and haze. Throughout the year, dust storms
may occur obscuring the coastline.
EXTREME WEATHER;
The extreme temperature occurs in summer time with readings above
49 oC. The rainy season extend from October to April. The maximum
3
YANBU
INDUSTRIAL PORT
VISIBILITY :
YANBU INDUSTRIAL PORT
rainfall occurs in winter months. Wind speed can reach more than 24 m/s
associated with the thunderstorms.
The theoretical extremes based on one event every 50 years are:
•
2.2
Extreme wind speed -
150 Knots
CHARTS AND PUBLICATIONS
CHARTS:
British Admiralty Charts:
Saudi Chart:
American Chart:
BA 63, 237, 328
17, 171, 175
HO.62016,62171, 62172
TIDE TABLES :
British Admiralty Tide Tables,
Volume 2 Atlantic and Indian Oceans
PILOT BOOKS :
British Admiralty Red Sea and Gulf of Aden Pilot, BA. 64
LIGHT LISTS :
British Admiralty List of Lights and Fog Signals Volume (E).
2.3
NAVIGATIONAL AIDS & WARNINGS
The shape and colors of the buoys in the terminal area and approaches
comply with the IALA System, Region A.
NAVIGATIONAL WARNINGS:
Navigation Warnings are broadcast by Saudi Aramco HZY Radio for
frequency details see appropriate radio lists.
YANBU
INDUSTRIAL PORT
4
YANBU INDUSTRIAL PORT
2.4
ANCHORAGE AREAS
ANCHORAGE:
Anchorages within the harbor boundaries
23° 55’ 00” N
23° 56’ 00” N
23° 57’ 18” N
23° 56’ 36” N
23° 56’ 12” N
38° 12’ 30” E
38° 12’ 48” E
38° 12’ 36” E
38° 10’ 42” E
38° 11’ 18” E
2.5 ENTERING THE HARBOR
2.6 NAVIGATION & ARRIVAL
Vessels calling at the Saudi Aramco Marine Terminals, Yanbu are assigned
berths based on a variety of factors including, but not limited to, the
following: nomination date, time of arrival, product to be loaded, vessel
size and available berths. If there are no immediate berthing prospects,
vessels will be directed to anchor.
2.7 ROUTING TO THE TERMINAL
ARRIVAL AND DEPARTURE OF VESSELS
Notification to the Port Management
All shipping agents representing vessels intending to call at any port within
the GCC states with transit consignments of ammunition, explosives and/
or weapons on board must strictly abide by the following; each shipping
agent is held directly and personally responsible for any violation of these
procedures by any vessel within his agency.
1. Permission for loading the consignment must be obtained
prior to loading, by submitting to the relevant government
department of the state or states, whose ports the vessel is to
transit full details of the transiting consignment. These details to
specify the type, class and quantity of the goods to be loaded,
and documents must show the ultimate consignee, and the
seaport at which the goods are to be discharged.
5
YANBU
INDUSTRIAL PORT
The owners of vessels bound for a port within the jurisdiction of these
rules with cargo for discharge must give preliminary notice of the vessel’s
intended arrival to the Port Management of the discharge port or ports
by telex or cable, either directly or through the vessel’s agents on arrival at
the first or sole loading port, and before loading commences. Estimated
time of arrival and estimated quantity of cargo by type must be given with
the preliminary notice.
YANBU INDUSTRIAL PORT
2. Having obtained the necessary permission to load as
outlined in 1 above, the ships agent must submit to the relevant
GCC ports managements full details of all the dangerous transit
cargo on board whether it is to be discharged at a GCC port or
not.
3. On completion of loading cargo the following information
must be sent to the Port Management of the discharge port
or ports by telex or cable either directly or through the vessel’s
agents:
a)
b)
c)
d)
e)
f)
Vessel’s name and former names, if any
Flag, Port of registry and call sign.
Length overall, CRT, NRT and DWT.
Expected draught on arrival.
Expected time of arrival.
Cargo particulars, including nature, weight, tonnage and
stowage by hatches.
4. Failure to comply with the foregoing procedures will
result in the vessel being detained, as will be the case if the
vessel is found to be carrying any weapons, explosives and/or
ammunition without having obtained prior permission from the
relevant GCC government department.
5.
PROCEED TO TERMINALS.
Every vessel approaching the limits of a port must hoist the
following flags:
a) Ship’s signal letters (in case of VHF failure)
b) International Code ‘Q’-flag/flags in accordance with
International Health Safety Regulations.
c) International Code ‘B’-flag if the vessel is carrying dangerous
goods or hazardous materials.
d) The national flag of the country to which the vessel belongs.
3.
ARRIVAL COMMUNICATIONS
YANBU
INDUSTRIAL PORT
Refer to “COMMON RULES & INFORMATION”, section 6.0 “RADIO
COMMUNICATIONS & MESSAGES”, and in particular section 6.4 “THE
STANDARD MESSAGES”.
6
YANBU INDUSTRIAL PORT
3.1
VHF COMMUNICATIONS
EARLY CONTACT:
VHF contact with Yanbu Port Control should be established within 100 miles
of the Port on VHF Ch.16 or CH. 11 (or more in good propagation conditions)
and maintained when anchored.
MAINTAINING CONTACT:
Radio watch must be maintained on channel 16 and 11 at all times.
The following VHF Channels are used
Channel
16
Freq. (MHz)
156 - 800
Usage
International calling and distress.
67,68
(156,375 ),(156.425 )
Yanbu Port Channels
Pilotage and berthing operations
10, 11, 13
71, 73
6
67,68
Signal station - working channel.
Pilotage and berthing operations.
Saudi Aramco Yanbu Terminal Channels
800
General calling and operations
(156,375 ),(156.425 ) Pilotage and berthing operations
4.
ARRIVAL PROCEDURES
4.1
ARRIVAL DIRECTIONS
APPROACHING FROM THE NORTH:
24°02’00”N
37°45’00”E
APPROACHING FROM THE SOUTH:
5.
38°27’00”E
DOCUMENTARY PROCEDURES
GENERAL CLEARANCE:
On arrival of the ship at anchor or berth, and given that all pre-entry
requirements have been fulfilled, the ship will be boarded by the following
for completion of the required formalities…
7
YANBU
INDUSTRIAL PORT
23°27’00”N
YANBU INDUSTRIAL PORT
•
•
•
Immigration Authorities
Frontier Force
Port Health Officer
Vaccination certificates
Crew members shall have valid certificates of vaccination for:
•
•
Yellow fever (6 years).
Cholera (6 months).
NOTICE OF READINESS:
Notice of Readiness (N.O.R.) should be addressed to the applicable Saudi
Aramco terminal.
6.
TRAFFIC MOVEMENTS & MANEUVERING
6.1
VESSEL TRAFFIC SYSTEM
Vessels are forbidden to enter or navigate within the harbor limits without
the approval of the King Fahad Industrial Port Control Center.
SAUDI ARAMCO – YANBU PORT CONTROL:
All the marine services and shipping movements within King Fahd Industrial
Port Limits are monitored and controlled by King Fahd Port Control Center,
which is situated at Lat. 23°57.4’ N., Long. 38° 13.0’ E. The station is manned
24 hours a day and maintains a continuous VHF watch. Information can be
provided to Masters and Pilots on all navigational aspects, including wind
and visibility, navigational aids and shipping movements within the port
area. The station will also provide a liaison with the terminal operators and
emergency services.
7.
BERTHING OF VESSELS
PILOTAGE
7.1
PILOT BOARDING AREA
YANBU
INDUSTRIAL PORT
Ships should contact YANBU PORT CONTROL CENTER on VHF CH. 16 or
CH. 11 two (2) hours before arrival.
For Northern Approach Channel:
24°02’00”N
37°45’00”E
For Southern Approach Channel:
24°02’00”N
8
37°45’00”E
YANBU INDUSTRIAL PORT
7.2
LIMITING WEATHER CONDITIONS
Limiting conditions for the Pilot to board the vessel are wave height of 3 meters
or wind over 30 Knots.
Limiting conditions for berthing and mooring operations are wind speed
over 25 Knot.
For berthing and unberthing purposes, wind, sea and tidal conditions
have to be within acceptable limits, so that during the final docking, the
maximum berthing velocity and maximum approach angle are not being
exceeded.
•
Maximum Berthing Velocity 20 Cms / Sec.
•
Maximum Approaching Angle 7 Degrees.
7.3
PILOTAGE
Pilotage is compulsory for all vessels entering, navigating within or leaving
the pilot zones in all Saudi Aramco Oil Ports and Terminals
The Master of every vessel when approaching the Pilot boat for the
purpose of picking up a pilot must reduce speed to the minimum required
to maintain steerage way, maintain VHF contact with the pilot boat and
provide a good lee if necessary
7.4
TUGS & OTHER CRAFT
CRAFT
Radwa 20,21
Radwa 4, 5,
6, 14, 15, 16,
18, 19
Radwa 2
TYPE
Aqua-master
VoigtSchneider
HP
4000
4000
BOLLARD PULL
60 ton
60 ton
LENGTH (M)
30
30
Twin-screw
5600
90 ton
40
8.
BERTH INFORMATION
8.1
INFORMATION COMMON TO ALL BERTHS
PRODUCTS AVAILABLE:
Yanbu Crude Terminal is exporting Arab light, Arab Super light, and Fuel
Oil.
Yanbu NGL Terminal is exporting Propane, Butane, and Naphtha.
9
YANBU
INDUSTRIAL PORT
The following craft are currently available to vessels using YANBU
Terminal…
YANBU INDUSTRIAL PORT
BUNKERS
Ships can load Fuel oil as bunker.
FRESH WATER
Freshwater is only available for LPG ships at At NGL Terminal.
BALLAST & SLOP RECEPTION:
Bunker fuel oil loading arms are used to receive ships’ slops to retain it to
SAMREF slop reception facility.
For deballasting: vessels shall complete the deballasting operation
promptly after berthing in order to minimize time at berth. Masters of
vessels requiring time in excess of what Saudi Aramco considers standard
will be so notified by a Protest Letter.
Masters should, consistent with requirements for safe stress and
segregation, keep the propeller submerged and minimize stern trim.
Masters are encouraged to load concurrently with deballasting. Vessels
shall take all necessary steps to ensure that the propeller remains immersed
and a suitable trim is maintained at all times at berth.
DOCK DENSITY:
1025.
LOADING RATES:
Each crude oil loading arm is capable of handling 32,500 bph maximum.
Using four arms, the maximum flow rate per berth is 130, 000 bph. Crude
Oil can be loaded at two berths only at the same time. Maximum flow
rate per fuel oil loading arm is 14,500 bph.
All loading and bunker connections are equipped with electrical insulating
flanges. Therefore, ship to shore bonding cables is not required.
YANBU
INDUSTRIAL PORT
Berth
No.
61
4
Berth
Crude NO.
Size
Fuel No.
Size
LPG No.
Naphtha No.
Size
61
4
10
Breasting Dolphins
62
63
64
4
2
2
Loading Arm Connections
62
63
64
4
4
4
16 & 20 & 24 inch
2
2
2
2
8 & 10 & 12 inch
71
4
72
4
71
72
4
4
1
1
12 & 14 & 16 inch
YANBU INDUSTRIAL PORT
WEATHER LIMITATIONS:
Cargo operations are normally suspended if wind speed 30 mph.
8.2
YANBU CRUDE OIL TERMINAL BERTH INFORMATION
GENERAL INFORMATION:
BERTH CONSTRUCTION
A jetty trestle with four loading berths connected to shore by a freestanding trestle and a causeway. All four loading berths are fixed structures
with fixed loading platforms, breasting dolphins and mooring dolphins.
BERTHING & MOORINGS
Berthing and unberthing operations are performed by King Fahad
Industrial Port. However, wind, sea and tidal conditions have to
be within acceptable limits, so that during the final docking, the
maximum berthing velocity and maximum approach angle is not
being exceeded.
•
Crude Oil Terminal: Each mooring dolphin, breasting dolphin and
loading platform is equipped with either double or triple quick
release mooring hooks and with a mooring capstan.
•
NGL Terminal: Mooring dolphins consist of three hooks, capstans,
and a winch for connecting Mooring lines. Also, there are two
Breasting Dolphins on each berth.
•
Port mooring launches assist during mooring operations. The
terminal will provide suitable messenger for heaving in mooring
lines.
•
Each loading platform has a gangway tower equipped with a self
adjusting gangway, which will be provided to the ship, and will be
the only authorized access to and from ship for all personnel.
YANBU
INDUSTRIAL PORT
•
11
YANBU INDUSTRIAL PORT
8.3
Yanbu Refinery Terminal Berth Information
Berth Construction
A jetty trestle with four berth loading berths (berth No. 91and 92 Outer)
with maximum depth of 16 meters and (berth No. 93 and 94 (Inner) with
maximum depth of 11.5 meters) connected to shore by a causeway. All
four loading berths are fixed structures with fixed loading platforms,
breasting dolphins and mooring dolphins.
Berthing and mooring
Berthing and unberthing operation are performed by King Fahad Industrial
Port. Port mooring launches assist during mooring operations. The terminal
will provide suitable messenger for heaving in mooring lines.
Each loading platform has a gangway tower equipped with a self
adjusting gangway, which will be provided to the ship, and will be the
only authorized access to and from ship for all personnel.
Berth information
Yanbu Refinery (yr) berths
Min.
Depth
Berth At
L.A.T.
Ship’s
Max.
LOA
No. of
Manifold Minimum Various Distances Coupling Size
Max.
Disp.
Mooring PRODUCTS Above LAT
Draft
(x
Lines
Min. Max.
Min. Max. 1,000)
Min. Max.
BCM
DCM RM Cm-Cm Cargo Bunker
Dwt.(x
1.000)
91
236
16
156
92
60
80
14.2 20
260
16
80
107
93
11.5
94
YANBU
INDUSTRIAL PORT
12
76
164
9.8
3
20
27
14
FOC, MDC,
RG, PG,
MDO, KE,
4.1
NA, JP-4,
FOB, MDB,
BW & PW
8”-12”
16
FOC, MDC,
RG, PG,
MDO, KE,
NA, JP-R,
FOB, MDB, 1.7 12.6
BW & PW
(+ LPG, CA
& TEL FOR
94 ONLY)
Manifold
should be
1.2 1.5
at Midship
(+/_ 6m)
1.3
6”-10”
12”-16”
YANBU INDUSTRIAL PORT
9.
HARBOR ACTIVITIES
BERTH OPERATIONS
9.1
LOADING DOCUMENTS
LOADING/DISCHARGE AGREEMENT :
Prior to loading/discharge, the Terminal Shift Supervisor will contact the
officer in-charge for the loading/discharge operation on board the tanker
and discuss and agree on the loading discharge plan. Cargo Inspectors
will board to take samples and measure the cargo.
