3.

4 CALM Buoy

3.4.1 Main Components

The Catenary Anchor Leg Mooring (CALM) buoy is installed 2.5km from the Ocean
Legend MOPU. The
CALM buoy system includes the following main parts:
• A circular buoy, approximately 12m diameter x 5.5m deep, with a central product
swivel;
• Six chain legs (arranged in pairs) each about 350m long;
• Six piled anchors;
• Tanker hawser connections, 2 x 250tonnes;
• An 8˝ under-buoy hose; and
• An 8˝ floating hose.
The CALM buoy is a very simply facility. It takes oil exported from the MOPU via the
pipeline, PLEM andflexible hose into the buoy. Flow then passes through the buoy
product piping, swivel; valve isolationsystem and in to the floating export hose and
the FSO.
Primary functions are described starting on page 18.

3.4.2 Buoy Body

The buoy body consists of an all-welded cylindrical steel structure with a centre well
divided into six
watertight compartments. Each compartment is equipped with a watertight flush deck
manhole cover, aladder, a sounding pipe and a striker plate.
The buoy is constructed so that in the event of damage and flooding of one
compartment, it remains stable.
Attached to the rotating buoy body are the floating offloading hose and the mooring
hawser. This
arrangement allows the FSO to weathervane around the buoy.

3.4.3 Swivel and Floating Hose

The product swivel ensures that a leak free, rotational connection is effected
between the buoy productpiping and the offloading hose. The offload hose is of
200mm internal diameter with a double carcassconstruction with built-in flotation.
Included in the export hose assembly is a dry-break coupling which would operate in
the event of a tensileoverload or pressure surge, closing the two petal valves during
parting the hose with the design intent tominimise spillage.

3.4.4 Buoy Access

Access to the buoy for maintenance and servicing is via a boat landing. The buoy is
equipped with
handrails, lifesaving and fire-fighting equipment. All maintenance of the bearing and
swivel is conductedfrom within the Calm Buoy enclosed deckhouse.

3.4.5 Mooring
The buoy also provides a mooring system for the FSO, allowing weathervaning of
the vessel.

The buoy body is designed to transfer the mooring forces of the vessel via the
bearing supports, the bearingitself and the turret to the chain pendants. The general
design life for the facilities is 10 years, except forthe main bearing and swivel which
are 15years.
Hawser load information is provided by a load cell at the buoy end from which
information is passed bytelemetry to both the Ocean Legend MOPU and the FSO.
The anchor pendants consist of six chains suspended from the chain spider in a
catenary configuration (3 xtwin marine chain). The seabed end of the pendant is
anchored to grouted anchor piles.

3.4.6 Design Environmental Conditions

The survival condition for the CALM buoy is the 100 year return period cyclonic
storm [9]. Based on LloydsRules it can withstand this storm loading in the damaged
condition. Two types of damaged condition areconsidered:
• One mooring leg failed; and
• Accidental flooding.

3.4.7 Operational Conditions – CALM Buoy and FSO

The FSO would disconnect from the buoy in the five-year return period non-cyclonic
storm, well in advanceof the cyclonic storm. The five-year non-cyclonic
environmental conditions are shown in the table below.

Table 5: Operational Conditions – CALM Buoy and FSO

Designation Unit Value

Water Depth LAT m 49

Waves Significant Height m 4.0
Spectral Peak Period s 8.2
Zero-up Crossing Period s 5.7
Wind 1 minute mean m/s 20.5
Current Uniform Profile m/s 0.92
The maximum-allowable environmental conditions for offloading from the FSO to an
offtake tanker are
shown in the table below.

Table 6: Offloading Conditions – CALM Buoy, FSO and Offtake Tanker

Designation Unit Value

Water Depth LAT m 49

Waves Significant Height m 2.5
Spectral Peak Period s 6.74
Zero-up Crossing Period s 4.94
Wind 1 minute mean m/s 15.0
Current Uniform Profile m/s 0.45
3.5 FSO Karratha Spirit

A floating storage and offloading vessel (FSO); the ‘Karratha Spirit’ is moored
permanently at the CALM buoyand continuously receives crude production from the
Ocean Legend. The vessel is a converted tanker andhas been modified in such a
way that it fully retains its trading tanker capability. This enables it to
disconnect from the buoy and depart from the field during severe weather, such as
cyclones.
Occasionally, it may be necessary for a non-dedicated offtake tanker to be used
when, for whatever reason,the FSO is not on location. This is expected to be a rare
event, if it happens at all.

