PROCEDURE FOR MOORING, CONNECTION/DISCONNECTION OF … … · PROCEDURE FOR MOORING,...

01 19/09/19 JLM JLM DAS

Rev. Description Date Prepared

by

Revised by Authorized

by

ENVIRONMENT, QUALITY, HEALTH AND SAFETY INTEGRATED MANAGEMENT SYSTEM (SGI)

PROCEDURE FOR MOORING,

CONNECTION/DISCONNECTION OF HOSE AND

UNMOORING

PARTIAL OR TOTAL REPRODUCTION OF THIS DOCUMENT, WILL ONLY BE FOR INFORMATION PURPOSES, IF IT DOES NOT HAVE THE SEAL OF “CONTROLLED COPY” OR “ORIGINAL DOCUMENT”.

OP MO 21

Port Rules Edition 2020 - Annex 37 02/01/2020


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1. Object

This document details the general outlines to perform the following maneuvers with the Tanker:

safe and efficient mooring, connection / disconnection of the hose from the Terminal to the Vessel

and unmooring

The procedure is based on reliable and updated information, and its enforcement is aimed at

avoiding accidents and thus, preventing damage to people, the environment and/or property of

third parties and/or equipment of the Company or its contractors. Moreover, these instructions

represent a guide to the best operational use of the maritime facilities of the Company when

performing maneuvers related to mooring and hose connection to the Vessels.

2. Scope

This procedure is of compulsory application to all mooring, connection/disconnection of hoses and

unmooring performed in the Terminals of Caleta Córdova and Caleta Olivia. However, it should

be mentioned that the M&L Master is entitled to introduce changes in the procedure and/or solve

unexpected situations, whenever needs arise during maneuvers.

3. Responsibilities

3.1 General Manager: To approve the procedure, provide the resources for its enforcement

and maintenance.

3.2 Maritime Superintendent: To make this procedure known to the Contracting Companies

of the area (Mooring and Maintenance Service & M&L Master Service) and to instruct them about

it. To file the reports and records generated to perform the tasks outlined in this document.

3.3 Contractors. (Mooring and Maintenance Service & M&L Master Service): To carry out

the operations according to the rules established in this procedure. To generate the corresponding

reports and records and inform about any inconvenience for their fulfillment or suggestions to

improve them.

4. Environmental safety and care during maneuvers

Maneuvers performed by Tankers, Mooring Boats and Support Tugs at a maritime Terminal

present a high risk. The facilities, as well as the equipment, and this or any other procedure will

not be enough to perform a safe operation if the personnel involved do not understand the

importance of their actions when performing their activities.



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For this reason, this procedure contemplates the following actions that will be carried out in all the

operations, in order to reinforce and/or encourage a proactive attitude of all the personnel involved

in safety.

• Safety meeting – M&L Master

The M&L Master shall hold an induction to safety meeting with the personnel from the

Mooring Service that embarks the Tanker by means of the Boat. This meeting shall cover a

general outline concerning the risks and precautions of the mooring maneuver, as well as the

safety function of each of the sailors in their permanent surveillance posts in the bow and

manifold area during the operation of the Tanker in the Buoy. The meeting shall be duly

registered.

• Safety meeting – Master of Service Vessel or Support Tug

The Master of Service Vessel shall hold an induction safety meeting with the personnel his is

in charge of involved in the maneuvers and operating in his vessel’s deck during mooring and

towing maneuver. The meeting shall be duly registered.

In addition, the following verifications on the equipment related to safety shall be carried out in

all operations:

• List of verifications of the equipment and the buoy at the Terminal

The M&L Master shall perform the visual safety verification of the Terminal equipment

included in the list specially made for this purpose. Besides, when operations are finished, a

similar verification shall be carried out. The verifications shall be duly documented.

• List of verification for Security and Prevention of Contamination, in compliance with Maritime

Ordinance 1/93 and the List of Verifications Vessel-Land included in the ISGOTT.

The M&L Master, together with the Vessel’s Commanding Officer, shall carry out the safety

verifications established in MO 1/93 in the Tanker – Terminal system. The verifications shall

be duly documented.

• List of verifications of the lifting equipment of the Tanker.

The personnel of the Mooring Service shall perform the visual safety verification of the lifting

system of the Tanker (boom or crane) used to connect the hose of the Terminal. This

verification shall be informed to the M&L Master for his acknowledgement, evaluation and

decision to continue with the connection maneuver. The verification will be duly documented.

▪ Telemetry system of the Monobuoy.