10. FACILITIES
10.1 REPAIRS
Beta Co for contracting
PO Box 40721
Jeddah 21511
Saudi Arabia
Tel:
+966 2 647 7764
Fax:
+966 2 648 5074
Tlx:
404237 JSRY SJ
Contact: Vice President, Maj. G. N S Al-Riffi
10.2
DIVERS.
No person shall send divers down to perform any inspection or work in
the port without prior permission having been obtained from the Port
Management.
10.3
PROVISIONS, STORES & CURRENCY
Frozen meat (except pork), fish and fresh vegetables are available locally;
however, Masters are advised to contact their agents well in advance to
establish availability and prices.
STORES :
Local availability of chandler items is limited and Masters should contact
their agents well in advance to establish availability.
13
YANBU
INDUSTRIAL PORT
PROVISIONS :
YANBU INDUSTRIAL PORT
10.4
FRESH WATER
Ships can be provided with Freshwater at NGL Terminal. Potable water is
supplied by commercial Agent. (It is possible at NGL terminal only)
10.5
MEDICAL & HOSPITAL SERVICES
Medical facilities are available for treatment of emergency cases.
Masters should if possible, provide advance notice to their agent of their
requirements, together with name, rank, nationality, passport or seaman’s
identity book number including date of issue and place of issue.
10.6
TRANSPORT, CREW CHANGES & SHORE LEAVE
CREW CHANGES:
Crew changes can be arranged at the Yanbu Terminal subject to the
approval of the Government Authorities. Masters should advise their agent
of repatriation requirements as far in advance as possible. Agents require
the following information for each crewmember that is to be repatriated:
Name, Rank, Nationality, Passport or seaman’s identity book number
including date of issue and place of issue, and final destination.
10.7
FOREIGN CONSULATES
YANBU
INDUSTRIAL PORT
Country
Algeria
Argentina
Australia
Austria
Bahrain
Bangladesh
Belgium
Brazil
Brunei
Cameroon
Canada
Chad
Comoros
Denmark
Djibouti
Egypt
Ethiopia
Finland
France
Germany (FDR)
Ghana
Greece
14
Telephone
665-3202
660-2626
665-1303
651-1816
669-2005
687-8465
651-3592
651-5124
665-0565
687-2552
667-1156
661-2095
670-3392
665-9183
683-5395
660-5025
665-3444
651-5660
661-0341
665-3545
660-1429
667-4088
Country
Lebanon
Libya
Malaysia
Mali
Malta
Mauritania
Mexico
Morocco
Netherlands
Niger
Nigeria
Norway
Oman
Pakistan
Philippines
Qatar
Senegal
Singapore
Somalia
Sudan
Sweden
Switzerland
Telephone
661-0000
665-2758
667-4462
651-5304
665-7973
687-8171
643-3238
669-5234
660-8015
665-1551
671-6865
651-7729
669-1418
669-1047
660-0348
665-2538
665-4505
643-6677
651-3076
647-1090
665-4735
651-0776
YANBU INDUSTRIAL PORT
Guinea
India
Indonesia
Iran
Iraq
Italy
Japan
Jordan
Kenya
Korea (South)
Kuwait
Syria
Taiwan
Tanzania
Thailand
Tunisia
Turkey
U.A.E.
U.K.
U.S.A.
Yemen
Zaire
660-5801
660-2264
665-7528
665-5318
660-5320
660-1607
651-5434
654-1811
667-0080
687-7977
665-2977
SHIPPING AGENTS
FAISAL M. HIGGI EST.
Al-Boghdadyah/5 – (18) Al-Wajh Street #13
Box 24507
Jeddah 21541, KSA
Tel.
(02) 645-4477
Fax.
(02) 645-4170
Telex:
602207 Higgi sj
E-mail: jeddah@faisal-higgi.com
ARABIAN ESTABLISHMENT FOR TRADE & SHIPPING
Box 832
Jeddah
Tel.
(02) 644-41915
Telex:
601138 AET SJ
BINZAGR BARBER
Binzagr Saudi Shipping Co. Ltd.
Box 208
Jeddah
Tel.
(02) 651-9136
Telex
601818 BINZAGR SJ
EL HAWI SHIPPING
Box 3837
Jeddah
Tel.
(02) 647-7767
Telex
601164 EL HAWI SJ
YANBU
INDUSTRIAL PORT
10.8
665-3718
652-0112
651-7440
665-8850
660-7372
642-1451
665-2402
660-7360
665-3718
669-0070
660-4898
GULF AGENCY COMPANY
Box 2038
Jeddah
Tel.
(02) 653-1964 / 653-1968
Telex
601047 GASHIP SJ
15
YANBU INDUSTRIAL PORT
SHOBOKSHI MARITIME CO.
Box 6560
Jeddah
Tel.
(02) 6678-0086 / 667-5954
Telex
602654 SHOM SJ
10.9
INSPECTION & SURVEY COMPANIES
CALEB BRETT,
Box 6670
Jeddah 21452
Tel.
Telex
(02) 665-7037
605692 CARETT SJ
REZAYAT CO. LTD.,
Box 6670
Jeddah 21452
Tel.
(02) 661-1333 / 661-1132
Fax
(02) 660-0297
Telex
600272 REZYAT SJ
SGS INSPECTION SERVICES SAUDI ARABIA LTD.
Redwood division
(petroleum / gas / chemicals / etc.)
Box 11023
Jeddah 21453
Tel.
(02) 661-0106 / 661-4387 /
661-9792
Fax
(02) 669-1324
Telex
604084 SGSJED SJ
Attn :
Capt. Roy Hamilton, Operations Manager
Mr. Steve Harvey, Redwood Branch Manager
10.10
CLASSIFICATION SOCIETY SURVEYORS
YANBU
INDUSTRIAL PORT
1. AMERICAN BUREAU OF SHIPPING JEDDAH
Tel. (Fax)
(02) 669-2824
Telex
601039
2. BUREAU VERITAS
C/O Orri Navigation Company.
Jeddah
Tel.
(02) 643-2144 / 643-3566
Telex
600129 MIDSHIP
16
YANBU INDUSTRIAL PORT
3. LLOYDS REGISTER
Box 2214
Sultan Center
Jeddah
Tel.
(02) 653-3628 / 653-3165
Telex
605720 LRJGD SJ
YANBU
INDUSTRIAL PORT
4. DET NORSKE VARITAS
C/O Haji Abdullah Alireza
Jeddah
Tel.
(02) 665-6321 / 642-2233
Telex
601037 REZA
17
YANBU INDUSTRIAL PORT
ANNEX VIII
LOCATION CHARTS
YANBU REFINERY
YANBU CRUDE TERMINAL
YANBU NGL TERMINAL
YANBU
INDUSTRIAL PORT
•
•
•
19
YANBU
INDUSTRIAL PORT
YANBU INDUSTRIAL PORT
YANBU
INDUSTRIAL PORT
YANBU INDUSTRIAL PORT
YANBU
INDUSTRIAL PORT
YANBU INDUSTRIAL PORT
GASRUL
TABLE OF CONTENTS
GASRUL
AMENDMENTS ......................................................................................1
PREFACE...............................................................................................2
SECTION 1 – GENERAL...................................................................4 –10
SECTION 2 – CERTIFICATE OF FITNESS.................................................11
SECTION 3 – DEFECTS & DEFICIENCIES................................................12
SECTION 4 – REPAIRS & MAINTENANCE.........................................13-14
SECTION 5 – FIRE PRECAUTIONS & EMERGENCY PROCEDURES....15-19
SECTION 6 – INERT GAS REQUIREMENTS............................................20
SECTION 7 – LEAKS, SPILLS & GAS DETECTION..............................21-23
SECTION 8 – EMERGENCY CARGO SHUT DOWN SYSTEM (ESDS)..24-25
SECTION 9 – CONTROL & SUPERVISION .......................................26-27
SECTION 10 – COMMUNICATIONS......................................................28
SECTION 11 – VENTILATION & OPENINGS.......................................29-30
SECTION 12 – TRANSFER CONNECTIONS.............................................31
SECTION 13 – CARGO MACHINERY, EQUIPMENT & INSTRUMENTS.33-36
SECTION 14 – VENTING, VAPOUR RETURN & CARGO
SYSTEM PRESSURE...................................................37-40
SECTION 15 – CARGO STOWAGE ..................................................41-43
SECTION 16 – COOLANT, PURGING & COOL DOWN.......................44-46
SECTION 17 – GENERAL CARGO HANDLING PROCEDURES.............47-49
SECTION 18 – BALLAST & FUEL OIL HANDLING...............................50-51
SECTION 19 – GAS TANKER MOORING...........................................52-55
APPENDIX – GLOSSARY OF TERMS..............................................56-62
GASRUL
AMENDMENTS TO GASRUL 2000 – NOTATION
The design, equipment and operating procedures of gas tankers have rapidly
evolved. When necessary, and in support of internationally recognized safe
handling standards, SAUDI ARAMCO will issue appropriate amendments to
GASRUL 2000
Please keep your copy up to date by promptly entering the amendments
and making the confirmatory notation on this page.
DATE ISSUED
DATE ENTERED
RULE NUMBER
PAGE NUMBER
GASRUL
AMENDMENT
NUMBER
1
GASRUL
PREFACE
The rules prepared by SAUDI ARAMCO concerning the safe handling of gas
tankers at the berth, the vessel safety inspection check list, and forms of
declaration and agreement between the Master of a gas tanker and SAUDI
ARAMCO, are essentially based upon the recommendations on the Safe
Transport, Handling and Storage of Dangerous Substances in Port Areas
adopted by the Maritime Safety Committee of the International Maritime
Organization (IMO) in December 1980, and the 1976 IMO Codes for the
Construction and Equipment of Ships carrying Liquefied Gases in Bulk.
They also incorporate recommendations and guidelines issued by:
The International Chamber of Shipping
(ICS).
The Oil Companies International Marine Forum
(OCIMF).
The Society of International Gas Tanker & Terminal Operators
(SIGTTO).
The International Association of Ports & Harbors
(IAPH).
The International Association of Independent Tanker Owners
(IAITO)
The European Council Of Chemical Industries
(ECCI)
For the purpose of interpreting these rules, terms commonly used to describe
gas tanker design, equipment and operations are defined in Appendix I,
and generally conform to accepted international standards.
SAUDI ARAMCO handles only Refrigerated Liquefied Petroleum Gases
(RLPG) on the gas tankers to which these rules apply and whenever a gas
tanker has dangerous substances other than RLPG on board and is accepted
by SAUDI ARAMCO for handling at the berth, their safe containment shall
be in accordance with the requirements of internationally recognized Codes
and Guides and such other authoritative sources of relevant information
concerning the substances as may be appropriate.
GASRUL
2
GASRUL
These rules have been introduced by SAUDI ARAMCO to ensure the safe
handling of RLPG cargos and as evidence of the determination of SAUDI
ARAMCO to support the internationally recognized standards.
Observations and comments in writing from the Masters, Owners, Operators
and Agents of gas tankers concerning the application of these rules will be
welcomed by SAUDI ARAMCO and should be addressed in the first instance
to:
GASRUL
The Manager,
Oil Supply Planning & Scheduling Department (OSPAS)
Saudi Aramco Box 5000
Dhahran
Kingdom of Saudi Arabia
3
GASRUL
SECTION 1 - GENERAL
1.1
1.1.1
Application:
Except as provided for, these rules shall apply to gas tankers at the
berth under the following conditions:
a) Handling or proposing to handle RLPG
b) Having onboard any LPG and/or other liquefied gases either as a
part cargo, cargo residue or coolant.
1.1.2
These rules do not apply to a gas tanker at the berth when handling
cargo other than RLPG (e.g. naphtha) and the vessel does not have
on board any part cargo or cargo residue of LPG or other liquefied
gasses except as may be contained as coolant in an isolated and
segregated cargo system such as a deck tank acceptable to the
Terminal Representative.
1.1.3
Nothing in these rules shall interfere with the requirements of any
special or additional rules or regulations, which may be made by the
Government or SAUDI ARAMCO in respect of the vessel to which
these rules apply.
1.2
Deviation:
1.2.1
Deviation from these rules is only permissible with the written
consent of SAUDI ARAMCO.
1.2.2
When the requirements of these rules conflict with any provision of
the vessel’s operating and/or emergency procedure manuals with
which a vessel may be provided it shall be brought to the attention
of the Terminal Representative prior to the start of cargo handling.
1.3
1.3.1
Jurisdiction:
Gas Tankers, the Masters and Crews thereof are subject to these
rules and the applicable laws of Saudi Arabia when the vessel is at
any SAUDI ARAMCO berth. Both shall be strictly enforced.
NOTE: Masters are advised to consult their Agent in respect of the
interpretation of Government Law or Regulation.
1.4
Unsafe Conditions:
GASRUL
1.4.1 When any operation being conducted in the vicinity of the vessel
represents in the opinion of the Master, an unacceptable safety
hazard to the vessel, handling shall be suspended at the request of
the Master until such time as any corrective action, which may be
required is taken.
4
GASRUL
1.5
Berth Assignment:
1.5.1 Assignment of gas tankers to SAUDI ARAMCO berths will be in
accordance with the procedures and requirements of SAUDI
ARAMCO and shall include but not necessarily be limited to:
a) Condition of cargo tanks on arrival.
b) Grades of RLPG to be loaded.
c) Gas tanker size and loaded draft and other criteria determined
by the Terminal.
d) Berth availability.
1.6
Acceptability (See Section 15)
1.6.1 Gas tankers that are not of an approved design for the transport of
RLPG at atmospheric pressure will not be accepted.
1.6.2 In accepting orders to handle RLPG at a SAUDI ARAMCO terminal,
the Master of a gas tanker shall ensure that the safe minimum
operating temperature and the maximum operating pressure of the
vessel's cargo containment system is compatible with the boiling
point of the RLPG to be handled.
1.6.3 Subject to the requirements of 6.1 and if the Master shall agree,
cargo tanks containing an atmosphere consisting of propane gas,
butane gas or mixtures of them shall be accepted for the loading of
propane (C3) and/or butane (C4). (See Section 15)
1.6.4 Except as provided for when handling coolant (See Section 16)
acceptance of any cargo tank for loading RLPG shall be conditional
upon it being satisfactorily demonstrated to the Terminal
Representative (See Sections 1.6 for exceptions) that:
1.6.4.1 FOR A-140 PROPANE LOADING:
a) the cargo tank bottom is cooled down to a maximum mean
temperature of minus 38o F or minus 39o C.
c) the cargo tank gauge pressure is not more than 1.0 psig. or 70
mbs. or 0.07 kg/cm2 on arrival at berth.