3.6 Offtake Tankers

Offtake tankers visit the field periodically according to the production rate and
marketing requirements. The offtake tanker anchors approximately two nautical
miles away from the FSO while awaiting permission toproceed into the field. The
offtake tanker is moored by a hawser in a tandem arrangement directly asternof the
FSO. Cargo is transferred by means of a floating hose linking the FSO offtake
manifold on the FSOstern to the offtake tanker manifold.
During offtakes, the offtake tanker is assisted by a support vessel which is secured
to the stern of the tankerand provides a steady bollard pull. Offtake operations take
between 24 and 36 hours, following which thetanker departs the field.

5.7 FSO Karratha Spirit

All existing safety features on the original vessel have been retained but further
enhancements have been
made as a result of the design process and the results of safety assessment studies.
The list that follows is not exhaustive but represents the main safety features of the
vessel:
• ESD system allows for quick shut-in of ESD valves on the crude oil import and
export manifolds;
• Automatic Radar Plotting Alarm (ARPA) repeater installed in the Cargo Control
Room linked to ARPA
on the bridge, to provide early detection and warning of vessels in the area;
• Additional floodlights on deck to reduce the chance of slips, trips and falls;
• Redundant means for shutting down the crude oil export pumps;
• Coaming heights are sized to help control the duration of any deck pool fires, and
deck camber will
help prevent any deck fires from spreading from one side of the deck to the other;
• Flame detectors located along the starboard side of the accommodation upper
deck;
• Escape routes on the main deck lead straight to the TR, are illuminated by
floodlights and allow
easy passage for fire and stretcher teams;
• Foam monitors are evenly placed along the length of the main deck. Monitors are
also located on
top of the pump room; and
• TEMPSCs are located on both starboard and port side of the accommodation A-
deck to minimise thepotential for both units to be affected by an incident.
Refer to the Karratha Spirit Operations Safety Case [1] for further information.

3.3 FSO Overview

The FSO is the motor tanker “Karratha Spirit” classed as a tanker in accordance with
American Bureau of Shipping (ABS) Rules and modified for operation as an FSO
vessel.
The vessel is 255m in length with a beam of 42m and deadweight of 105,000 Long
Tons with a crude storage capacity of approximately 106,672 tonnes. It has
aconventional layout with the accommodation and machinery spaces aft and the
cargoand ballast tanks forward of the accommodation.
The hose from the CALM buoy is connected to an import manifold at the port bow of
the vessel, comprising a Quick Connect - Disconnect (QCDC) mechanism, and via
piping running along the main deck, dropping into three of the Cargo Tanks (Centre
1,
2 and 3) and the two slops tanks. The remaining tanks are filled by gravity from the
three receipt tanks utilising existing tank piping. An emergency shutdown valve
(ESDV) is installed on import line immediately downstream of the QCDC to allow
import from the PF to be halted in an emergency.

The export system utilises the existing cargo pumps and deck piping with a new
exportpipe tied into the deck piping which runs along the starboard side of the vessel
to anexport manifold located starboard aft. This export piping comprises a
meteringmanifold and ESDV immediately upstream of the export manifold. The
exportmanifold comprises a QCDC connected to the export hose.
Periodically an export tanker moors astern of the FSO to connect up to the export
hose and receive crude oil from the FSO for transportation to customers.

