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1 BHPB Production Unit Team Leader - Trinidad and Tobago Production Unit
2 BHPB Operations Manager - Trinidad and Tobago Production Unit
3 BHPB Supply Manager - Trinidad and Tobago Production Unit
4 Global Practices Leader - Marine HSE
5 Marketing/Commercial Department - BHPB
6 Terminal Operations Team Leader - Rust Road Terminal
7 Joint Venture - TOTAL
8 Joint Venture - Talisman
9 Ministry of Energy and Energy Industries, Trinidad and Tobago
10 Rightship Petroleum Vessel Vetting
11 IMT Room
12 Operations Field Manager
13 Eastern Divers
14 East Coast Productions
15 ASCO / BHPB Marine Representative
16 Marine, Aviation and Shorebase Manager
DISCLAIMER
This Handbook has been prepared by BHPB being the Terminal operator, for the benefit of
Charterer’s, Masters owners and agents using the Terminal. While believing the information
contained herein to be correct, BHPB makes no warranties or representations in respect of and
accepts no responsibility as to the accuracy or completeness (regardless of its purpose or use) of the
information or instructions contained herein and reserves the right to amend as and when required,
said information and instructions. It is the user’s responsibility to ensure that the latest edition of
this Handbook and the Terminal Conditions is being used.
Trinidad and Tobago Production Unit
CALYPSO OFFSHORE LOADING TERMINAL
Berthing and Terminal Handbook.
Document No. T&T-GG-OP-05-3501
Revision No.: 7
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Issue Date: 13 November 2008
REVISION PAGE
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st
6 1 Mar. 2006 Full review and format of document.
th
7 13 Nov 2008 Section 2.6 - Location of Anchorage Zone 3nm south west, not
south east. Included MARSEC level reporting.
Section 5.6 - Also requirements for Panamax Tankers with only
one Chain Stopper.
Section 4.11 – Included note on additional vessel approval.
Section 5.13 – Amended size of loading hose connection.
Section 4.8/4.9/8.1- Updated contract numbers for Eastern
Divers and East Coast Marine.
Removed supplements from document.
Section 4.2/6.6 - Updated contact listing.
Section 5.4 – Amended Pilotage section with SOLAS reference
for pilot / accommodation ladder set-up.
Section 4.6 – added requirement for mooring masters to be
orientated with regards to the full contents of the Terminal
Handbook
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TABLE OF CONTENTS
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Compliance with the rules, regulations, provisions and standards contained in this Handbook,
including the Terminal Conditions, is mandatory for all persons using the facilities or services of
the Terminal. By entering the Terminal and using its facilities or Terminal Services, the Owners,
despondent owners, demise Charterer’s, Master, ship’s agent, and other like persons, accept
and agree to comply with and be bound by the rules, regulations, provisions and standards
continued in this Handbook. The Master must personally sign the Terminal Conditions before
the Lifting Vessel will be accepted at the Terminal.
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2. GEOGRAPHICAL LOCATION
Calypso Offshore
Loading Terminal
2.2 LOCATION
The CALM Buoy is located on Trinidad’s South East coast situated to the south of the
Rust Road Terminal in Guayaguayare Bay and is about 4.5km offshore, in position:
10o 05’ 05.6’’ N 61o 02 38.6’’ W.
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• The optimal time of mooring is 0600. Localized wind and sea conditions tend to strengthen
as the day progresses.
• Mooring shall only occur during the hours of daylight, but may at the Terminal’s discretion,
take place at other times.
• In all cases, the decision to berth the lifting vessel will rest with the Terminal Operation Team
Leader in consultation with the Mooring Master and final approval given by the Operations
Field Manager.
• To make certain that Mooring Operations do not exceed daylight hours, mooring operations
will begin no later than 1500hrs.
• Where mooring is required to take place outside of daylight hours, a Case to Operate shall
be completed by the Terminal Operations Team Leader and approved by the relevant BHPB
approving authority.
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The theoretical maximum criteria for Lifting Vessel’s mooring at the Terminal are:
Wave height: 2.5 meters.
Wind speed: < 22 knots.
Time: within + or -1 hour of slack water, or during a change of tide or current direction.
The theoretical maximum criteria for Lifting Vessel’s unmooring at the Terminal are:
Wave height: 3.0 metres
Wind speed: < 28 knots.
Tension limits.
Lifting Vessel’s will be unmoored if there are three occurrences of a peak mooring-
hawser-tension greater than 90 tonnes force within one hour, or a single occurrence of a
peak mooring-hawser-tension greater than 110 tonnes force.