5
GASRUL
b) the maximum mean temperature above the mid-depth of the
cargo tank, in the range between two-thirds and three-quarters
of the MATFL and excluding any temperature indicated in the
cargo tank dome space, is minus -8o F or minus -22o C.
GASRUL
1.6.4.2 FOR A-160 BUTANE LOADING:
a) The cargo tank bottom is cooled down to a maximum mean
temperature of plus 32o F or 0o C.
b) The maximum mean temperature above the mid-depth of the
cargo tank, in the range between two-thirds and three-quarters
of the MATFL, and excluding any temperature indicated in the
cargo tank dome vapor space, is plus 57o F or plus 14o C.
c) The cargo tank gauge pressure is not more than 1.0 psig. or 70
mbs. or 0.07 kg/cm2 on arrival at berth.
1.6.5 Gas tankers that are not equipped with temperature indicating
devices so as to be able to comply with 1.6.4 shall demonstrate to
the Terminal Representative prior to acceptance for loading that:
1.6.5.1 FOR A-140 PROPANE LOADING:
a) The cargo tank bottom is cooled down to a maximum mean
temperature of minus 38o F or minus 39o C.
b) The maximum mean temperature at the top of the cargo tank
and at or immediately below the MATFL and excluding any
temperature indicated in the cargo tank dome vapor space is
minus 8o F or minus 22o C.
c) The cargo tank gauge pressure is not more than 1.0 psig. or 70
mbs. or 0.07 kg/cm2 on arrival at berth.
1.6.5.2 FOR A-160 BUTANE LOADING:
a) The cargo tank bottom is cooled down to a maximum mean
temperature of plus 32o F or 0o C.
b) The maximum mean temperature at the top of the cargo tank
and at or immediately below the MATFL and excluding any
temperature indicated in the cargo tank dome vapor space is
plus 57o F or 14o C.
c) The cargo tank gauge pressure is not more than 1.0 psig. or 70
mbs. or 0.07 kg/cm2 on arrival at berth.
1.6.6
GASRUL
6
Except as provided for in 1.6.7 the vessel shall ensure that an
adequate quantity of coolant is on board on arrival for the purpose
of presenting the cargo tanks for loading in the condition required
by 1.6.4 & 1.6.5
GASRUL
1.6.7
Exceptionally, when provision cannot be made by the vessel to arrive
with cargo tanks ready for loading in the condition required by 1.6.4
or 1.6.5 (as may be the case in respect of a new gas tanker; a gas
tanker arriving from dry-dock or repair yard; or subsequent to a
necessary change in cargo grade) acceptance shall be subject to
prior arrangement and agreement with SAUDI ARAMCO. When
such vessels are accepted the procedures for handling them shall be
in accordance with Section 16.
1.6.8
A gas tanker will not be accepted when it is unable to comply
with these rules in respect of the safe containment of cargo and
the means for indicating cargo system pressures, temperatures and
cargo liquid levels.
1.6.9
The temperature requirements of 1.6.4 & 1.6.5 may be waived, on
a case-by-case basis, at the discretion of the Terminal Operations
Superintendent dependent on the design and operating constraints
of the vessel, condition of the vessel, the availability and condition
of shore equipment and berth availability.
1.6.10 The requirement of 1.6.4 & 1.6.5 that the cargo tank pressure be
not more than 1.0 psig. or 70 mbs. or 0.07 kg/cm2 at the start of
loading may be waived, on a case-by-case basis, at the discretion of
the Terminal Operations Superintendent dependent on the design
and operating constraints of the vessel, condition of the vessel,
availability and condition of shore equipment and berth availability.
However, at no time shall the ship's cargo tank pressure exceed the
lesser of 10 psig., 70% of the vessel's maximum allowable relief
valve set pressure or 70% of the maximum allowable relief valve
set pressure of any other ship connected to the same vapor return
system.
1.7
Information Books:
1.7.1
Every gas tanker accepted for handling at a SAUDI ARAMCO berth
shall have on board a copy of Saudi Aramco Ports and Terminals
When any copy is not on board prior to arrival, SAUDI ARAMCO
and the Agent of the vessel shall be advised.
When a gas tanker is not provided with an operating manual, the
Terminal Representative shall be advised.
GASRUL
1.7.2
7
GASRUL
1.8
Responsibility:
The Master and Crew of a gas tanker at berth shall be responsible
at all times for the safety of the vessel and shall make provision
to exercise all necessary precautions to maintain the integrity and
efficiency of the closed cargo containment system and cargo system
with which the vessel is provided.
1.9
Prior to Cargo Handling:
1.9.1
Cargo Handling shall not start until:
a) Quarantine clearance has been granted to the vessel in accordance
with the requirements of the Port.
b) The "Master's Safety Declaration" (SAUDI ARAMCO Form
numbers 8811, 8812 and 8814) has been discussed with the
Terminal Representative and signed by the Master.
c) The information exchange and joint declaration required by 1.9.2
& 1.9.3 are complete (Aramco Form numbers 8810, 8816 and
8818).
1.9.2
The Master shall provide the Terminal Representative with information
concerning dates and results of tests and checks carried out on the
following equipment or spaces on board the vessel:
a) Fire main and water spray systems in the cargo and accommodation
areas.
b) Inert gas content and pressure of hold spaces if applicable.
c) Gas free condition of hold spaces if inerting not required.
d) Operation of cargo system remote control valves and their
position indicating systems.
e) The alarm function of gas detection equipment.
f) Cargo system gauge and alarm set points.
g) Operation of the emergency shut-down system.
GASRUL
8
GASRUL
1.9.3
The Master and Terminal Representative shall make a joint declaration
of agreement concerning the following items:
a) Procedures for cargo, bunker and ballast handling.
b) Maximum loading rates.
c) Safety check lists.
d) Action to be taken in the event of an emergency.
e) Ship to shore communication systems.
f) Emergency shutdown procedures and conditions under which
cargo handling shall be stopped.
g) If fitted with the SIGTTO ship/shore ESD system, it is to be
connected prior to the start of loading.
h) Venting of gas from the vessel's cargo containment or cargo
systems.
i) Maximum working pressures.
j) Automatic valve closing rates.
k) Minimum working temperatures.
1.10
Vessel Access and Emergency Escape:
1.10.1 Access to the accommodation shall, whenever possible, be through
openings at either the after end of the accommodation house or at
levels above the main cargo area deck.
1.10.2 Gangways shall be carefully tended at all times and adequately
illuminated at night. Personnel shall use only the designated
access.
GASRUL
1.10.3 Means for emergency escape shall be provided on the side of the
vessel opposite to the loading connections. For security reasons,
the means for emergency escape shall be stowed at deck level in
such a manner as to be ready for expeditious use in an emergency
condition and shall be of adequate length to reach the water at all
times.
9
GASRUL
1.11
Penalties:
1.11.1 Disregard of or failure to fully comply with any of these rules or any
safety practices generally accepted in the marine transport industry
will result in the suspension of all operations and the vessel may be
required to vacate the berth.
1.11.2 Vessels presented for loading with deficient equipment or machinery
whether by design or by lack of maintenance will not be berthed. If
such deficiency becomes apparent after berthing, the vessel will be
required to vacate the berth.
1.11.3 Safety violations due to negligence on the part of the vessel's
personnel will result in the suspension of loading operations for
investigation and correction. Repeated violations may result in a
vessel being removed from the berth.
1.11.4 Removal from the berth as a result of safety violations or deficiencies
will be at the vessel's expense and SAUDI ARAMCO will not accept
responsibility for any resulting delay to the vessel.
1.11.5 Gas tankers with unacceptable safety performances will not be
accepted at SAUDI ARAMCO berths on subsequent voyages.
1.12
Hazardous Gases:
1.12.1 Masters of gas carriers berthed at SAUDI ARAMCO marine terminals
where crude oil is handled shall be aware that the crude oil may
contain dissolved hydrogen sulphide (H2S) in concentrations, which
may be hazardous. SAUDI ARAMCO provides upon request, a list of
recommendations concerning the hazards of hydrogen sulphide.
1.12.2 Masters shall recognize that potentially dangerous flammable and
other hazardous gas concentrations may originate from sources
other than their own vessels.
1.13
Photography Prohibited:
1.13.1 The photographing of any marine or other terminal facility is strictly
prohibited by law.
1.13.2 Masters are advised that the unauthorized use of photography
equipment may result in its confiscation and the persecution of the
offender by the Authorities.
GASRUL
10
GASRUL
SECTION 2 - CERTIFICATES OF FITNESS
2.1
Valid Certificate of Fitness Issued:
2.1.1
A gas tanker issued with a valid Certificate of Fitness and able to
meet the requirements of these rules shall be accepted at berth for
handling.
2.1.2
The Master of a gas tanker issued with a valid Certificate of Fitness
shall, either on or prior to arrival, report to SAUDI ARAMCO any
defect or deficiency which may affect the validity of that Certificate.
When no such defects or deficiencies are reported it shall be assumed
that the vessel is said to be in full compliance with that Certificate.
2.2
Valid Certificate of Fitness Not Issued:
A gas tanker not issued with a valid Certificate of Fitness may also
be accepted at berth for handling provided that the vessel has been
certified by an Administration or other appropriate Authority as being
suitable for the carriage of RLPG and is provided with equipment in
good condition to monitor and control the safe handling of RLPG.
2.2.2
The Master of a gas tanker not issued with a valid Certificate of
Fitness shall, prior to acceptance for handling at berth, confirm to
SAUDI ARAMCO that the vessel is in all respects able to comply with
these rules.
2.2.3
The Master of a gas tanker not issued with a valid Certificate of
Fitness shall, either on or prior to arrival, report to SAUDI ARAMCO
any known defects in hull, machinery or equipment which might
materially affect the safe maneuvering or cargo handling ability
of the vessel or otherwise constitute a hazard to other vessels or
property or to persons on board or elsewhere. Prior to the start of
any cargo handling such vessels shall be subject to inspection by
a SAUDI ARAMCO Representative in a manner and form, which
shall be determined at the sole discretion of SAUDI ARAMCO. (See
Section 13.3.2)
GASRUL
2.2.1
11
GASRUL
SECTION 3 - DEFECTS AND DEFICIENCIES
3.1
On or Prior to Arrival:
3.1.1
The Master of a gas tanker shall report to the Terminal Representative
any defect or deficiency, which may prevent compliance with these
rules.
3.1.2
Any defect or deficiency reported to the Terminal Representative
shall be jointly investigated by the Master in consultation with
the Terminal Representative to establish if the reported defect
or deficiency represents a safety hazard for any reason. Sea Port
Authority (SEPA) might attend the investigation.
3.1.3
When any vessel is found upon inspection to have any safety defect
or deficiency in contravention of any appropriate Certificate or in
contravention of these rules, that vessel may be subject to delay in
berthing and/or handling until such time as the defect or deficiency
is corrected to the satisfaction of the Terminal Representative.
3.2
Reports to Owners, Operators and Others
Defects, deficiencies or violations of safety rules which are not
promptly corrected or which represent any immediate or potential
threat to the safety of cargo handling, shall be reported to the Owners/
Operators of the gas tanker concerned and to other organizations
and authorities for information or appropriate action.
GASRUL
12
GASRUL
SECTION 4 - REPAIRS AND MAINTENANCE
4.1
Readiness to Vacate Berth:
Boilers, main engines, steering machinery and other equipment
essential for maneuvering shall be maintained so as to enable the
vessel to be unberthed under full engine power at short notice.
Repairs and other work, which may immobilize the vessel, shall not
be undertaken.
4.2
Gas Freeing and Tank Washing:
Gas freeing and tank washing at the berth is prohibited
4.3
Repairs and Other Work:
4.3.1
Repair or maintenance of any part of the cargo containment system
or cargo system in the cargo area or in gas dangerous zones, other
than of a routine operational nature, is prohibited.
4.3.2
Any work in the cargo area, other than work associated directly
with handling and/or safety procedures, is prohibited.
4.4
Repairs Prior to Arrival at Berth:
4.5
Hydrates and Antifreeze:
4.5.1
When cargo handling is or is believed to be adversely affected by the
formation of water ice crystals (hydrates) within the cargo system
and which requires the injection of antifreeze into the system, such
injection procedures shall be subject to the permission of the Terminal
Representative who shall have sole discretion as to whether or not
the proposed procedures are of a routine operational nature.
4.5.2
When anti-freeze injection to the cargo system is permitted,
every precaution shall be undertaken to ensure that any injection
procedures are in accordance with the vessel’s operating manual
and if appropriate, the flammable and/or toxic nature of the antifreeze is recognized. The Terminal Representative shall witness the
initiation of the procedure if the ship is at berth.
13
GASRUL
When any part of the cargo containment system or cargo system
in the cargo area or in gas dangerous zones is under repair and/or
has been prepared for repair or maintenance prior to berthing, all
cargo pipelines and other connections to that system or machinery
in repair shall be efficiently isolated and blanked (blinded) to ensure
that there shall be no possibility of leaks.
GASRUL
4.6
Cargo Filters:
The clearing of blocked cargo filtering arrangements in the cargo
system by dismantling of the arrangements or other means will be
at the discretion of the Terminal Representative [See 12.8.2]
4.7
Funnel Uptakes and Boiler Tubes:
The cleaning of funnel uptakes and boiler tubes is prohibited and
every precaution shall be undertaken to ensure that sparks do not
escape from the funnel.
4.8
Radio and Radar Equipment:
The servicing of radio and radar equipment shall not be permitted
without the written agreement of the Terminal Representative.
GASRUL
14
GASRUL
SECTION 5 - FIRE PRECAUTIONS AND EMERGENCY PROCEDURES
5.1
Prior to Cargo Handling:
Prior to the start of Cargo handling the Master shall:
a) Provide dates and results of the last regular full test of the fire
main and water spray systems in the cargo and accommodation
areas.
b) Agree on the fire fighting procedures and fire fighting media to
be employed.
c) Agree on the action to be taken in the event of an emergency
condition.
Adequate and Appropriate Equipment:
5.2.1
Adequate and properly tested fire fighting equipment, appropriate
to cargo on board the ship, shall be readily available and the Crew
shall be trained and practiced in its use.
5.2.2
Adequate and appropriate safety equipment and protective clothing
shall be available for the Crew whenever the situation requires.
5.2.3
Equipment provided for the purpose of fire smothering in the cargo
machinery spaces, cargo control rooms, engine rooms, and other
spaces in the cargo area or gas dangerous zones should be charged
up and ready for immediate use.