3.4 Design Validation Philosophy

The philosophy employed in ensuring that the design of the FSO is fit for purpose is
twofold, as discussed below.
Primarily the vessel is a seagoing tanker built to LR classification standards (1987).
On conversion in 1998 the vessel was re-classed with ABS. It is currently
maintained in class demonstrating that the shipboard systems and structure meet
internationally accepted standards.
The specific equipment installed on the vessel to meet its role as an FSO has been
designed in accordance with internationally-recognised codes and standards by J. P.
Kenny Pty Ltd. The design calculations were subject to third party verification by
Aquarius International Consultants and approval by ABS.
Appendix I detail the codes and standards used in the design of the vessel. All
design standards mentioned in this Appendix have been selected based on
internationally acceptable performance and reliability criteria.
3.5 Metocean Conditions

The FSO is a seagoing tanker and therefore does not have defined operating limits
with respect to Metocean conditions as such. The metocean limits on the operation
of
the facility are generally set by the limitations of the CALM buoy and its mooring
arrangement. The design of the CALM buoy allows the FSO to remain connected in
up to a 3.7m significant wave height and a wind speed of 27.16m/s for a three
secondgust. Measurement of wave height and wind speed is recorded on the PF.

4.2 Vessel Layout

4.2.1 Principal Dimensions

Deadweight 106,668 MT
Draft 14.66 m
Length Overall 255 m
Beam (moulded) 42.67 m

4.2.2 General Information

Gross Registered Tonnage 59,289

Net Registered Tonnage 35,989
Year of Build 1987
Builder Hyundai, Ulsan
Flag Bahamas
Cargo Oil and Slop Tanks Capacity 781,333 Barrels
Segregated Ballast Capacity 37,287 Cubic Meters
Operator Karratha Spirit Pty Ltd
Crew Nationality Australian

4.2.3 Summary of Layout

The vessel layout is typical of a trading tanker, with the cargo and ballast tanks
occupying forward 200m of the vessel and the machinery spaces and
accommodation occupying the aft end.
There are nine cargo tanks:
• Centre tanks 1 to 5 (approximate capacity of each tank 120,000 bbls); and
• Wing tanks 2 & 4 port and starboard (approximate capacity of each tank 45,000
bbls).
Wing tanks 1, 3 and 5 port and starboard contain water ballast. Two slops tanks are
provided port and starboard (aft of No.5 Water Ballast Tank port and starboard). The
starboard slops tank operates in bunker service as described in Section 4.3.5.
Alternatively there is an arrangement to use centre cargo tank No. 5 as a slop tank.
The accommodation is a four-storey (upper deck, A-deck, B-deck and C-deck)
structure at the aft end of the vessel, forward of the funnel and engine casing. It
comprises cabins, offices, galley, mess-room, recreation room and the CCR. The
Bridge is located on top of the accommodation block. The accommodation has an
internal staircase serving all floors and external staircases port and starboard with
exits/entrances to each level. The lifeboats are located port and starboard of the
accommodation at "A" deck level. Liferafts are located at port and starboard sides
adjacent to the lifeboats and at the forecastle. They provide 100% redundancy for
the crew on board.
The helideck is located aft of the funnel on the vessel centreline, accessible by a
walkway from C deck level and a staircase from the poop deck.
The engine room is located immediately beneath the accommodation and houses
the single six cylinder B&W diesel engine. In addition, it accommodates three diesel
driven generators, two auxiliary boilers and two evaporators for producing fresh
water. The engine is designed to operate in the unmanned mode and can be
controlled from the CCR when the Engine Room (ER) is unmanned. Approved
alarms and safety cut-outs are built into the system.
A 15 MT SWL, centrally located, electric hydraulic crane covers the cargo manifolds
port and starboard and is primarily used for connecting cargo hoses.
An offshore rated 10 MT SWL crane is installed on the port side of the main deck
adjacent to segregated ballast tank number 5 and designed to operate in a 3m
significant wave height. This crane is used for handling stores and spare gear and
other items brought from shore and for launching the workboat. There is a clear deck
area adjacent to the crane designated for lay-down of supplies and the storage of
garbage skips and a conveyor system to transfer stores to the accommodation. This
crane also has a man-hoisting winch installed with a secondary brake mounted direct
on the drum to meet man riding requirements.
The summary of cranes provided on the Karratha Spirit FSO along with their primary
functions is shown in Table 4.1 overleaf. ABS Class certificates for all the cranes
havethis information in detail and available on board.
4.3.1 Import Hose Connection

Transfer of the product from the PF is via sub-sea line and flexible riser up to the
CALM buoy and from there through an 8”, 189m long double carcass type flotation
hose. The length of hose has been designed to allow mooring of spot chartered
export tankers whenever the FSO is not available. A breakaway coupling, operating
on a fail-safe principle, is incorporated at the FSO end of the hose string. The Gall
Thomson 8” inch coupling ensures that spillage is minimised in the event of a hose
failure while loading cargo.
The import hose from the CALM buoy is connected to the FSO by a QCDC coupling
arrangement, actuated hydraulically at the import manifold. This allows the hose to
be
disconnected quickly without manual intervention in an emergency with both ends
sealed to prevent spillage of oil to the sea.