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NOTE: There are two SPM’s (Single Point Moorings) in the area. BHP Billiton’s Calm
Buoy is the YELLOW. At night it will display a light flashing YELLOW 2+1 long
flash every 15 sec.
Lifting Vessels visiting the Terminal shall not anchor or maneuver in or near to the CALM
Buoy Exclusion Zone, which currently extends to a 1 Nm radius, centered on the CALM
Buoy. Masters of Lifting Vessels may at their discretion, use the following recommended
anchorage, which is located approximately 3 Nm South West of the CALM Buoy. In
approximate position North 10ƕ 03.5’ 061ƕ 05.5’ West.
N.B. Masters of Lifting Vessels shall ensure that they have available the most recent
information on the positions of pipelines and cables in the vicinity of the CALM Buoy and
be guided accordingly.
Guayaguayare Bay
Exclusion Zone
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For the positions of sub-sea pipelines, Masters of Lifting Vessels visiting the CALM Buoy
shall consult the relevant charts of the area, and current notices to mariners.
Lifting Vessel’s visiting the CALM Buoy shall keep well clear of the above structures
and maneuver with extreme caution whilst navigating in this area. Various offshore
support vessels work in, and near, the areas mentioned above and should be given a
wide berth.
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Potable Water - There are no facilities for receiving fresh water at the CALM Buoy.
Dirty Ballast - There are no reception facilities for dirty ballast or slops at the CALM
Buoy, and under no circumstances shall dirty ballast, slops or garbage be discharged to
the sea.
IMO Resolution A.868(2)
“GUIDELINES FOR THE CONTROL AND MANAGEMENT OF SHIPS' BALLAST WATER
TO MINIMIZE THE TRANSFER OF HARMFUL AQUATIC ORGANISMS AND PATHOGENS”
Medical and dental services - There are no medical or dental services at the CALM
Buoy, but in an emergency, medical evacuation can be arranged through the Terminal
Operations Team Leader or Mooring Master, to facilities in Trinidad.
Shore leave/Crew Changes – There are no facilities for crew change and shore leave
is not permitted.
Repairs - Repairs of any description, which may affect the full operational status, are not
permitted, while the Lifting Vessel is moored to or maneuvering at the CALM Buoy.
Under no circumstances are a Lifting Vessel’s main engines to be disabled whilst visiting
the CALM Buoy.
This section provides detailed definitions for acronyms used in this manual or for
operational terminology referenced in the Handbook. Only definitions unique to this
document are included.
The following acronyms & definitions apply to this document.
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Acronyms
ABS American Bureau of Shipping
ALARP As Low As Reasonably Practical
API American Petroleum Institute
BCO Ballast Control Officer
BHPB BHP Billiton (Trinidad-2C) Ltd
BS & W Basic Sediment and Water
C.A.L.M. Buoy Catenary Anchor Leg Mooring Buoy (CALM) (BHPB)
CBEZ CALM Buoy Exclusion Zone
CCR Central Control Room (On Lifting Vessel)
CFR Code of Federal Regulations
Co-Ventures Parties holding Interests in Block 2 (c) production sharing contract
DP Dynamic Positioning
DWT Deadweight Tonnage
ECO Environmental Cargo Officer
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
FRC Fatal Risk Controls
Gross Standard Volume – Measured volume of liquid in cargo tanks minus free water as
GSV
quoted in bbls or m3
GTMS Global Travel Management System
HSE Health, Safety, and Environmental
IMO International Marine Organization
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISPS International Ships and Port Security
JRA Job Risk Analysis
JSA Job Safety Analysis
HSE Health, Safety, and Environmental
MARPOL International Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto (MARPOL 73/78)
NOR Notice of Readiness
OCIMF Oil Companies International Marine Forum
OSRV Oil Spill Response Vessel
OSRO Oil Spill Response Operator
OTL Operations Team Leader
PIC Person In Charge
SMS Safety Management System
SOP Standard Operating Procedure
SWL Safe Working Load
TBP Task Based Procedures
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4. RESPONSIBILITIES
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Notifications
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The mooring masters will be properly orientated with regards to the full contents of
this handbook. The Marine, Aviation and Shorebase Manager (T&T PU) will ensure
there is full compliance with all pilots employed or who will be employed by
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BHPBilliton to conduct tanker off-takes at the CALM Buoy. Each mooring master will
verify his/her compliance by signing the “Pilot Orientation Register” maintained by the
Marine, Aviation and Shorebase Manager T&T PU
Eastern Divers are responsible for providing qualified and experienced Mooring
Masters & Supervisor. The full scope of their roles & responsibilities is contained
in Schedule D of Contract # 8600001015.