5.3
Naked Lights, Smoking and Cooking Appliances:
5.3.1
Open flames or fires, exposed incandescent material and any other
unconfined sources of ignition are prohibited on deck and in other
places where there is a risk that flammable gas may be present.
5.3.2
Personnel entering any space designated as a Gas Dangerous Zone
shall not introduce any potential source of ignition (e.g. matches,
mechanical or electronic lighters, non-approved radios, etc.) into the
space.
5.3.3
Smoking shall only be permitted in places in the after accommodation
which have been jointly agreed in writing by the Master and the
Terminal Representative and suitable notices shall be posted at the
entrance or entrances to the designated smoking places.
GASRUL
5.2
15
GASRUL
5.3.4
No place shall be considered suitable for smoking unless:
a) It is enclosed accommodation aft of the cargo area.
b) It has no doors which open directly onto the outside deck.
d) All ports and windows are kept closed.
e) Doors into passageways are kept closed except when in use.
GASRUL
5.3.5
Galleys, which use only steam or immersed electric heaters, shall be
considered suitable for use. The use of galley stoves and cooking
appliances with non-immersed elements, such as electric hot plates
and toasters, may be permitted in galleys and properly designated
pantries with the written agreement of the Terminal Representative.
(See Sections 11.1.4 & 11.1.5)
5.4
Electrical Equipment:
5.4.1
The use of portable electrical equipment on flexible leads (power
cords) is prohibited in the cargo area, gas dangerous zones, and in
any other area or spaces where flammable gas may be present. The
power cords for such equipment shall be disconnected and removed
from the area, zone or space.
5.4.2
Electrical installations shall be maintained so as to minimize the risk
of fire and explosion from flammable products. Modifications to
electrical equipment and/or wiring, which have not been approved
by an appropriate authority, shall not be accepted.
5.4.3
Battery operated hand torches (flashlights) shall be in good condition
and of a type certified to be safe for use in hazardous locations.
5.4.4
Domestic radios, electronic calculators, recorders and other battery
powered equipment of a type which has not been approved, shall
not be used on deck or in any place where flammable gas may be
present.
5.4.5
Portable VHF/UHF transceivers shall be of an intrinsically safe type,
which is approved by a competent authority. When used, this
equipment shall be in good condition.
5.4.6
Main radio equipment shall not be used and main transmitting
aerials shall be disconnected and grounded.
5.4.7
Radar scanners shall be switched off.
16
GASRUL
Emergency Signal:
5.5.1
In the event of fire or other emergency conditions the vessel shall
sound a continuous sound of long or short blasts on the whistle.
5.5.2
The Master will be advised of the sound signals used by the terminal
in the event of an emergency condition and will also be advised by
the Terminal Representative whenever that signal is to be used for
test or drill purposes.
5.6
Fire Mains:
5.6.1
Live pressure shall be maintained on the firewater main and on the
deck water spray or water curtain systems, whenever the design of
the vessel and other limitations permit.
5.6.2
When as a result of design or other limitations, live pressure cannot
be maintained on the firewater main and on the deck water spray
or water curtain systems, the appropriate pumps shall be ready
for immediate use and unlocked access shall be provided to any
fire pump remote control station if the vessel is so equipped.
Acceptance of such vessels shall be at the discretion of the Terminal
Representative.
5.6.3
The draft, trim and list (angle of heel) of the vessel shall be controlled
to ensure that there is no interruption in the supply of seawater to
any of the fire or spray pumps.
5.6.4
At least two firewater hoses with dual purpose spray/jet capability
shall be connected to the fire main in the cargo area and each such
hose shall be laid out ready for immediate use. The spray/jet nozzle
of at least one such hose shall be placed in a clear position on deck
on that side of the vessel nearest the berth and about 15 meters or
50 feet forward of the center line of the cargo manifold area and
when practicable, on a level with the manifold. At least one other
such hose spray/jet nozzle shall be similarly positioned about 15 meters
or 50 feet aft of the centerline of the cargo manifold area.
5.6.5
When a permanent installation dry powder type fire extinguishing
system is provided, at least one dry powder hose/nozzle of adequate
length to discharge dry powder at the loading connection shall be
positioned about 15 meters to windward of the cargo manifold area.
Alternatively, one or more portable dry powder type fire extinguishers
with a total capacity of not less than 150 pounds (68 kilograms) shall
be similarly positioned. (See Section 5.2.3)
GASRUL
5.5
17
GASRUL
5.6.6
One approved dry powder type fire fighting monitor capable of local
and remote operation and covering the cargo manifold area, may be
substituted for the requirements of 5.6.5 provided that the monitor
is appropriately positioned prior to the start of cargo handling and
adjusted as necessary during handling.
5.7
Stopping of Cargo Handling:
Cargo handling shall be stopped whenever:
a) There is an imminent danger of fire or explosion on board the
vessel or on shore.
b) There are high concentrations of any dangerous gasses on or in
the vicinity of the vessel or berth.
c) It is considered unsafe to continue due to leaks or spillage.
d) It is considered unsafe to continue due to weather or tidal
conditions.
e) There is any emission of sparks or flames from the vessel’s funnel
or the continuous emission of dense smoke which suggests
serious machinery or equipment malfunction.
f) There is significant electrical or mechanical failure adversely
affecting the safety of handling.
g) The vessel is found to be violating any safety rules or procedure
and fails to take immediate corrective action.
h) There is significant movement of the vessel affecting the safety
of the transfer connections.
i) It is considered unsafe to continue due to the stability, draft, trim
or list (angle of heel) condition of the vessel.
j) Vapor return is in use for the express purpose of relieving cargo
system pressures, except as may be provided for when purging
or when a vapor recovery system is in use.
k) There is a failure of the agreed means of communication between
the vessel and the Terminal Representative.
l) Required by the Terminal Representative.
m) Required by the vessel.
GASRUL
NOTE: If practical, the ship and shore should communicate before
stopping cargo.
18
GASRUL
5.8
5.8.1
Electrical Continuity:
Electrical continuity bonding wires shall not be used between the
vessel and the berth at any time.
NOTE: Loading arms for RLPG are equipped with approved insulation
pieces. The Terminal Representative will ensure the adequacy of
insulation on gangways provided to the vessel when necessary.
When the cargo system is required to be electrically bonded to
provide electrical continuity across thermal isolation barriers and
gasket pipe or other joints, the “bonds” shall be suitable for the
purpose and in good condition.
GASRUL
5.8.2
19
GASRUL
SECTION 6 - INERT GAS REQUIREMENTS
6.1
Acceptance Conditions (See Section 1.6):
6.1.1
LPG shall not be loaded into any gas tanker unless all the cargo tanks
and their associated cargo systems have an oxygen concentration of
less than five percent by volume and a positive pressure.
6.1.2
When a gas tanker arrives at the berth with warm cargo tanks,
the Master shall make proper provision to allow the Terminal
Representative to obtain atmosphere samples from each warm tank
for the purpose of oxygen content analysis.
6.2
Securing Inerted Spaces:
Inerted spaces shall be secured against inadvertent entry by shore
personnel visiting the vessel on official business.
6.3
Hold Spaces and Inter-Barrier Spaces:
6.3.1
Prior to arrival at berth, Masters of gas tankers which are required,
as a condition of a Certificate of Fitness or other certificate, to
maintain their cargo tank hold spaces or inter-barrier spaces in an
inert condition, shall ensure that those spaces are inerted to the
required standard and provision is made to maintain that standard
when the vessel is at berth.
6.3.2
When there is no requirement to maintain the cargo tank hold
spaces or inter-barrier spaces in an inert condition, the Master shall
confirm and/or demonstrate to the Terminal Representative that
those spaces are free of any cargo gases.
6.4
Use of Inert Gas:
Except as provided for in 6.3.1 to maintain the inert condition
standard of hold or inter-barrier spaces, inerting of the cargo
containment or cargo system at the berth is prohibited.
Inert Gas Equipment:
6.5.1
A vessel provided with equipment for the production or supply of
inert gas shall, prior to arrival at berth, ensure that an approved
means of preventing a return of cargo gas to the inert gas generator
or supply is in place.
6.5.2
Inert gas systems provided on or to a vessel for the purpose of
inerting or clearing the vessel’s cargo manifolds of dangerous
substances shall be used for that purpose if required by the Terminal
Representative.
GASRUL
6.5
20
GASRUL
SECTION 7 - LEAKS, SPILLAGE AND GAS DETECTION
7.1
General Principle:
As a general principle it shall be recognized that although any
large volume leak or spillage of LPG represents an obvious and
considerable potential for serious fire and/or explosion hazard, a
comparatively minor and unrecognized leak or spillage may also
develop into a serious fire and/or explosion hazard.
7.2
Leaks and Spillage:
7.2.1
When any leak or spillage of dangerous substances occurs during
cargo handling, the following action shall be taken immediately:
a) Stop all cargo and bunker handling.
b) Use the appropriate valves to isolate or minimize the volume and
pressure of the leak at source.
c) Use the vapor return system if this will assist in relieving pressure
at the leak source.
d) Ensure that all doors, windows and ventilators (other than safe
closed circuit ventilating systems) are closed.
e) Prohibit all smoking and the use of naked lights.
f) Restrict the operation of electrical switches to essential purposes
only.
g) Such other action as may be deemed appropriate by the Master
and/or Terminal Representative.
Consideration shall also be given to the following if the circumstances
warrant:
a) Sounding the general or emergency alarms.
b) Assembling emergency teams with appropriate equipment
including breathing apparatus and protective clothing.
c) Operating the water spray system to disperse or deflect gas clouds
from potential ignition sources such as the accommodation and
machinery spaces.
d) Employ water hoses and sprays to disperse accumulations of
liquefied gas, and maintain structural steel temperatures if
necessary.
21
GASRUL
7.2.2
GASRUL
GASRUL
7.2.3
Cargo handling shall be discontinued when LPG accumulates in the
spill tank at the cargo manifold, and appropriate action shall be
taken to vaporize the LPG in a safe and controlled manner. (See
Section 7.8)
7.3
Deck Scuppers (See Section 18):
7.3.1
The deck scuppers of gas tankers may be kept open for the purpose
of avoiding any dangerous accumulation of cargo on deck in the
event of a major leak or spillage, subject to the agreement of the
Terminal Representative and provided that an ample supply of water
is immediately available at all times in the cargo area.
7.3.2
When a vessel is equipped with arrangements to prevent the flow of
dangerous substances from the cargo area to other deck areas of the
vessel, the overboard deck scuppers in other deck areas protected
by such arrangements shall be effectively plugged, to contain fuel
tank overflows.
7.4
Gas Detection - Permanent Installation:
7.4.1
A permanent installation gas detection system shall be properly
calibrated and set for the cargo and the system shall be in continuous
operation monitoring the various spaces for which it was designed.
7.4.2
A gas tanker Master shall declare to the Terminal Representative
that appropriate span gas is available for testing the cargo gas
detection instruments, and shall provide dates and results of the last
inspection or test of those instruments and alarm functions when
appropriate.
7.4.3
Exhaust gas from permanent installation gas detection equipment
shall be discharged to the atmosphere in an approved safe
location.
7.5
Gas Detection - Portable Equipment:
7.5.1
Not less than one set of portable gas detection equipment in good
order and condition and suitable for each grade of cargo on board
the vessel shall be provided.
7.5.2
When a vessel is not equipped with a permanent installation
gas detection system, at least two sets of portable gas detection
instruments in good order and suitable for the grades of cargo on
board shall be provided.
7.5.3
Appropriate means shall be provided on board the vessel for
calibrating and testing the required portable gas detection
instruments.
22
GASRUL
Breathing Apparatus and Protective Clothing:
7.6.1
At least three sets of self-contained breathing apparatus (SCBA),
in good working order, appropriate to cargo and three sets of
protective clothing (for use with the SCBA’s) shall be provided.
7.6.2
The required breathing sets and protective clothing shall be
maintained ready for immediate use in clearly marked and readily
accessible places on board.
7.6.3
An adequate number of physically fit crew members, fully trained
in the use of breathing apparatus and protective clothing so that
they are safely able to take any corrective actions which may be
necessary to deal with any leak or spillage of dangerous substances
from or within the cargo containment system or cargo system, shall
be immediately available.
7.7
Sea and Overboard Discharge Valves:
7.7.1
A deck watch shall be maintained to ensure that LPG is not escaping
through sea and overboard discharge valves.
7.7.2
When not in use, sea and overboard discharge valves shall be closed
and secured against inadvertent use.
7.8
Spill Tanks
7.8.1
Suitably constructed fixed or portable spill tanks shall be provided to
contain a reasonable volume of LPG, which may result from leak or
spillage at loading connections.
7.8.2
The dimensions of spill tanks shall be such that they do not interfere
with the safe operation of loading connections.
7.8.3
Spill tanks shall be emptied in an appropriate manner whenever
necessary. (See Section 7.2.2)
GASRUL
7.6
23
GASRUL
SECTION 8 – EMERGENCY CARGO SHUT DOWN SYSTEM (ESDS)
8.1
8.1.1
Information Required:
In vessels equipped with a manual and/or automatically activated
ESDS, the Master shall provide the Terminal Representative with
information relating to the following operating features of the
system prior to the start of cargo handling.
a) The minimum time required to close the vessel’s liquid loading
manifold valve when loading at the vessel’s maximum requested
loading rate.
b) The effect of an emergency shutdwn on the vapor return
system.
c) The date of the last test of the ESDS activating elements.
d) The effect upon the vessel’s reliquification system when the ESDS
is activated.
e) The effect of a loss or failure of the vessel’s cargo system main
control power supply upon the ESDS.
8.1.2
The Master shall confirm that the crew are aware of the location
and use of the ESDS and are also aware of the dangers that may
result from the accidental or mischievous triggering of the system
during cargo handling.
8.1.3
When the vessel is berthed, the Terminal Representative shall be
informed whether the vessel is equipped with the SIGTTO ship/shore
ESD system.
8.2
Pressure Surge:
The Terminal Representative may require a reduction in the vessel’s
maximum requested loading rate if there is reason to suspect that
operating the vessel’s ESDS may create a dangerous pressure surge
in the Terminal’s loading system. Pressure surges, which may be
caused by closure of any ship’s valve is prohibited.
8.3
Maintenance and Testing of the ESDS:
GASRUL
The Master shall ensure that any ESDS provided is well maintained
and immediately capable of performing its approved function. It is
advised that regular tests of the ESDS be undertaken and the test
results recorded.
24
GASRUL
8.4
Use of the ESDS:
8.4.1
The use of the ESDS at any time during cargo handling shall be at
the discretion of the vessel subject to acceptance of the system by
the Terminal Representative. Conditions of use given in writing and
agreed between the Master and Terminal Representative.