4.3.2 Bow Mooring Arrangement

For mooring between the CALM buoy and the FSO, two 19” inch, 70m long, nylon
hawsers, each having a 250 MT safe working load are attached to the CALM buoy.
The load is shared between both hawsers but either is capable of taking the full
designload. Each end of the hawsers is secured by a chafe chain to protect against
damage.
On the FSO, the chafe chains are each secured to a hydraulically operated quick
release hook which is bolted to a fitting on the forecastle deck. The hydraulic release
mechanism is designed to protect personnel in the event of having to release the
hookin an emergency by allowing the hawser to be released from a safe location
near thehooks.
On the bow of the FSO there are two 250 MT hydraulically-operated quick release
hooks designed to take the load of the mooring hawsers from the CALM buoy. Each
hook includes a load monitoring cell providing continuous local and remote read-out.
The local read-out display and the hydraulic release mechanism for the hook are
protected from the weather. Manual release of a hook is by tripping, using a
removable bar. Hydraulic release is by a remotely-operated pump. A cylinder
installed within the hook activates the hook tripping mechanism. Simultaneous
release is provided for both bow hawsers.
Remote continuous monitoring of hawser loads is provided in the navigating bridge
and the CCR.

4.3.3 Relative Position of the FSO to the CALM Buoy

A system, provided by TerraVision, Western Australia and located on the FSO

provides monitoring of differentially corrected Global Positioning System (GPS) data
of
the CALM buoy and the FSO, together with analysis of their relative positions. Real
time differential data is generated on the PF and is broadcast from that location. The
FSO has a local GPS unit reporting to TerraVision, and thus the absolute movement
of
the buoy, and the relative positions of the FSO and the buoy, can be monitored.
The system provides both visual and audio alarms if the:
• Buoy moves a certain distance from a set absolute position (i.e. a hawser breaks);
• FSO comes too close to the buoy;
• FSO is too far from the buoy;
• Buoy does not respond to two consecutive polls; and
• Mooring comes adrift from the buoy.
The PF to FSO radio communications uses a very high frequency (VHF) separate
from the VHF radio communications between the FSO and the buoy. A database is
used to log FSO and buoy recorded positions which can be replayed after an event,
showing relative and absolute positions by time interval. It can also be interrogated
to
produce reports indicating the FSO’s drift speed and direction. The database is
automatically archived at regular intervals.

Buoy position monitoring is also achieved visually via a bow mounted video camera
with display in the CCR. Floodlights are installed at the bow to illuminate the buoy at
night.

4.3.4 Export Hose Connection

Transfer of cargo from the FSO to the export tanker moored in tandem astern, is
through a 16”, 270m long double carcass type, flotation hose. The export hose is
connected to the FSO by a QCDC at the export manifold. This allows the hose to be
disconnected and both ends to be sealed to prevent spillage of oil to the sea. A
breakaway coupling, operating on a fail-safe principle, is incorporated at the FSO
end
of the hose string. The Gall Thomson coupling ensures that spillage is minimised in
the event of a hose failure while loading cargo.
When loading of the export tanker is completed, the valve on the end of the hose is
closed and a blank fitted. The end is lowered to a tug which brings it to the FSO
where is it secured by a mooring line. The resulting loop in the hose is positioned
along the starboard side of the FSO, held in position by a chain. This is done to
avoid fouling of ship’s propeller by free-floating export hose.
There is the potential for the export hose to prevent safe launch of the starboard
lifeboat but this was assessed and the risk demonstrated to be tolerable and As Low
as Reasonably Practicable (ALARP)[4], principally because a 100% capacity lifeboat
is located on the port side of the vessel.
When the FSO is underway (for example, disconnect due to approaching cyclone)
the hose is either towed astern by the FSO or towed into a safe location by a support
vessel. Calculation has established that six knots is the maximum towing speed to
avoid damage to the hose. Closed circuit TV monitors in the CCR allow the crew to
monitor the hose while it is floating astern.