These roles & responsibilities should be signed by all Mooring Masters and
Supervisors assigned to operations for BHPB, and copies provided to the OTL
and Marine, Aviation and Shorebase Manager.
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Specification Description
Vessel Name Gulf Marine 4 Gulf Marine 5 Gulf Marine 8
IMO # 8895714 8895126 8898350
Classification Steel Utility Vessel Steel Utility Vessel Steel Utility Vessel
LOA, feet 110' 110' 110’
Beam Molded, feet 28' 28' 26’
Depth, feet 9'6" 9'-6" 9’
Speed 11KTS 11kts 12kts
GRT 202 Tons 202 Tons 218 Tons
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Note: Other support vessels may be utilized in the off take operation, but pre approval
must be had from at least one of the following individuals:
• Global Practices Leader Marine HSE
• Marine HSE Advisor
5. PHASES OF OPERATION
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The Mooring Master will advise the Lifting Vessel on arrival at the CALM Buoy of any
anchoring and / or berthing instructions. Anchoring and maneuvering in, or close by,
any of the exclusion zones is prohibited (See Fig 1.6 a & b) where recommended
anchorage areas are shown and includes BPTTCALM Buoy and sub-sea pipelines.
The Master of a Lifting Vessel arriving at the CALM Buoy should understand, that
berthing at the CALM Buoy may be delayed or refused if the Lifting Vessel’s trim is
excessive, or the draught is too light, or the propeller is not fully immersed. (Arrival
trim MUST NOT exceed 3 meters)
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The Lifting Vessel, upon arrival at the anchorage or Normal Sea Pilot Embarkation Area,
may tender its Notice of Readiness (NOR) when the Lifting Vessel is ready in all
respects to load cargo in accordance with this Handbook including the Terminal
Conditions. The Terminal Operations Team Leader will only accept a Lifting Vessel’s
Notice of Readiness when he is satisfied that the Lifting Vessel is ready, in all respects,
for loading at the CALM Buoy.
5.4 PILOTAGE
Pilotage at the terminal is compulsory, and any such services provided by the terminal
shall be strictly subject to this Handbook including the Terminal Conditions. The
Mooring Master and the ECO will board the Lifting Vessel approximately 2 miles west of
the CALM Buoy, on most occasions via a workboat. The Master will provide the
necessary ladder and safe access to and from the Lifting Vessel, including the need for
a good lee in accordance with IMO rules. The vessel should have a combination pilot/
accommodation ladder rigged according to the vessel’s freeboard upon arrival as
defined by SOLAS chapter V Regulation 23, as adopted by IMO resolution A.889(21).
In addition, the Lifting Vessel must have its portside derrick / crane rigged, and be ready
in all respects to take on board the mooring equipment basket.
To make certain that Mooring Operations do not exceed daylight hours, mooring
operations will begin no later than 1500hrs.
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The berthing and mooring operation will be carried out by the Mooring Master and his
mooring assistant.
Workboats will be on hand to assist with the berthing as and when directed by the
Mooring Master. The final decision to moor the Lifting Vessel will rest with the Mooring
Master, depending on the existing circumstances and conditions.
The Mooring Master’s assistant will be stationed, along with the Lifting Vessel mooring
team, on the forepart of the Lifting Vessel to carry out the mooring operation. The
responsibility to ensure there are sufficient crews to handle the mooring hawsers will rest
with the Master, and he shall ensure there are adequate messengers, heaving lines,
chain stoppers etc., to expedite the operation.
The mooring hawsers and chafe chains shall be made fast in suitable chain stoppers:
For Lifting Vessels of 70,000 DWT or greater, the bow chain stopper must have a safe
working load of 200 metric tones and be able to accept a 76 mm chain.
For Lifting Vessels of 69,999 DWT or less, the bow chain stopper must have at least a
safe working load of 100 metric tones and be able to accept at least 54 mm chain
Vessels are required to provide 2 mooring lines each equipped with a suitable chain
stopper.
To safely berth a Panamax size vessel with only ONE chain stopper on the CALM Buoy
the following criteria must be met.
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• The Hawser Monitoring Device must be present and operating correctly. Mooring
Master shall observe readings at regular intervals. See section 2.5 Tension
Limits.