8.4.2
Whenever a vessel’s ESDS is activated during cargo handling, the
Master shall provide the Terminal Representative with a written
explanation if so requested.
GASRUL
NOTE: Ship/Shore ESD systems must comply with SIGTTO
recommendations.
25
GASRUL
SECTION 9 - CONTROL AND SUPERVISION
9.1
Supervision:
9.1.1
All cargo, bunker, ballast or other handling shall be competently and
constantly supervised.
9.1.2
A designated responsible person or persons shall be appointed
by the Master to supervise handling on board the vessel. The
person(s) so appointed shall be aware of the hazards involved and
steps to be taken in an emergency condition, and shall maintain
communications with the Master and the Terminal Representative.
9.2
Trained Personnel:
Personnel involved in the cargo handling and other operations shall
be properly trained in their respective duties.
9.3
Watch Keeping:
9.3.1
Adequate crew shall be on board at all times to maintain a proper
watch and to operate the appropriate shipboard equipment in case
of an emergency condition.
9.3.2
In organizing the vessel’s control and supervision of handling and
other operations, the Master’s, Owners and Operators of gas tankers
shall take full account of Resolutions (3) and (4) of the Maritime
Safety Committee of IMO adopted by the International Conference
on Training and Certification of Seafarers, 1978 in respect of:
a) “Recommendation on Principles and Operational Guidance for
Deck Officers in Charge of a Watch in Port”
b) “Recommendations on Principles and Operational Guidance for
Engineer Officers in Charge of an Engineering Watch in Port”
9.3.3
The Terminal Representative shall be advised prior to the start of
handling that such principles are being applied.
9.4
Access to Cargo Area:
As far as it is practical, access to the cargo area or gas dangerous
zones of the vessel shall be restricted to personnel directly involved
in handling and safety maintenance procedures.
GASRUL
26
GASRUL
Cargo Control Room Alternative:
When the proposed handling cannot be safely controlled and
monitored from the cargo control room for any reason, or when a
cargo control room is not provided, the Master shall demonstrate to
the satisfaction of the Terminal Representative that a safe means is
available for the control and monitoring on board of the proposed
handling including, where necessary, the provision of an adequate
number of skilled persons stationed at appropriate locations in the
cargo area.
GASRUL
9.5
27
GASRUL
SECTION 10 - COMMUNICATIONS
10.1
Agreement:
10.1.1 Prior to the start of any handling, the Master and the Terminal
Representative shall agree in the form provided on the primary
means of communication between the vessel and the shore.
10.1.2 Information relating to routine and emergency communications
between the vessel and the Terminal Representative shall be
prominently displayed at places on the vessel acceptable to the
Terminal Representative and one such place shall be the cargo
control room if the vessel is so equipped.
10.2
English Language:
Communications between the vessel and the Terminal Representative
shall be in the English Language.
10.3
Primary Means:
10.3.1 Primary means of communication between the vessel and the
Terminal Representative shall normally be by an approved portable
radio transceiver supplied by SAUDI ARAMCO.
NOTE: Replacement batteries for the SAUDI ARAMCO radios are
available from the Terminal Representative on request.
10.3.2 A portable radio loaned to the vessel by SAUDI ARAMCO shall be
continuously attended by the person responsible for cargo handling
on board, or by a skilled person who can immediately contact the
responsible person or Master if required.
10.4
Failure of Primary Means:
In the event of a failure of the agreed primary means of
communication, all handling shall be suspended if necessary until the
primary means is re-established or until such time as an alternative
reliable means of communication is agreed.
10.5
Serious Emergency Condition:
GASRUL
A responsible Senior Officer of the vessel shall be designated to
communicate with a Senior Representative of SAUDI ARAMCO in
the event of fire, explosion or other serious emergency condition on
board the vessel.
28
GASRUL
SECTION 11 - VENTILATION AND OPENINGS
11.1
Accommodation and Service Spaces:
11.1.1 All air intakes and openings of the accommodation, service and
control station spaces shall be kept closed except as may be agreed
with the Terminal Representative.
11.1.2 When a gas tanker is provided with a totally enclosed accommodation
or other space fitted with an air re-circulation type ventilating system
capable of providing life support for a limited period of time in the
event of a major gas release surrounding the vessel, the Terminal
Representative shall be so advised.
11.1.3 All air intakes and openings of the accommodation, service and
control station spaces shall each be provided with well maintained,
efficient and readily available closing devices capable of preventing
the passage of dangerous substances into those spaces.
11.1.4 Approved galleys and pantries shall be situated in the after
accommodation and shall have no doors or ports which open
directly onto the cargo area. The doors and ports of galleys and
pantries shall be kept closed.
11.1.5 Ventilator trunkings and filters of extractor fans in galleys shall be
kept clean and free from accumulated oil and fat.
11.1.6 Central air conditioning or mechanical ventilation systems to the
accommodation and service spaces shall be adjusted to prevent the
intake of dangerous substances and if possible by re-circulation of
air within the spaces so as to avoid a negative pressure.
11.1.7 If at anytime it is suspected that dangerous substances are being
drawn into the accommodation, central air conditioning and
mechanical ventilating systems shall be stopped and intakes closed
or covered.
11.1.8 Window type air conditioning units shall be disconnected from the
power supply.
Cargo Control Rooms:
Cargo control rooms used for the monitoring of cargo handling
and/or the remote operation of cargo and other valves or machinery
required in the handling, shall be continuously ventilated by
mechanical means.
NOTE: Saudi Aramco recommends that in the interests of safe cargo
handling, cargo control rooms be air conditioned, particularly during
the summer months (See 9.5.1).
29
GASRUL
11.2
GASRUL
11.3
Cargo Machinery Spaces:
11.3.1 Cargo machinery spaces shall be provided with approved mechanical
ventilating systems, which shall be in continuous operation except
as may be required in an emergency condition.
11.3.2 When negative pressure type ventilating systems are provided in
cargo machinery spaces, they shall be arranged to extract from the
lower part of the space.
11.3.3 When it is practical, the ventilating system of cargo machinery spaces
containing electric motors shall be so arranged as to maintain a
positive pressure in the space.
11.3.4 Doors, scuppers and drain openings leading to the open cargo
area deck from cargo machinery spaces containing electric motors
shall be kept closed except when they may be required for routine
inspection or maintenance.
11.3.5 When the operational design requires that the doors or other
openings of cargo machinery spaces (other than cargo machinery
spaces containing electric motors) be open to assist in the free
passage of fresh air to the space during cargo handling, such doors
or openings shall be capable of being readily and effectively closed
in the event of a dangerous leak, spillage or other emergency
condition.
11.4
Air Locks:
11.4.1 When air locks are provided to any enclosed space in the cargo area,
the two or more doors forming the air lock shall be maintained in a
substantially gas-tight condition and each door shall be capable of
self-closing without any holding back arrangements.
11.4.2 Alarms and/or automatic machinery trip systems fitted to air locks
and activated by improper use of the air lock shall be maintained in
the correct working order.
11.4.3 The Master shall inform the Terminal Representative when the
vessel is equipped with any system described in 11.4.2 and provide
instructions in the correct procedure for entering the air lock
protected spaces.
GASRUL
30
GASRUL
SECTION 12 - TRANSFER CONNECTIONS
12.1
OCIMF Recommendations:
Aramco supports OCIMF recommendations for gas tanker manifold
standards (0o C to minus 104o C) as a means of providing safe RLPG
transfer connections.
12.2
Loading Arms:
12.2.1 Loading arms shall be connected to the vessel so that stress or
strain, particularly at the maximum loading rate, will not cause the
loading connections to leak or potentates the risk of fracture or
other damage to either the loading arms or the vessel’s manifold.
12.2.2 Under normal operating conditions, loading arms will not be
connected or disconnected until it is demonstrated to the satisfaction
of the Terminal Representative that the vessel’s loading connections
are free of cargo liquid and at atmospheric pressure.
12.2.3 The vessel shall confirm by visual inspection that the loading arms
and loading connections are in safe condition.
12.3
Loading Connections:
12.3.1 The clear space surrounding each loading connection (Quick
Connect Disconnect Coupling “QCDC”) shall be adequate (including
proper spacing and support for the loading arm jacks) to ensure
that the connection can be safely made, unmade and inspected by
the Terminal Representative, and to ensure that in an emergency
condition the loading arms and QCDC’s can be safely retracted by
remote control.
12.3.2 Every precaution shall be taken to ensure that there is no release
of cargo gas or liquids from the vessel’s loading connections when
loading arms are being connected or disconnected other than in an
emergency.
Vapor Return (See Section 14.3):
The gas tanker shall be connected to at least one vapor return line
for the principle purpose of ensuring that pressure within the vessel’s
cargo system does not exceed the limits defined in these rules.
GASRUL
12.4
31
GASRUL
12.5
Blanks (Blind Flanges):
All cargo containment and cargo system pipeline connections
capable of being readily opened to atmosphere (other than safety
relief valves and as provided for in Section 14.2.2) shall be efficiently
blanked (blinded) with gas-tight seals prior to berthing.
12.6
Bow or Stern Manifolds:
When a vessel is equipped with bow or stern cargo manifolds
(including cargo jettison lines or manifolds), the manifolds shall be
efficiently isolated by approved means in the cargo area from any
other cargo pipelines in the cargo system.
12.7
Flexible Hoses:
12.7.1 Except as provided for, flexible hoses and other temporary
connections (such as may be used in cargo system preparation) shall
be disconnected from the permanent cargo system and stowed
away prior to arrival at the berth
12.7.2 When a vessel prior to arrival has obtained the general consent
of SAUDI ARAMCO for the conduct of a purging operation at the
berth, any flexible hoses and other temporary connections which
may be required for that operation shall be securely in place prior to
arrival at berth. (See Section 1.6.7)
12.8
Manifold Cargo Filters (See Section 4.6):
12.8.1 Means shall be provided in vessels equipped with filteringarrangements
for the Terminal Representative to confirm either prior to or soon after
the start of loading that such filters are clear and do not restrict the
free flow of RLPG to the vessel (See Section 13.5.3).
12.8.2 Permission to clear or replace blocked manifold cargo filters at the
berth shall be at the sole discretion of the Terminal Representative
and when such permission is given, every precaution shall be
undertaken to ensure the safe conduct of necessary procedures.
12.9
Manifold Reducers and Spool Pieces:
12.9.1 Any reducers or spool pieces supplied by the vessel to facilitate the
connection of the loading arms shall be approved for the purpose,
suitable for the grade of cargo or bunkers to be handled and shall
be in place prior to arrival at berth.
GASRUL
12.9.2 The vessel’s presentation flanges shall be well maintained and free
from corrosion, pitting or deep scoring which may permit leakage
during handling.
32
GASRUL
SECTION 13 - CARGO MACHINERY, EQUIPMENT AND INSTRUMENTS
13.1
General:
13.1.1 Prior to arrival at the berth, all the vessel’s machinery, equipment
instruments and their respective alarm systems provided for the
proposed cargo handling, shall be tested and adjusted or calibrated
as necessary to ensure their reliability during handling.
13.1.2 Prior to the start of cargo handling, the Terminal Representative shall
be provided with details concerning the last test of cargo system
gauges and alarms.
13.2
Cargo Machinery:
13.2.1 One or more efficient cargo reliquification unit shall be available for
each product to be handled, and each such unit shall have sufficient
capacity to control cargo boil-off and displacement vapor at or
below the maximum cargo tank pressure permitted by these rules.
13.2.2 Any cargo vaporizer used shall be approved for the purpose,
maintained in good condition and provided with safety pressure
relief valves capable of discharging to the vessel’s main venting
system.
13.2.3 Any cargo gas blower or compressor used for the purpose of
circulating cargo gas within the vessel’s cargo system or returning
gas to the vapor return or vapor recovery systems shall be approved
for the purpose and be maintained in good condition.
13.2.4 Any cargo pumps used in the handling shall be approved for the
purpose and be maintained in good condition.
13.2.5 Main cargo pumps, booster cargo pumps and other pumps or
motors situated in the cargo area (except pumps or motors required
in handling and so agreed by the Terminal Representative) shall be
isolated from their electricity supply at the main switchboard prior
to arrival at berth.
13.2.7 When steam is supplied to cargo machinery located in a gas
dangerous zone, approved means shall be provided to prevent the
transfer of dangerous substances when any steam condensate from
the cargo machinery is transferred to a non-gas dangerous zone.
33
GASRUL
13.2.6 When a key operated inter-lock or other system is provided to
prevent the inadvertent starting of pumps or motors situated in the
cargo area, the system shall be locked off and the keys retained
under the direct control of the Master.
GASRUL
13.3
Cargo Machinery Spaces:
13.3.1 When approved gas-tight bulkheads are provided between a cargo
machinery space and any associated electric or motor switchboard
space, the seals and other approved arrangements to prevent the
passage of dangerous gas from the cargo machinery space to the
electric motor or switchboard space shall be maintained in good
condition.
13.3.2 When gas-tight separations between cargo machinery spaces and
electric motor or switchboard spaces are not provided, the written
agreement of the Terminal Representative shall be required for the
use of that cargo machinery and the agreement shall be subject to
a detailed safety inspection of the vessel on arrival to ensure that no
unacceptable risks are involved prior to final acceptance for berthing
and cargo handling.
13.3.3 Cooling water discharges from cargo machinery spaces which
may flow on to the working areas of the berth thereby creating
unsafe working conditions for berth operating personnel, shall be
discharged on the offshore side or deflected in such manner as may
be required to the satisfaction of the Terminal Representative.
13.4
Liquid Level Gauges:
13.4.1 Not less than one approved means of measuring the liquid level
shall be provided for each cargo tank.
13.4.2 When slip-tube gauges are used to monitor liquid levels in cargo
tanks the slip-tube position shall be constantly attended by a
responsible person during the loading of that tank and gas shall
not be vented to atmosphere in excess of that which is reasonably
required to safely monitor the loading.
13.4.3 Cargo tank sighting ports shall, if the vessel is so equipped, be
maintained in a good and gas-tight condition and each such port
shall be equipped with a suitable protective cover.
13.5
Pressure Gauges:
13.5.1 Not less than one means of accurately indicating the vapor pressure
shall be provided for each cargo tank.
13.5.2 Not less than one means of accurately indicating pressure in each
liquid and vapor cargo manifold shall be provided.
GASRUL
34
GASRUL
13.5.3 A local reading pressure gauge shall be provided at each of the
vessel’s loading connections.
13.5.4 Each hold space or inter-barrier space that is required to be
maintained in the inert condition shall be provided with a means of
accurately indicating the space pressure.
13.6
Temperature Gauges (See Section 1.6.4 & 1.6.5)
Not less than two temperature indicating devices shall be provided
for each cargo tank, one placed at the bottom of the tank and the
second near the top of the tank at or directly below the MATFL.