The telemetry system continuously provides the value of tension in the hawser (mooring

strength), the residual resistance of the hawser, the Monobuoy excursion and the wind intensity

and direction, main variables for the M&L Master to consider during operations. In addition,



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the system includes a display that represents the configuration of the Monobuoy – Tanker –

Tug Boat system that has angle alarms for the hawser, tug line and distance from the Tanker

to the monobuoy. These alarms are used to control the safe condition of such configuration

during the operation. In case this equipment is not available, each tug boat has the Coastal

Explorer software that provides similar information to control those aspects related to the

system configuration.

The information is recorded in case an analysis is required once operations have finished. The

lack of such information does not impede the fulfillment of operations, which may be carried

out without these references or help.

In order to control any possibility of environmental impact during the execution of the maneuvers,

these shall be carried out in agreement with the provisions made in POPM 01, Procedure for

Mooring of the Environmental Management System of the Company.

5. Development

5.1 Generalities

5.1 Coordination and Supervision of maneuvers – M&L Master

Maneuvers shall be coordinated and supervised by the M&L Master, for which he shall make radio

contact in advance with the Vessel and shall agree with the Vessel’s Officer the exchange of the

corresponding information detailed in the Port Regulations and presented in this document.

5.2 Forecast

The Terminal has a contracted service of local forecast, broadcasted twice a day at approximately

00:00 hs and 15:30 hs from November to April and 08:00 hs and 15:30 hs from May to October.

This forecast presents the evolution and intensity of the wind and the atmospheric pressure for the

day every two hours. It presents for the two following days the same parameters every three hours.

5.3 Geography and meteorology

5.3.1 Caleta Córdova

Punta Novales and it long hard clay core shore, which extends in an ENE (East Northeast)

direction, offer a relative protection to the SPM from the wave generated by winds of the sector

N, NNE and NE (North, North Northeast and North East). For winds with a W (West) component,

at the cliff coastline that extends from North to South in front of the SPM, the wave generated is

not relevant due to its proximity to the coast.

From the lighthouse of San Jorge, the coastline opens in a South West direction; the winds with S

component (SSW, S, SSE and SE), even if the intensity of the wind is regular to light, generate a

significant wave in approximately six hours.



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The winds from the quadrant E (ENE, E, ESE) are oceanic winds associated to permanent low and

high pressure centers which generate a significant swell wave that sometimes associated to local

winds may increase or decrease. Based on the characteristics of such wave, the mooring of the

Tanker may be performed, as opposed to the connection of the hose, due to the movement it

produces and the consequent dynamic charges.

5.3.2 Caleta Olivia

To the North of the position of the SPM, the coastline opens in a NW direction. To the South, it

opens in a SE direction and, after the Tres Hermanas Hill, in an E direction, until Cabo Blanco,

closing the San Jorge Gulf.

The winds from sector NW- NNW- N- NNE and NE of regular to light intensity, generate a

significant wave in less than six hours.

For the winds from sectors WNW-W-WSW and SW, from which the SPM is protected by its

proximity to the coast and its cliff steps, the wave generated is not relevant. Similar behavior is

produced for the winds from sectors SSW, S, SSE and SE.

As well as in Caleta Córdova, the winds from sector E, generate a significant swell that may

increase or diminish with a local wind change, enabling the mooring, but circumstantially

preventing the connection of the hose to the Vessel.

5.4 Evaluation

Using all the available resources and his professional experience, the M&L Master will evaluate

the situation and decide if conditions are given to start a safe mooring.

During periods when activities are interrupted due to bad weather conditions, and a Vessel is

waiting for them to improve, the M&L Master shall permanently evaluate the mooring condition

and shall keep direct contact (by radio or telephone) with the Vessel’s Commanding Officer to

have the best coordination for commencement.

If the mooring operation were to be interrupted (because the M & L Master so considers, or by

demand of the Ship Master or the Pilot or the Mooring Launch coxswain) due to bad weather or

poor safety conditions, the M&L Master is the only person authorized by TERMAP S.A. to provide

any information about the interruption and the later possibility to perform the maneuvers,

informing of such circumstance by e-mail to the administrative site of TERMAP and by radio to

the Supervisor on duty of the respective Tank Farm.

5.5 Tanker´s Trimming condition



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The maximum trimming accepted by the Terminal in segregated ballast condition (25% of the

DWT) is of 3 meters. The Vessel must always guarantee a safe evolution, keeping its ruder and

propeller 1/3 above the surface of the water as maximum.