• In the event that any of the above criteria can not be met a suitable Tug must be
present throughout the operation under the direction of the Pilot.
A ship’s mooring rope, capable of being used as an emergency towline, must be kept at
hand on the after mooring deck. It must be noted that off take tankers visiting the
Terminal shall not anchor or maneuver in or near to the CALM Buoy exclusion zones,
which currently extends 1 Nm radius.
Once the Lifting Vessel is securely moored, and is lying settled at the CALM Buoy, then
the Lifting Vessel mooring team, together with the Mooring Master and his assistant will
proceed to the manifold to commence the hose-connection
If at any time, the Mooring Master decides that, due to deteriorating weather conditions,
CALM Buoy operations may become unsafe, then the Master will be informed of this
decision, and operations will cease. In such cases, the Lifting Vessel will proceed to exit
the CALM Buoy Exclusion Zone and anchor in the designated anchorage area. (See Fig
1.6b)
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Whilst the Lifting Vessel is moored to the CALM Buoy, no ballasting or de-ballasting
operations may be commenced without prior consultation with, and agreement from, the
Mooring Master. The Lifting Vessel shall endeavor to maintain a properly loaded /
ballasted condition and keep her propeller fully submerged, without allowing the forefoot
to come out of the water. (See Sections 5.2)
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The CALM Buoy is currently equipped with a double carcass floating hose of
approximately 269 meters (882.3ft) in length designed for oil transfer at a maximum rate
of 25,000bbls/hr. The end connection of the hose string is 16” inside diameter and is
fitted with a standard 16”ANSI 150 pound flange.
Lifting Vessels shall arrive at the CALM Buoy with the portside manifold ready in all
respects to accept the hose, and if necessary fit the required reducers. All connections
must be as per OCIMF guidelines.
On completion of the mooring operation, the workboat in attendance will tow the floating
hose-string to the Lifting Vessel’s portside below the manifold.
The rail-hose ends will then be connected to the Lifting Vessel’s derrick / crane hook and
hoisted on board for the connection to the manifold. (See Appendix B). It is the duty of
the Eastern Divers “Riding Crew” & the Lifting Vessel’s crew, under the direction and
control of the Mooring Master/ECO to connect the hoses. The Master shall ensure that
a responsible English speaking watch-keeping officer is in attendance at the manifold
during the hose-connection.
The Terminal will be in full control of all transfer operations under the direction of the
Terminal Operations Team Leader and his/her Operations Technicians. All rates and
pressures shall be agreed upon between the Terminal and the Lifting Vessel prior to any
oil transfer operation. The responsibility for routine monitoring of the loading of cargo
shall rest with the Lifting Vessel’s officers and crew. However, the Mooring Master or his
representative on board the Lifting Vessel shall be deemed to be available for liaison
between the Lifting Vessel and the Terminal. (The Mooring Master or ECO should
schedule their activities to ensure that at least one of them is on duty at all times).
Communication between the Loading Master and the Terminal OTL (or his delegate)
shall be made hourly (as a minimum) during Cargo Transfer.
The Terminal maintains the right to cease all transfer operations, upon the occurrence or
imminent occurrence of the following:
• Any radio communications failure between the Terminal and the Lifting Vessel.
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• When, in the opinion of the Mooring Master, a proper deck and cargo watch is
not being maintained.
• When, in the opinion of the Mooring Master, the Lifting Vessel is considered to be
in an unsatisfactory ballast/loading condition (See Sections 5.2.).
• When there is a significant deviation in Ship to Shore figures. (in excess of 3000
bbl)
The Mooring Master will post on board a list of the relevant methods of communication
and the emergency signals to be used in the event of a communications failure. (See
Berthing & Terminal Supplement.)
In the interests of safety, the Lifting Vessel shall be unmoored, as soon as practicably
possible, after completion of transfer operations. To facilitate the above policy, a Lifting
Vessel may be asked to operate under early departure procedures - EDP (Ref: 5.17)
The Master shall be required to authorize his agent to sign any bills of lading on his
behalf, and may tender any letter of protest to the Terminal by telex, e-mail or facsimile
directly, or via his agent. Any notes of protest must be signed by the Master and dated
and endorsed with the Lifting Vessel’s stamp. The Mooring Master or Terminal
representative has the authority to receive all letters of protest, without prejudice.
The Lifting Vessel shall then be unmoored from the CALM Buoy.
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The cargo loaded figure is computed initially by the Terminal, using the ‘oil sales
metered volume’ method or tank ullage, whichever is the approved method of
computation, with provisional crude compositional data figure.