13.7
Safety Pressure Relief Valves:
13.7.1 When approved means are provided for altering the settings of
cargo tank safety gas pressure relief valves, they shall be set prior
to arrival at the berth in the appropriate position for the proposed
cargo handling.
13.7.2 When any cargo system safety liquid relief valves are provided which
do not discharge directly to one or more cargo tanks through a
system approved for such purpose, the Terminal Representative shall
be so advised.
13.7.3 When any cargo system safety pressure relief valve is capable of
manual operation and/or designed to relieve a negative pressure by
means of introducing air to a potentially flammable atmosphere,
the Terminal Representative shall be advised.
Cargo Drains and Sampling Connections:
Cargo line drain, cargo sampling and similar cargo containment or
cargo system connections shall be effectively closed and gas-tight
except when required by the Terminal Representative or the vessel
in the execution of agreed sampling procedures.
GASRUL
13.8
35
GASRUL
13.9
Cargo Tanks:
13.9.1 Cargo tanks shall be approved for the cargo and each cargo tank
shall be clearly marked accordingly.
13.9.2 When cargo tanks are equipped with divisional bulkheads designed
for the principal purpose of reducing free liquid surface effect
upon the vessel’s stability, any cross flow valve arrangements at the
bulkheads shall remain closed unless this is contrary to procedures
or instructions contained in the vessel’s operating manual.
13.9.3 When a cargo tank is provided with insulation, the insulation shall
be maintained in a good condition.
13.9.4 Any deck tanks designated for use in the proposed Cargo handling
shall be:
a) Connected to the cargo liquid and vapor manifolds by means of
approved and permanent installation pipeline
b) Equipped with approved means to determine the level,
temperature and pressure of the tank content (See Sections
13.4, 13.5 and 13.6)
c) Equipped with approved safety pressure relief valves capable of
discharging directly to the main venting system of the vessel.
13.10 Cargo System Pipelines and Valves:
13.10.1 Pipelines, which may contain cargo as a liquid or gas, shall be well
maintained and free of significant corrosion.
13.10.2 Non-approved temporary repairs to defective cargo system pipelines
and valves are unacceptable.
13.10.3 All cargo pipeline insulation shall be maintained in good condition.
13.10.4 Cargo system valves, and when provided, their remote control
and position indicating systems, shall be maintained in an efficient
condition.
13.11 Failure or Malfunction:
GASRUL
Failure or malfunction of any essential cargo machinery, equipment,
instruments or their respective alarms during cargo handling shall be
brought to the immediate attention of the Terminal Representative
(See Section 17.5)
36
GASRUL
SECTION 14 - VENTING, VAPOR RETURN AND CARGO SYSTEM
PRESSURE
14.1
Information Required:
14.1.1 Prior to the start of cargo handling, the Master of a gas tanker shall
provide, in writing, the Terminal Representative with the following
information in respect to cargo system pressures:
a) The approved maximum allowable relief valve settings of the
cargo system.
b) High and/or low pressure warning systems.
c) The gauge pressure set point for each pressure alarm system.
d) The effect on the cargo system when high or low pressure alarms
is activated.
14.1.2 The pressure at which cargo tank safety pressure relief valves are
set to open shall be prominently displayed on the vessel at a place
agreed with the Terminal Representative.
14.2
Venting:
14.2.1 Except as may be provided for in sections 7.4.3, 13.4.2, 13.8.1
& 14.2.2 the controlled venting of dangerous substances to
atmosphere other than by means of the vapor return line is strictly
prohibited.
14.2.2 When there is a requirement to occasionally vent non-condensable
directly to atmosphere from the reliquefaction units, the agreement
of the Terminal Representative shall be obtained prior to the start of
cargo handling.
GASRUL
14.2.3 Except as provided for in section 14.2.2 the manual operation of
cargo containment or cargo system safety pressure/vacuum relief
valves, or the operation of any pressure or vacuum relieving systems
other than safety relief valves and the vapor return system is
prohibited.
37
GASRUL
14.3
Vapor Return:
14.3.1 Prior to the start of cargo handling, the procedures for use of the
vapor return or vapor recovery systems shall be agreed by the Master
in writing.
14.3.2 Not less than one vapor return line connection shall be maintained
at all times for the principa purpose of ensuring that pressure within
the vessel’s cargo system does not exceed the limits defined in these
rules.
14.3.3 The use of the shore VAPOUR RETURN system for the purpose of
ensuring that a cargo tank pressure is safely maintained below the
MARVS shall be at the sole discretion of the Master.
14.3.4 The use of either the shore RECOVERY system or the shore FLARING
system, when the VAPOUR RETURN system is open, will be at the
discretion of the Terminal Representative.
14.3.5 When only one vapor return line is available and more than one
grade of cargo is handled, the adequacy of that one vapor return line
to ensure compliance with the safety principals of these rules shall
be mutually agreed in writing between the Master and the Terminal
Representative before cargo handling is started or resumed.
14.3.6 Except as may be advised by the Terminal Representative vapor
return lines shall be open between the berth and the vessel’s loading
connection at all times and the return of vapor shall be controlled by
the vessel.
NOTE: Provided it is consistent with the vessel’s design and acceptable
to the Master, SAUDI ARAMCO recommends that only one efficient
onboard stop valve (preferably a remote control valve at the vessel’s
loading connection) is used to control vapor return.
14.3.7 The acceptance of any vapors returned from a vessel for the purpose
of processing in a shore vapor recovery system is entirely at the
discretion of SAUDI ARAMCO. Vapors not accepted for recovery
shall be flared off and SAUDI ARAMCO reserves the right to recover
from the vessel the cost of any SAUDI ARAMCO product, which
may be lost as a result.
GASRUL
38
GASRUL
14.4
Cargo Tank Pressure:
14.4.1 Cargo tank pressures shall be constantly monitored by a responsible
or skilled person from the vessel for the purpose of ensuring that the
maximum safe pressures as given in these rules are not exceeded.
14.4.2 The pressure of any cargo tank shall be maintained within the
range between zero gauge minimum (atmospheric pressure) and
a maximum which shall not exceed 70% of the MARVS for that
cargo tank or such other lesser maximum percentage as may be
determined by SAUDI ARAMCO for a particular vessel.
14.4.3 Whenever the pressure of any cargo tank reaches 60% of the
MARVS or such lesser percentage as may be required by SAUDI
ARAMCO the Terminal Representative shall be advised and if loading
is in progress the loading rate shall be reduced.
14.4.4 Whenever the pressure of any cargo tank reaches 70% of the
MARVS or such lesser percentage as may be required by SAUDI
ARAMCO the Terminal Representative shall be advised and loading
operations shall be suspended and the cause of the pressure increase
investigated. This delay cost will be to vessel’s account.
14.4.5 When an efficient pressure recorder is provided for cargo tanks,
the maximum permissible safe rate of pressure increase in a cargo
tank shall be that rate which is mutually agreed between the Master
and the Terminal Representative and evidenced by the pressure
recorder.
14.4.6 When an efficient pressure recorder is not provided for cargo tanks,
the maximum permissible rate of pressure increase in a cargo tank
shall not exceed one psi. or 70 mbs. or 0.07 kg/cm2 per hour.
14.4.7 The dangers of developing a negative pressure condition in the
cargo containment system or cargo system shall be recognized and
adequate precautions taken to avoid the introduction of atmospheric
air into a flammable product (See Section 13.7.3)
GASRUL
14.4.8 When means for relieving a cargo containment space or cargo
system negative pressure by the introduction of compatible vapor
or inert gas are not readily available, the Terminal Representative
shall be advised and appropriate alternative contingency procedures
agreed.
39
GASRUL
14.5
Cargo System Pressure:
Except as required in 14.4 the pressure in cargo pipelines and other
parts of the cargo system shall be maintained to ensure an adequate
safe margin between the pressure generated during cargo handling
and the approved setting of safety pressure relief valves in the
pipelines or cargo system.
14.6
Pressure Restrictions:
The safe pressure restrictions defined in 14.4 and the safe rates
of pressure increase defined in 14.4; may be further restricted or
limited for any vessel at any time and at the sole discretion of the
Terminal Representative.
14.7 Pressure Relief Valves:
14.7.1 The cargo system safety vapor relief valves shall be connected directly
to the main vapor venting system if the vessel is so equipped and
the Terminal Representative shall be advised when any cargo system
safety relief valve may discharge other than through a main vapor
venting system.
14.7.2 Safety pressure relief valves provided for hold spaces or inter-barrier
spaces maintained in the inert condition are exempt from the
previous requirements and may discharge directly to atmosphere if
the system is so designed.
14.7.3 Alteration to the approved setting of safety pressure relief valves in
the cargo containment system is prohibited.
14.7.4 When any liquid accumulates in the venting system downstream
of safety pressure relief valves so as to provide a potential for valve
malfunction or when there is any cargo leakage past a safety
pressure relief valve, cargo handling shall be stopped and the vessel
shall, at the discretion of the Terminal Representative, vacate the
berth until the accumulated liquid is drained and the venting system
is gas-free.
14.7.5 When a venting system is provided with safety pressure relief valve
by-pass arrangements of any description, the bypasses shall be
maintained securely closed in a manner acceptable to the Terminal
Representative. The Terminal Representative shall be advised
whenever a vessel is provided with any safety relief valve by-pass
arrangements. (See Section 14.2)
GASRUL
40
GASRUL
SECTION 15 - CARGO STOWAGE
15.1
Cargo Information:
15.1.1 Provision shall be made by the vessel to ensure the availability of
information data on the physical and chemical properties of the RLPG
to be handled and of any other dangerous or unstable substance,
which may be on board the vessel on arrival.
15.1.2 When the information required by 15.1.1 is not available the Terminal
Representative shall be so advised prior to the start of any cargo
handling.
15.1.3 When a more detailed analysis than is provided by SAUDI ARAMCO
in respect of any RLPG to be loaded is required by the Master of the
gas tanker in the interest of confirming its safe containment in the
vessel, he shall direct his Agent to obtain that information on his
behalf prior to arrival at berth.
15.1.4 When a gas tanker has on board any cargo other than propane (C3)
or butane (C4), the Master shall provide such information concerning
the cargo as may be required for the purpose of determining
acceptance of the vessel by SAUDI ARAMCO. When the other
cargo is butadiene or other substance subject to the requirements
of the IMO Gas Tanker Code for Certificate of Inhibition, the Master
shall provide SAUDI ARAMCO with an appropriate Certificate giving
details of the inhibitor added to the cargo.
15.2
Cargo Segregation:
15.2.1 Prior to the start of cargo handling, a copy of the cargo stowage
plan which shall include existing and proposed stowage of all cargo
on board the vessel shall be provided to the Terminal Representative
and the plan shall be regularly updated and maintained on the vessel
during loading.
15.2.2 Any part cargo, cargo residues or coolant on board on arrival which
is not in accordance with the SAUDI ARAMCO classification of
propane (C3) or butane (C4) shall be maintained in a segregated
cargo system.
GASRUL
15.2.3 The transfer of any dangerous substances other than propane or
butane from a segregated cargo system to any other part of the
cargo system is prohibited.
41
GASRUL
15.2.4 Propane shall not be loaded into cargo tanks containing butane
liquids classed as part cargo, cargo residues or coolant.
15.2.5 Butane shall not be loaded into cargo tanks containing propane
liquids classed as part cargo, cargo residues or coolant.
15.2.6 The mixing of butane and propane liquids in a vessel’s cargo tanks
or in any other part of the cargo system is prohibited. Except when
purging, injecting anti-freeze or as provided for in 1.6.3 the mixing
of butane or propane with any other substance on board is also
prohibited.
15.2.7 When handling fully refrigerated propane or butane separately
or concurrently, every precaution shall be taken to prevent any
hazardous physical reactions by selecting cargo tanks with separate
liquid pipeline arrangements.
15.2.8 Part cargo and cargo residues of propane and butane that are not
to be commingled with propane or butane from SAUDI ARAMCO
shall also be maintained in a safe condition to prevent leaks or the
venting of gas to the atmosphere.
15.2.9 The Terminal Operations Superintendent has the authority to permit
(on a case-by-case basis) mixing of butane and propane liquids
(either part cargo, cargo residues or coolant) in a pressurized or
semi-pressurized vessel’s cargo tanks based on the ship’s design,
ship’s condition, and shore equipment availability and condition.
15.3
Cargo Contamination and Samples:
15.3.1 It shall be the responsibility of the Master to ensure that RLPG loaded
and/or commingled at SAUDI ARAMCO berths is not contaminated
or altered by any part cargo, cargo residue, or any other substance
or condition, of, on or in the vessel.
15.3.2 Whenever samples are required to be taken from the cargo system
of a gas tanker by SAUDI ARAMCO, the Master shall make proper
provision to allow the sample to be obtained by a SAUDI ARAMCO
Representative.
15.3.3 Contaminated vapor (as may be so determined at the sole discretion
of SAUDI ARAMCO) shall not be accepted for processing in a shore
vapor recovery system.
GASRUL
42
GASRUL
15.4
Ammonia Vapor in Cargo Tanks:
15.4.1 If the previous cargo carried by a vessel was Ammonia, the vessel
must arrive with the cargo tanks Inerted and with an Oxygen content
of 5% or less.
15.4.2 The maximum allowable Ammonia content in the cargo tank
atmosphere will be 20ppm by volume.
15.5 Excess Loading:
GASRUL
Every precaution shall be undertaken to ensure that cargo is not
loaded in excess of the agreed quantity or the vessel’s MATFL. In
agreeing the cargo quantity to be loaded, the Master shall take note
that SAUDI ARAMCO does not provide facilities for the discharge
of LPG. The potentially disastrous consequences, which may result
from over filling a cargo tank with RLPG, shall be recognized.
43
GASRUL
SECTION 16 - COOLANT, PURGING AND COOLDOWN
16.1
Coolant:
16.1.1 Prior arrangements shall be made with SAUDI ARAMCO in respect
of gas tanker operations at berth involving coolant loading, purging
and cooling down. (See Section 1.6.6)
16.1.2 It shall be the responsibility of the Master to determine the quantity
of any coolant required by the vessel for the purpose of purging
and/or cooling down of the cargo system to the standards required
by these rules for the acceptance of the vessel for loading and
SAUDI ARAMCO shall be advised of this requirement not less than
72 hours prior to arrival of the vessel. The Master shall ensure that
the quantity of coolant requested is adequate for the required
purpose.
16.1.3 The procedures for loading coolant shall be in accordance with the
vessel’s operating manual and agreed to in writing with the Terminal
Representative prior to loading.