4.3.5 Bunkering Arrangements

The bunkering arrangements for Karratha Spirit have been modified from those
typical on a trading tanker to take advantage of the fact that crude oil from the Stag
Field can be used as bunker fuel for the FSO. To facilitate this, additional
piping/equipment has been installed to allow the Stag Export Tanker to transfer
crude to Karratha Spirit via the export hose/export manifold to the port/starboard slop
tanks and direct to the port/starboard bunker tanks. The arrangement for bunkering
is illustrated on Figure enclosed in Appendix II (Drawing - Import and Export Deck
Pipe Layout - P-603).

4.3.6 Stern Mooring Arrangement

The FSO is provided with a 200 MT SWL, locally-operated, quick release hook,
designed to take the load of the export tankers. A load monitoring cell provides
continuous local and remote read-out. The local display and the hydraulic release
mechanism for the hook are protected from the weather.
Manual release of the hook is by tripping, using a removable bar. Hydraulic release
isby a remotely-operated pump. A cylinder installed within the hook activates the
hooktripping mechanism. Remote monitoring of hawser loads is provided in the
navigatingbridge and the CCR.
To avoid contact with the stern of the FSO during cargo transfer, station keeping on
the export tanker is under the direction of an experienced Mooring Master. The
Mooring Master decides whether to use the engine of the export tanker or the onsite
‘static tow’ tug pulling on a line made fast to the stern.

5.2 Import and Export Systems

5.2.1 Import Piping

The import piping is connected to the manifold on the port side of the forecastle
deck.
The piping, located at deck level, is then led across and aft along the main deck,
terminating with drop lines into and the port and starboard slop tanks. For loading,
the
8” diameter piping has isolating valves and drop lines into numbers 1, 2 and 3 centre
cargo tanks. The connection to the starboard slop tank is used for supplying bunkers
(with double isolating valves), and the port side for any water/emulsion transferred
from the Ocean Legend.

5.2.2 Export Piping

The 500mm diameter export piping is connected to the cargo discharge lines on
deck.
The pipe is led to the starboard side and then towards and across the main deck to
the
manifold on the starboard side of the poop deck.

5.2.3 Hose Handling System

5.2.3.1 Import Hose Manifold

The FSO has an import manifold flange orientated so as to allow the hose to be
hungin the vertical plane. The manifold, located outboard at the bow on the port side
isdesigned to minimize personnel risk and to allow for a controlled
connect/disconnect.
The manifold is located above the weather deck and outboard of the deck edge.
Below the manifold is a remotely operated QCDC coupling to facilitate connection
anddisconnection of the import hose string.
A breakaway coupling is incorporated near the FSO end of the hose string. The 8”
coupling ensures that spillage is minimised in the event of a hose failure while
handling cargo.
A fixed A-frame structure is installed for attaching a lifting arrangement for picking up
and connecting the import hose.

5.2.3.2 Export Hose Manifold

The export hose manifold on the FSO is located above the poop deck level and
outboard at the stern on the starboard side. To facilitate the 16” hose connection, a
platform is provided with the necessary supports to the shipside, gratings and
handrails. Below the manifold is a remotely operated QCDC coupling to facilitate
connecting and disconnecting the floating hose string.
A breakaway coupling is incorporated near the export tanker end of the hose string.
The 16” coupling ensures that spillage is minimised in the event of a hose or hawser
failure occurring while handling cargo.
A fixed A-frame structure is installed for attaching a lifting arrangement for picking up
and connecting the fixed end of the export hose.
For normal operation on completion of transfer to the export tanker, the free end of
thehose is tied to the FSO, forward. The primary concern is to prevent the hose from
entering the propeller aperture when going astern.