The loaded ‘Gross Standard Volume’ figure, will then be recorded on the ‘Approximate
Quantity Report’, and passed to the Lifting Vessel.
The API, and figures for BS & W shall be determined by the Terminal through laboratory
analysis. The gross and net oil figures for cargoes loaded shall be calculated and
passed to the Master as soon as possible after sailing by VHF or Satcom.
The cargo surveyor will complete his calculations on board the Lifting Vessel, and then
disembark with the Mooring Master and other personnel on board not sailing with the
Lifting Vessel.
The Lifting Vessel is then released from any further obligations to the Terminal and may
commence her voyage.
The final gross and net oil figures for cargo loaded will then be introduced to the bill of
lading in the designated section. These figures shall then be faxed OR E-MAILED to the
Master for confirmation, who, if in agreement, shall then authorize his agent to sign on
his behalf.
All services performed by, and provided for by BHPB in connection with the loading from
the CALM Buoy (whether on board the Lifting Vessel or elsewhere) are provided and
performed strictly subject to this Handbook including the Terminal Conditions. Before
any services are provided or performed by BHPB, the Master will be required to confirm
his agreement to accept, observe, perform and comply with this Handbook including the
Terminal Conditions. In signing a copy of these Terminal Conditions - the Master will
also be held to have signed for and on behalf of the Owners(s).
BHPB will levy a US$25,000 Terminal charge to the Lifting Vessel to cover for any or all
services provided. The Terminal charge shall be paid by the Lifting Vessel, through their
local agent.
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6. EMERGENCY PROCEDURES
The Terminal and BHPB T & T PU has in force, an emergency response plan. Through
this response plan shore-based emergency support, during an offshore emergency
situation can be activated and controlled. As stated in the Terminal Conditions, the
Master is fully responsible for the Lifting Vessel at all times. In an emergency situation
at the Terminal, the Terminal Operations Team Leader will inform the Lifting Vessel, and
give advice to the Master of any action to be taken.
Similarly, if an emergency situation arises on the Lifting Vessel, the Mooring Master will
immediately inform the Terminal of the situation and any action being taken. BHPB has a
contract with Kaizen which is the dedicated Oil Spill Response Operator (OSRO) for spill
response plan and contingencies.
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In no circumstances shall the Lifting Vessel close any valves against the Terminal
without first warning the Terminal CCR.
For any emergency situation, and any of the above-mentioned emergencies, the
emergency shut down procedure shall be implemented using the following signals. (See
Handbook Supplement Section 8)
• Radio: The spoken message “Terminal Emergency Stop”
• Telephone: The spoken message “Terminal Emergency Stop”
• Sound: Short rapid blasts on ships whistle
• Light: Short rapid flashes by ships daylight signal lamp
N.B. The above sound and light signals need only be used, if radio and telephone
communications fail to produce a stop and should be directed at supporting vessels
The Terminal and Offtake Operations are both included in the BHPB ISPS Plan. All
persons entering the Terminal or transiting to the Tanker or CALM Buoy receive BHPB
ISPS Induction and an ISPS Security Clearance Card.
Without prejudice to the Terminal Conditions, liability for any pollution caused by oil,
which has passed the Lifting Vessel’s permanent hose connection, will be for the
account of, and recoverable from, the Owners.
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It is a requirement that all particulars given in the answers to: a) the questionnaire; and
b) the forecastle mooring diagram, are accurate, and that the Lifting Coordinator and the
Terminal Operations Team Leader must be notified forthwith in writing, by letter,
facsimile, e-mail or telex of any change with respect to such particulars.
The bow windlass or winch, which will be used for mooring, shall be capable of picking
up the mooring hawser and chafe chain, which will normally have a combined weight of
not more than 3.2 tonnes. When assessing the capabilities of the windlass, or winch,
allowance should be made for the loss of efficiency due to friction caused by the
possible change of directional lead of the ‘pick-up’ line on the Lifting Vessels forecastle
between the Bow Panama fairlead and the windlass or winch. The drum must have a
good hauling lead preferably with no single directional change greater than 900 from the
Panama fairlead to the chain stoppers, in order to retrieve smoothly the chafe chain and
mooring hawsers.
On the Lifting Vessel’s arrival at the CALM Buoy, the windlass, or winch, must have two
drums empty, each capable of accepting:
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For Lifting Vessels of 70,000 DWT or greater, the bow chain stoppers must have a safe
working load of 200 metric tones and be able to accept a 76 mm chain.