16.1.4 In agreeing the procedures for loading coolant, the Master shall
take account of and make appropriate allowance for, the minimum
rate at which coolant can be supplied to the vessel.
16.1.5 Coolant shall only be loaded into a gas tanker, which complies with 6.1.1
16.1.6 For coolant loading the cargo tanks of the vessel shall be measured
as required by 17.6
16.1.7 Any coolant supplied whether for purging or cooling down, shall
not be loaded into more than one cargo tank (excluding deck tanks)
designated for that purpose by the Master and agreed to by the
Terminal Representative.
16.1.8 The use of an approved deck tank for coolant loading shall be at
the discretion of the Terminal Representative and shall be subject to
such tank being equipped as required by 13.9.4
16.1.9 Prior to the start of coolant loading, the Master shall estimate the
time required to safely complete loading in accordance with 16.1
and the Terminal Representative shall be so advised.
16.1.10 On completion of coolant loading, a gas tanker may, at the discretion
of SAUDI ARAMCO, be required to leave the berth and conduct any
further purging or cooling down at anchor or while cruising if no
suitable anchorage is available.
GASRUL
16.1.11 Vessels requiring coolant calling at the PORT of RAS TANURA will be
preferentially supplied with coolant at JUAYMAH LPG TERMINAL at
SAUDI ARAMCO’s discretion.
44
GASRUL
16.2
Purging:
16.2.1 Purging shall only be permitted on a vessel, which arrives with the
cargo system inerted to conform to the requirements of 6.1. Terminal
representative will inspect vessel’s condition.
16.2.2 Purging of any part of the cargo system shall only be permitted
subject to the approval of the Terminal Representative and the
procedures shall be in accordance with the vessel’s operating manual
and agreed in writing with the Terminal Representative.
16.2.3 The capacity and limitations of any of the vessel’s cargo machinery
or equipment required for purging shall be advised to the Terminal
Representative prior to the start of purging.
16.2.4 When purging is permitted, displaced gas from the vessel’s cargo
system shall be disposed of by way of the vapor return system
provided.
16.2.5 Prior to the start of a purging operation, the Master shall estimate
the time required to safely complete purging in accordance with
16.2 and the Terminal Representative shall be so advised.
16.2.6 Purging shall be deemed complete when the gas content of the
purged cargo tanks can be processed in a vapor recovery system
without recourse to excessive venting of non-condensable gases to
atmosphere.
16.3
Cooling Down Cargo Tanks:
16.3.1 Cooling down cargo tanks shall only be permitted when the tanks
have been adequately purged so that any cargo system pressures
generated by the loading of coolant can be safely contained by the
vessel’s reliquefaction system and/or the vapor recovery system if
available.
16.3.3 The capacity and limitations of any of the vessel’s cargo machinery
or equipment used for the cooling down of cargo tanks or any
limitations which may apply to the safe rates at which a cargo tank
can be cooled down shall be advised to the Terminal Representative
prior to the start of cooling down.
45
GASRUL
16.3.2 Cooling down of any cargo tank shall only be permitted subject to
the approval of the Terminal Representative and the procedures shall
be in accordance with the vessel’s operating manual and agreed in
writing with the Terminal Representative.
GASRUL
16.3.4 The cooling down of cargo tanks by means of circulating LPG
through the cargo system with the vessel’s cargo pumps shall be
subject to the written agreement of the Terminal Representative and
shall only be permitted in cases when the vessel’s operating manual
allows of no suitable alternative.
16.3.5 Prior to the start of cooling down, the Master shall estimate the time
required to safely complete cooling down in accordance with 16.3.2
and 16.3.3 and the Terminal Representative shall be so advised.
16.3.6 Cooling down shall be completed when the agreed quantity of
coolant has been delivered to the vessel and the temperature of the
cargo tanks is acceptable to the Terminal Representative.
16.4 Suspended Operations During Purging and Cooling Down:
Except for coolant loading associated with purging and cooling
down, other loading operations shall be suspended until the
Terminal Representative is advised that purging and/or cooling down
is completed. (See Section 16.2.6 & 16.3.6)
16.5 Pressures and Vapor Return:
During coolant loading, purging and cooling down, cargo system
pressures shall be maintained to the requirements of 14.4, 14.5, and
14.6 and the vapor return system shall be used as required by 14.3.
GASRUL
46
GASRUL
SECTION 17 - GENERAL CARGO HANDLING PROCEDURES
17.1
Precautions:
17.1.1 Immediately prior to the start of cargo handling, it shall be confirmed
that:
a) All variable setting cargo system alarms are correctly set to the
levels appropriate to the proposed and agreed cargo handling
procedures.
b) Due allowance has been made for the maintenance of acceptable
pressures in cargo tanks containing part cargos or cargo residues
(See Section 15.2.8).
c) Safety pressure relief valves are correctly set with by-passes
closed and that the exhaust side of those valves are free of water
or other liquid accumulations which may prevent the correct
operation of relief valves.
17.1.2 The Terminal Representative shall be advised when the vessel is ready
in every respect for the start of cargo handling and every precaution
shall be undertaken to ensure that when loading RLPG, the initial
loading rate shall be such that cargo tanks and cargo pipelines are
gradually and evenly cooled to prevent thermal stress or dynamic
shock and avoid hazardous rates of pressure increase.
17.2 Loading Rates:
17.2.1 The maximum safe loading rate shall be provided in writing and
agreed with the Terminal Representative prior to the start of cargo
handling.
17.2.3 When “topping-off” a cargo tank, every precaution shall be
undertaken to ensure that the loading rate is compatible with
a capability to safely stop loading into that tank when MATFL is
reached and avoid dangerous pressure surge in the pipelines of the
vessel or terminal, particularly when the cargo tank is equipped with
loading valves that close automatically at or near to the MATFL. (See
Sections 8.2 and 8.4)
47
GASRUL
17.2.2 In determining the maximum loading rate, every precaution shall be
undertaken to ensure that the declared rate can be safely achieved
and is compatible with the temperature of the cargo system, the
capacity and efficiency of the reliquefaction system, the condition
of cargo tank insulation, the load temperature and grade of cargo
to be handled and the maximum cargo system permitted by these
rules.
GASRUL
17.3
Loading Temperature:
17.3.1 The vessel will be advised of the RLPG temperature in the berth
circulation line prior to the start of cargo handling and upon request
to the Terminal Representative during loading, and shall take note
that significant cargo temperature increase can occur between the
berth circulating lines and the vessel’s loading connection as a result
of low loading rates.
17.3.2 While SAUDI ARAMCO will endeavor to provide RLPG at the lowest
practical temperature, there is no guaranteed maximum temperature
of the RLPG delivered to the ship.
17.4
Concurrent Handling:
17.4.1 The properties of RLPG, the risk of pollution, the equipment of a
gas tanker, the ability of the vessel’s crew to execute and control
the necessary operations, the stability of the vessel and its readiness
to vacate the berth are factors that shall be taken into account
when determining the possibility of handling a number of different
substances concurrently. (See Sections 4, 5, 7, and 18)
17.4.2 It shall be the responsibility of the Master to determine the capability
of his vessel to handle a number of different substances concurrently
and the Terminal Representative shall be so advised.
17.4.3 Permission to handle a number of different substances concurrently
shall be at the discretion of the Terminal Representative and the
procedures shall be agreed in writing.
17.5
Deviation in Agreed Procedures or Conditions:
17.5.1 Whenever the safety of operations is threatened by deviation
from the agreed handling procedures or changes in the handling
conditions, such action as may be necessary to re-establish safe
conditions (including the stopping of cargo and other handling) shall
be undertaken immediately. Critical changes in safe cargo handling
conditions shall include but not necessarily be limited to:
a) Any emergency condition on board the vessel or on shore.
b) Failure or malfunction of any remote controlled cargo valves or
valve operating systems, including safety pressure relief valves.
GASRUL
c) Failure or malfunction of essential cargo handling monitoring
equipment, instruments and alarms.
48
GASRUL
d) Failure or malfunction of any essential or required safety
equipment.
e) Failure or malfunction of any cargo reliquification units or
systems.
f) Structural failure or damage to any part of the cargo containment
or cargo systems.
17.5.2 Prior to any change in procedures resulting from a change in cargo
handling conditions, the new procedures shall be agreed in writing
between the Master and the Terminal Representative.
17.6 Cargo Measurement:
The contents of all cargo tanks, including deck tanks if the vessel is so
equipped, shall be measured in accordance with agreed procedures
for the purpose of determining the total quantity of LPG cargo on
board the vessel as part cargo, cargo residues or coolant:
a) Prior to the start of any cargo loading operation.
b) Whenever cargo handling is suspended and the vessel is required
to vacate the berth for any reason other than an emergency
condition.
c) At the completion of loading operations.
d) Whenever required by SAUDI ARAMCO during cargo handling.
GASRUL
NOTE: JUAYMAH GAS PLANT always transfers RLPG via shore turbine
meters to ships. The turbine meters determine the amount of cargo
loaded, which is verified by ship tank measurement in accordance
with agreed procedures.
49
GASRUL
SECTION 18 -BALLAST AND SHIP FUEL OIL HANDLING
18.1
General:
18.1.1 Procedures for the safe and pollution free handling of ships fuel
oils and ballast shall comply with these rules, the vessel’s operating
manual when provided, and be subject to the agreement of the
Terminal Representative.
18.1.2 The Deck Watch shall make frequent inspections of the vessel for
the purpose of detecting any leakage of oil to the sea and the
Terminal Representative shall be immediately advised whenever any
such leakage is detected. (See Section 7.7)
18.1.3 The increased risk of pollution to the sea by oil from gas tankers
when ship fuel oil and/or ballast is being handled shall be recognized
and the appropriate IMO Conventions and other Port requirements
shall be observed.
NOTE: The Master and Crews of gas tankers are advised of the
Government concern to prevent the pollution of the Arabian Gulf
and Red Sea with oil from tankers, and of the severe penalties
applied by Government whenever any such pollution is detected.
18.2
Ballast:
18.2.1 The handling of ballast in segregated ballast tanks shall be at
the discretion of the Master subject to any conditions imposed
by SAUDI ARAMCO in respect of the concurrent handling of
different substances (See Section 17.4) and every precaution shall
be undertaken to ensure that the vessel is maintained in a stable
condition, upright and with a suitable trim so that the vessel is ready
to vacate the berth at short notice.
18.2.2 The discharge of any water ballast containing contaminants, which
may pollute the waters of the Port, is prohibited.
18.3.
Ship Fuel Oil:
18.3.1 Ship fuels shall normally be loaded concurrently with cargo provided
that the Master and the Terminal Representative agree that no
unacceptable safety or pollution risk will develop. (See Sections 7.3
and 17.4)
GASRUL
18.3.2 Variable setting ship fuel oil tank level alarms, if provided, shall be
set to the appropriate levels immediately prior to the start of ship
fuel oil handling.
50
GASRUL
18.3.3 The maximum safe loading rate for ship fuels shall be provided in
writing and agreed with the Terminal Representative prior to the
start of ship fuel handling.
18.3.4 Prior to the start of ship fuel handling, the Master and the Terminal
Representative shall agree in writing as to the party responsible for
determining when the nominated quantity of ship fuel oil has been
delivered.
18.3.5 The Master shall ensure that there is adequate space available for
the nominated quantity of ship fuel oil and shall confirm during
loading that the loading rate and temperature of the ship fuel oil is
acceptable.
18.3.6 Except as may be provided in the agreed procedures for ship fuel
oil handling, the transfer of any ship fuel oil on board shall not be
permitted without the approval of the Terminal Representative.
18.4
Ballast and Ship Fuel Oil Tank Lids:
18.4.1 Ballast and ship fuel oil tank lids shall be closed and secured except
as may be agreed with the Terminal Representative.
GASRUL
18.4.2 When any ballast or ship fuel oil tank lids must be removed to ensure
safe and pollution free ballast and/or ship fuel oil handling, only the
minimum number of lids shall be removed at one time and they
shall be readily available to enable their prompt replacement in an
emergency condition.
51
GASRUL
SECTION 19 - GAS TANKER MOORING
19.1
General:
19.1.1 The minimum mooring line requirements and principles of
mooring restraint for gas tankers are derived from the following
publications:
“Prediction of Wind Loads on Large Liquefied Gas Carriers” (OCIMF/SIGTTO 1994)
“Prediction of Wind and Current Loads on VLCC’s” - (OCIMF1994)
“Mooring Equipment Guidelines” - (OCIMF-1997)
“Effective Mooring” – (OCIMF 2005)“
They are applicable to the normal operating environment at SAUDI
ARAMCO RLPG Marine Terminals. SAUDI ARAMCO accepts no
responsibility for any consequences whatsoever resulting directly or
indirectly from compliance with the requirements.
19.1.2 Notwithstanding anything contained in these rules, it shall be the
responsibility of the Master and Crew to ensure that the mooring
arrangement is adequate in all respects to maintain the gas tanker
in the berthing position during handling operations. The Master
shall accept guidance and provide mooring lines additional to
the minimum requirements whenever so advised by the Terminal
Representative.
19.1.3 All of the mooring lines used to secure the gas tanker at berth shall
be constantly monitored and carefully tended throughout.
19.1.4 All of the mooring lines, mooring winches, roller fairleads, mooring
and towage equipment with which the gas tanker is provided
shall be in good condition and properly maintained. Mooring line
eye and joining splices shall be in accordance with manufacturers
recommendations. Visibly damaged or badly deteriorated mooring
lines will not be accepted for inclusion in the minimum numbers of
mooring lines to be provided by these rules and should be repaired
or replaced prior to arrival.
GASRUL
19.1.5 Any defect or deficiency in the mooring and towage equipment with
which the ship is equipped shall be reported to SAUDI ARAMCO
prior to arrival. (See Section 3).
52
GASRUL
19.2
Anchors:
19.2.1 On completion of mooring, the anchors shall be effectively secured
in the hawse-pipes so as to prevent their accidental use at berth.
19.2.2 Masters shall be aware of areas where use of anchors is prohibited
due to the presence of underwater oil pipe lines and other submerged
installations.
19.3
Mooring Winches:
19.3.1 Subject only to the suitability of mooring line leads (fairleads/chocks)
every gas tanker shall utilize in the mooring all of the mooring lines
mounted on independent mooring winches.
19.3.2 All mooring winches with which the gas tanker is provided shall
be ready for immediate use with the brake set to hold a load equal
to about sixty percent of the mooring line MBL. The use of any
mooring winch in an automatic self-tensioning mode is prohibited.
19.3.3 Mooring lines mounted on independent mooring winches shall be
properly reeled on the winch drums and maintained under pretension.