5.2.4 Offloading/Export System

The existing cargo pumps (three-off) on the FSO are the dedicated export pumps.
The cargo system’s piping and equipment is suitable for the anticipated limitations of:
• Transfer operation;
• Environmental conditions;
• Discharge pump characteristics;
• Hose size; and
• Flow requirements.
Off-loading of the Legendre crude is from the main deck discharge line, with a pipe
led
across and down the starboard side and then to the export manifold located at the
stern of the FSO on the starboard side. The flange of the export manifold is
connected to the export hose through a QCDC coupling. The hydraulics and controls
of the QCDC coupling are installed adjacent to the export manifold. Manual
operationof the coupling can be used in an emergency.
A double block and bleed valve is provided in the QCDC. An emergency shutdown
(ESD) system for the butterfly valves is interlocked with the tripping device for the
cargo pumps. A time delay in the shutdown circuit ensures a time differential
betweenpump shutdown and closing of the valves. Flushing the offloading hose with
seawaterwill either be to the slop tank of the export tanker, or alternatively, back to
the FSO.

5.2.4 Cargo Transfer Metering System

An integrated Cargo Transfer Metering System is designed to provide fully verified

flow data and fluid property information. This is fitted on the deck of the FSO.

5.9 Helicopter Operations

A helideck is fitted at the stern in a safe area originally suitable for a Super Puma.
The helideck complies with the requirements of the International Civil Aviation
Organisation (ICAO), Annex 14, Volume II and the Australian Civil Aviation Advisory
Publication (CAAP) 92.2. For minimum criteria, the helideck and associated
equipment conform to CAP437 “Offshore Helicopter Landing Areas: A Guide to
Criteria, Recommended Minimum Standards and Best Practices”.
The construction, installation and engineering design of the helideck structure is
approved by ABS and is maintained / surveyed to ABS requirements. It should be
noted that an incident in June 2004 caused damage to the aft area of the helideck.
As a result of which the helideck had now been de-rated and recertified by Class to
operate and land S76 helicopters only. It is Teekay’s intention to reinstate the
helideck to its original capability (Super Puma) in the near future. The helideck
under-deck access walkways and fire fighting platforms conform to all national and
international requirements (CAAP 437).
An independent foam system is provided for the helideck for use in an emergency
with two foam monitors positioned to provide foam to the entire helideck. Shipboard
personnel are trained in safety procedures for approach and landing.
Communication with the pilot during the approach will be from the navigating bridge.
The fire line is pressurised prior to arrival.

7.3 ESD Systems

The purpose of the ESD system is to stop the import and export of crude oil in an
emergency or to isolate the TR from smoke and gas ingress. It comprises four
separate systems:
• Breakaway coupling on import and export hoses;
• Import and Export ESD valves;
• Cargo pump ESD system; and
• Heating, ventilation and air-conditioning (HVAC) Isolation.
These are described in the following sections.

7.3.1 Breakaway Coupling

Each hose is fitted with a breakaway coupling which represents the weak point of the
system. In the event of the hose being placed under excessive strain (i.e. from
failure of the hawser system) the breakaway coupling is designed to part and seal
both ends of the parted hose to prevent significant oil spill. Operation of the coupling
is fully automatic.

7.3.2 Import and Export ESD Valves

The ESD valves are spring loaded, fail-safe, butterfly-type valves, held open by
hydraulic pressure provided by a hydraulic power pack located within the
accommodation. The import ESD valve is located immediately adjacent to the Quick
Disconnect Coupling (QDC) on the import hose. The export ESD valve is similarly
located adjacent to the QDC on the export hose.
The hydraulic power pack for the ESD valves is located in the Hydraulic Room on
the upper deck level of the accommodation. Its primary role is to maintain the ESD
valves open by pressurising the valve actuators using a pump that is activated by
low hydraulic pressure. Failure of the pump itself will not cause the valves to close
but minor leaks in the system will cause the system to depressurise and the valves
to eventually close. Valve closure is achieved by controlled bleeding of pressure off
the valve’s hydraulic line.
ESD activation can be initiated local to the valve or remotely from the CCR by
pushbutton – no automatic initiator for ESD is provided. All wiring between the
Control Panel and HPU is contained within the accommodation.