For Lifting Vessels of 69,999 DWT or less, the bow chain stoppers must have a at least
a safe working load of 100 metric tones and be able to accept at least 54 mm chain
Given the particular requirements of the CALM Buoy, the Lifting Vessels should ensure
that their mooring arrangements and equipment are checked for suitability, and can
comply in all respects with the CALM Buoy requirements before finalization of charter
arrangements and before arrival at the CALM Buoy. Failure to comply in all respects
with these requirements could result in serious delays or refused berthing at the CALM
Buoy. All and any costs so incurred will be strictly for the account of the Owners.
A Lifting Vessel visiting the CALM Buoy shall comply with the latest SOLAS (4th edition)
and MARPOL conventions and protocols. A Lifting Vessel found to be sub-standard or
deficient in any safety requirements, after initial vetting by the Terminal, will be refused
entry to the CALM Buoy.
A Lifting Vessel visiting the CALM Buoy shall have the IGS (“Inert Gas System”) fully
operational throughout the Lifting Vessel’s stay at the CALM Buoy. The
Terminal/Customer assigned cargo inspector will check the condition of the tanks on
arrival at the CALM Buoy prior to commencing transfer, and again on completion of
transfer as per the contractual agreement.
Failure of the Lifting Vessel’s IGS, or any deviation in gas-level readings above the
SOLAS maximum permissible safe limits during the Lifting Vessel’s stay at the CALM
Buoy, may result in cessation of operations, in which case the Lifting Vessels may be
unmoored and directed to a safe anchorage position outside the CALM Buoy limits.
The operators and Owners, or any Charterer concerned therewith, shall ensure that
each Lifting Vessel participates in the International Tanker Owners Pollution Federation
Ltd., is entered into an International Protection and Indemnity (P & I) Club and has a
minimum of US$1 billion pollution liability insurance, in compliance with the Civil Liability
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Convention. A Lifting Vessel visiting the CALM Buoy must be covered by a current ITF
Certificate or the equivalent.
Lifting Vessels visiting the CALM Buoy will be required to provide suitable meals &
accommodation for all, or any of the following personnel during the Lifting Vessel’s stay
at the CALM Buoy:
Any Lifting Vessels visiting the Terminal shall, upon arrival, present herself for safety
checks, by the Mooring Master. The safety check prior to any mooring or loading
operations will consist of the following items:
• PRE-BERTHING CHECKS
The checks on completion of mooring and prior to loading operations will consist of:
• CONDUCT OF OPERATIONS
• SHIP / SHORE SAFETY CHECK LIST
• COMMUNICATIONS AGREEMENT
• EMERGENCY ACTIONS AGREEMENT
A Lifting Vessel arriving at the CALM Buoy, which does not comply with the
requirements of this Handbook including the Terminal Conditions, or fails to meet the
relevant safety Drug & Alcohol Policy standards of the Terminal in the opinion of the
Terminal Operations Team Leader or his representative, may be refused access to the
CALM Buoy and its services.
This Handbook including the Terminal Conditions provides that the Terminal Operations
Team Leader, may refuse to allow a Lifting Vessel to berth, or may order a Lifting Vessel
away from the berth, or otherwise suspend or terminate provision or performance of
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services to the Lifting Vessel, if at any time, the Lifting Vessel fails to meet the relevant
safety standards. (REFERENCE TO CHECK LIST INCLUDED IN THE TERMINAL &
BERTHING SUPPLEMENT).
All Lifting Vessels visiting the CALM Buoy will be required to have in force, and to
comply with, a drug and alcohol policy that conforms to OCIMF guidelines. Any Lifting
Vessel visiting the CALM Buoy, which does not comply with this requirement, will be
rejected for any future lifting’s from any terminal operated by BHPB.
8.2 TOOLS
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9. APPENDICES
The Documents in the Appendices of this Handbook are for illustrative purposes only
and may not necessarily represent the most up to date revisions.
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Rail configuration
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Mooring/Un-Mooring Operation
KEY
Advisory Roll
Direct Order
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Hooking Up Hose
Ships Crew
KEY
Advisory Roll
Eastern Divers (PIC – Operation)
Direct Order Mooring Master
CCR/Deck
PIC = Person in Charge
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Cargo Operations
Eastern Divers
Support Vessel # 1 Support Vessel # 2
Riding Crew
IN THE FIELD OFF THE STERN FOCSLE/MANIFOLD
KEY
Advisory Roll
Direct Order
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