19.3.4 Any mooring line used that is not mounted on an independent
mooring winch shall be turned up on a mooring winch drum end
and backed up on a set of mooring bitts if practicable. The mooring
winch brake must be set whenever the winch is unattended.
This arrangement will not substitute for a requirement to provide
mooring lines mounted on independent mooring winches.
19.4
High Elasticity Value Mooring Lines:
19.4.1 Mooring lines of high elasticity value are defined as mooring lines
constructed of material in which the elongation under load exceeds
three percent of length at 55 percent of the MBL.
19.4.3 For every gas tanker, nylon or other synthetic material mooring lines
with a high elasticity value should be avoided except as provided
for below. Berthing and loading delays to ship’s account may be
occasioned when this type of mooring line is provided.
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GASRUL
19.4.2 Subject to SAUDI ARAMCO approval, mooring lines constructed of
a material in which the elongation under load does not exceed three
percent at 55 percent of the MBL may be substituted for any wire
mooring line required by these rules.
GASRUL
19.4.4 Rope tails (pennants) of synthetic elastic material may be used
in conjunction with wire mooring lines provided that every wire
mooring line used as head, stern or breast line is similarly equipped.
When back spring mooring wires are provided with tails, all shall be
similarly equipped. Plaited or braided construction is recommended
for tails and the size of rope (diameter) should be capable of easy
handling. When used, tails shall be in good condition (See Section
19.1.4) of equal length not exceeding eleven meters and the MBL
shall be at least 25 percent greater than that of the wire to which it
is connected. Both eyes of each tail shall be effectively served with
leather or other suitable material to prevent chafing and one eye
shall be connected to the mooring wire by means of an adequate
shackle designed for the purpose. Tails connected to mooring wires
by means of a hitch will not be accepted.
19.5
Minimum Breaking Load (MBL):
19.5.1 For mooring lines in respect of which a minimum MBL is specified
in these rules, the Master should be prepared to offer documentary
evidence in support of the MBL when so requested by the Terminal
Representative.
19.5.2 The minimum breaking load (MBL) of a mooring line is that declared
by the manufacturer for new line. This MBL does not include any
allowance for splicing or for wear and tear.
19.5.3 Gas tankers of spherical cargo tank construction and less than
85,000 cubic meters cargo capacity shall nominally increase the
ship’s design cargo capacity by 25 percent in order to arrive at the
definitive ship size range to determine the minimum number and
MBL of mooring lines required by these rules.
19.6
Minimum Number of Mooring Lines:
Gas tankers of prismatic cargo tank construction and less than
30,000 cubic meter cargo capacity which do not meet the minimum
mooring requirements for a gas tanker of greater capacity (See
Section 19.6) shall provide a minimum of sixteen mooring lines to
effect the following mooring plan:
FORWARD
Three Stern lines
Three Breast lines
Two Back springs
AFT
Three Stern lines
Three Breast lines
Two Back springs
GASRUL
Whenever possible, one or more of the head or stern lines will be
used to increase the number of mooring lines employed as breast
lines.
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GASRUL
19.7
Emergency Towing Wires:
19.7.1 Not less than two wires suitable for towing the gas tanker off the
berth in an emergency shall be provided.
19.7.2 The wires shall be in good condition and of a size not less than 28
millimeters in diameter and the length shall be at least sufficient
to ensure that the towing eye can reach the water at all draft
conditions.
19.7.3 To enable towage of the gas tanker from berth in an emergency
situation, the wires shall be secured to the vessel and maintained in
the following manner:
a) Towing wires shall be made fast to bitts as far forward and aft
as practicable on the side of the vessel opposite to the loading
connections.
b) Each wire shall be secured with a minimum of five turns on the
bitts.
GASRUL
c) Both towing wires shall lead directly, without slack on deck,
through a fairlead suitable for towage and a heaving line secured
to the towing eye shall be used to adjust and maintain the towing
eye of the wire at a height of between 1 and 2 meters (3 to 6
feet) above water at all times.
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GASRUL
APPENDIX --- GLOSSARY OF TERMS AND ABBREVIATIONS
ADMINISTRATION:
The Government of the country in which the gas tanker is registered.
ANTI-FREEZE:
A substance introduced to the cargo system of a gas tanker for the purpose
of preventing or reducing the formation of water ice crystals or hydrates.
APPROVED:
Equipment, material or procedures approved by an Administration
or otherwise recognized by International Codes in the absence of an
Administration approval. It shall also mean equipment of a design that has
been tested and certified for use under given hazardous conditions and
approved by an appropriate authority. The authority shall have certified the
equipment as safe for use in a specified hazardous atmosphere.
AUTHORIZED PERSON:
Any person authorized by the Government of Saudi Arabia to exercise the
power or perform the duties in respect of which the expression is used.
BERTH:
Any berth, dock, pier, jetty, quay, wharf, mooring, anchorage or terminal at
which Aramco is the authorized person in charge.
BUTANE (C4):
A commercial grade of C4 LPG consisting predominantly of butanes and/or
butylenes. The general SAUDI ARAMCO code number for this product is
A-160 and it is classified as a dangerous substance.
CARGO:
Products listed in Chapter XIX of the IMO Codes for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk and its successors.
CARGO AREA:
That part of a gas tanker, which contains the cargo containment system and
cargo machinery, spaces and includes the deck areas over the full beam and
length of the ship above the foregoing.
CARGO MACHINERY:
Cargo pumps, cargo compressors, cargo vaporizers, cargo gas blowers, inert
gas generators, their motors, control equipment, and other cargo handling
equipment. It shall also include where appropriate, primary and emergency
power supply, circulating pumps, other auxiliary machinery and equipment
essential to the safe and efficient operation of the cargo machinery.
GASRUL
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GASRUL
CARGO MACHINERY SPACES:
Any space in the cargo area of a gas tanker which contains cargo
machinery
CARGO CONTROL ROOM:
A space on board a gas tanker designed and equipped for the control of
cargo handling and other cargo related operations.
CARGO CONTAINMENT SYSTEM:
The arrangement for the containment of cargo on gas tankers including,
if fitted, a primary and secondary barrier, associated insulation and any
intervening spaces and adjacent structure if necessary for the support of
these elements
CARGO RESIDUES:
Quantities of cargo on board the vessel on arrival at the berth totaling less
than 10 per cent of each compatible cargo grades to be loaded.
CARGO SYSTEM:
The cargo tanks, deck tanks, cargo machinery and their related pipelines,
valves, control systems and ancillary equipment designed and provided for
the containment, control and handling of cargo on gas tankers.
CARGO TANK:
The liquid tight shell designed to be the primary container of cargo and
includes all such containers whether or not associated with insulation and/
or secondary barriers.
CERTIFICATE OF FITNESS:
A certificate issued to a gas tanker by or on behalf of an Administration in
accordance with the relevant codes for the construction and equipment
of gas tankers certifying that the construction and equipment of the said
vessel are such that certain liquefied gases may be carried in the vessel.
COOLANT:
RLPG loaded into a gas tanker or liquefied gas stored onboard a Gas Tanker
for the purpose of purging and cooling down the vessel’s cargo system
.
COMMINGLE:
The mixing of SAUDI ARAMCO RLPG with any part cargo or other similar
and compatible RLPG on board a gas tanker.
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GASRUL
COOLING DOWN:
The procedure by which the temperature of the cargo system on a gas
tanker is reduced to a level compatible with these rules.
GASRUL
DANGEROUS SUBSTANCE:
Any substances shipped in bulk and subject to the requirements of the
IMO Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk and its successors, in so far as such substances may constitute
a hazard to those in the Port area or environment and shall include gaseous
mixtures of which such substances form a constituent part.
DECK TANK:
A deck mounted cargo tank; that is, an approved tank, which may be
provided on a gas tanker for the stowage of coolant, cargo or other
substances, and be capable of being efficiently segregated from other parts
of the cargo system.
EMERGENCY CONDITION:
A hazardous situation, which is a radical departure from normal, operating
conditions and which constitutes an immediate or potential threat to human
life or property.
EMERGENCY SHUTDOWN
An approved system designed to shut down the cargo system of a gas
tanker from one or more remote locations on board the vessel in the event
of an emergency condition.
EMERGENCY PROCEDURES:
Written procedures approved by the Administration and/or the Owners of
a gas tanker for the efficient control and containment of an emergency
condition on board the vessel
GAS:
Gas and/or vapor when used in respect of gas tanker cargo containment
systems, cargo systems and cargo handling.
GAS TANKER:
A special purpose vessel constructed and equipped for the transportation of
liquefied gases in bulk.
GAS DANGEROUS ZONE:
Zones or spaces on board a gas tanker designated as gas dangerous by
the Administration or zones or spaces recognized as gas dangerous by
international codes in the absence of an Administration designation.
HANDLING:
The operation of loading and unloading a gas tanker, transfer of substances
to or from or within a gas tanker, and ullaging, sampling, sounding or other
ancillary operations at the berth.
GASRUL
58
GASRUL
HOLD SPACE:
The space on a gas tanker enclosed by the vessel’s structure in which a
cargo containment system is situated and may elsewhere be referred to as
a Void Space.
INTERBARRIER SPACE:
The space on a gas tanker between a primary and secondary barrier, whether
or not completely or partially occupied by insulation or other material and
may elsewhere be referred to as a Void Space.
INERT GAS:
A gas which is incapable of supporting combustion and is chemically and
operationally compatible with RLPG at the temperatures likely to occur
within the spaces to be inerted on a gas tanker. It is classified as a dangerous
substance and may be supplied to the vessel or manufactured on board.
INERTING:
The process of providing a non-combustible environment by the addition of
compatible inert gas. Inerted or Inert Condition means that the atmosphere
of the space to which it refers is incapable of supporting combustion.
LPG:
A Liquefied Petroleum Gas consisting predominantly of butanes, propane,
butylenes and propylene or mixtures of them, which can be retained in a
liquid form by compression or refrigeration or a combination of compression
and refrigeration.
LOADING ARM:
An articulated pipeline assembly and associated pieces used for the purpose
of transferring petroleum products including RLPG between the berth and a
gas tanker and may be elsewhere be referred to as a Hard Arm.
LOADING CONNECTION:
The associated pieces of a loading arm used to connect it to a gas tanker’s
cargo or bunker manifold presentation flange; and related to a vessel means
that section of the cargo or bunker manifold between the presentation
flange and the first efficient valve.
MANIFOLD AREA:
That area or areas of a gas tanker in which the cargo and/or bunker
manifolds are situated.
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GASRUL
MANIFOLD:
The pipelines of a gas tanker’s cargo or bunkering system provided for
the purpose of transferring RLPG or bunkers between the vessel and the
berth.
GASRUL
MARVS:
The approved Maximum Allowable Relief Valve Setting of a cargo tank.
MATFL:
The Maximum Allowable Tank Filling Level, i.e., the maximum level as
approved by an appropriate authority and to which any cargo tank of a gas
tanker may be safely loaded with liquid cargo.
MASTER:
Means, when used in relation to a gas tanker, any person (other than a Pilot)
having the command, charge or management of the vessel for the time
being and may be construed in these rules, at the option of the master, as a
responsible person delegated by the Master to undertake general or specific
duties in liaison with the Terminal Representative, provided that the Master
shall at all times have sole responsibility for the application of these rules.
MEAN TEMPERATURE:
The average temperature indicated by the total number of efficient
temperature sensing devices installed in the space or that part of the space
to which it refers.
NGL:
Natural Gas Liquids, a feedstock from which LPG is produced.
OPERATING MANUAL:
Written procedures approved by the Administration and/or Owners of a gas
tanker for safe and efficient cargo handling, transfer, gas-freeing, ballasting,
tank cleaning and changing cargos.
PART CARGO:
Quantities of cargo on board the vessel on arrival at the berth totaling 10
percent or more of each of the compatible cargo grades to be loaded.
PRESSURE:
Force per unit area. A positive pressure means a pressure in excess of the
atmospheric pressure and a negative pressure means a pressure less that
atmospheric.
p.s.i.:
Mbs:
Kg/cm2
pounds per square inch.
millibars (thousandths of a bar)
kilograms per square centimeter.
GASRUL
PRESSURE RECORDER:
An instrument designed to continuously monitor and record pressures in
cargo tanks and/or other spaces or units of the cargo containment or cargo
system.
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GASRUL
PROPANE (C3):
A commercial grade of C3 LPG consisting predominately of propane and/or
propylene. The general SAUDI ARAMCO Code Number for this product is
A-140 and it is classified as a dangerous substance.
PURGING:
The introduction of a suitable gas (inert gas or cargo gas depending on the
situation) for the purpose of displacing an unacceptable atmosphere in all
or part of that system.
RESPONSIBLE PERSON:
A competent person, i.e., a person possessing qualifications, training and
experience which satisfies the appropriate authority that he is competent to
carry out the duties required of him.
RELIQUEFACTION SYSTEM:
Means, in respect of gas tankers, a system, which regulates the pressure in
the cargo, tanks by means of mechanical refrigeration.
RELIQUEFACTION UNIT:
An independent section of the reliquefaction system of a gas tanker which
usually consists of one or more compressors with their driving motors, control
systems and any other necessary equipment, such as heat exchangers,
which will permit the unit to operate independently of the remainder of the
reliquefaction system.
RLPG:
Fully refrigerated LPG, i.e., LPG at a temperature corresponding to the
boiling point of that LPG at atmospheric pressure.
SAUDI ARAMCO:
The Saudi Arabian Oil Company (SAUDI ARAMCO) as the authority in
charge of operating the berth at which these rules apply.
SERVICE SPACES:
Spaces outside the cargo area used for galleys, pantries containing cooking
appliances, lockers and storerooms and workshops other than those forming
part of machinery spaces. Cargo service spaces are spaces within the cargo
area used for workshops, lockers and storerooms of more than two square
meters in area.
SKILLED PERSON:
A person having the knowledge and experience to perform a certain duty.
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GASRUL
SIGTTO:
Society of International Gas Tanker & Terminal Operators
GASRUL
SPAN GAS:
An approved gas mixture formulated and certified for the purpose of
calibrating and testing gas detection equipment with which a gas tanker
may be provided.
TERMINAL REPRESENTATIVE
The responsible person or persons designated by SAUDI ARAMCO to
exercise the power or perform the duties in respect of which the expression
is used.
UNSTABLE SUBSTANCE:
A substance, which may present a hazard under transport or storage,
conditions due to spontaneous reaction (polymerization, decomposition,
etc.) unless the necessary specific precautions have been taken to prevent
such a hazard (e.g., inhibition, dilution, refrigeration) or other equally
effective measures.
VAPOR RETURN SYSTEM:
A system provided at the berth, which enables a gas tanker to transfer gas
vapor ashore.
GASRUL
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