5.6 Embarking condition

The Vessel must present a “combined Pilot ladder”, in compliance with the international

regulation and to the M&L Master’s satisfaction, on the lee side of the Vessel.

The M&L Master shall embark at least a mile away from the SPM, in order to facilitate the lee of

the Vessel and, once on board, to enable the best orientation for its final approach to the Buoy.

5.7 Main engine condition

The Vessel will keep at all times a configuration of readiness of the main engine and generators

that guarantees a fast response to an emergency in the shortest time.

5.8 Operational limitations and minimum requirements of the mooring systems and hose

connection to the Vessels.

5.8.1 Operational limitations established by Argentine Naval Prefecture (Prefectura Naval

Argentina)

"Particular safety standards for navigation to be applied to SPM monobuoys, annex Alfa of SNAV

Disposition, NA 9 Number 34/99”

1.1. Minimum visibility for mooring and unmooring:

Minimum visibility to start mooring: 5 nautical miles

Minimum visibility for unmooring: 3nautical miles.

1.2. Hydrometeorological conditions for mooring:

Maximum admissible wind speed: 15 m/s of the West sector

Maximum height of wave: 1.8 m

For winds coming from other sectors or quadrants, the speed allowed will be lower to the indicated

one, so that the associated wave does not reach the maximum height values indicated.

1.3. Hydrometeorological conditions for operations:



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Maximum admisible wind speed: 25 m/s of the West sector

1.4. Hours for mooring maneuvers:

Vessels smaller than 70,000 DWT: They can perform mooring during night time when the wind

speed does not exceed 5 m/s and/or the height of the wave

does not exceed 0.5 meters.

Vessels larger than 70,000 DWT: They can only perform mooring during day time.

1.5. Maximum draft allowed: 18 meters (59' 02")

5.8.2 Design and built limitations

SPM CALETA CORDOVA SPM CALETA OLIVIA

Maximum deadweight allowed 160,000 DWT 160,000 DWT

Minimum deadweight allowed 39,000 DWT 39,000 DWT

Expected environmental conditions

- Depth 37.14 m. (121.8’) 42.34 m. (138.9’)

- Tide range 5.98 m. (19.6’) 5.98 m. (19.6”)

- Wind speed 25.72 m/s (50 knots) 25.72 m/s (50 knots)

- Speed of current 0.55 m/s (1.07 knots) 0.55 m/s (1.07 knots)

- Maximum wave height 6.30 m. (20.6’) 5.00m. (16.4’)

5.8.3 Mooring Systems and Hose Setting Limitations

Both SPMs

MAXIMUM DEADWEIGHT ALLOWED 18.0 m. (59’)

MAXIMUM BOW- MANIFOLD DISTANCE 148.5 m. (487.2’)

MINIMUM BOW-MANIFOLD DISTANCE 92.0 m. (301.8’)

MANIFOLD ARRANGEMENT OCIMF

76 mm CHAIN STOPPER ACCORDING TO OCIMF 1 x SWL 200 Tons

CONNECTION OF FLOATING HOSE TO VESSEL

- SPM Caleta Olivia Port side or Starboard side*

- SPM Caleta Córdova Starboard side



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* Note: Depending on the buoy in service, refer to M&L Master upon arrival.

Tankers must have mooring and manifold systems and arrangements according to the requirements

of OCIMF (Oil Companies International Maritime Forum), in compliance with publications:

- “Recommendations for equipment employed in the bow mooring of conventional tankers at

single point moorings”, fourth edition 2007, and “Mooring equipment guidelines” (MEG4), third

edition 2018.

- “Recommendations for Oil and Chemical Tanker Manifolds and Associated Equipment”, First

Edition 2017.

The following characteristics may be pointed out in the before mentioned publications.

Deck equipment:

▪ Chain stopper – forward fairlead distance: 2.7 m to 3.7 m.

▪ Chain stopper characteristic: SWL 200 tons, to secure a 76 mm chain. Throat section: 322

- 330 mm. x 356 - 360 mm.

▪ Since only one line of chain is used for mooring, it is advisable to use chain stopper and

central fairlead.

The use of Smit Bracket is not allowed.

▪ For the exceptional mooring of Vessels with 54 mm chain stopper, advance notice shall be

required , as well as agreement to pay for the mooring chain change service according to

TERMAP S.A. scale of charges for services provided to Vessels

Manifold equipment:

▪ Horizontal distance between manifold flange – side of Vessel: 4.6 m.

▪ Maximum height of flange center on main deck: 2.1 m.

▪ Minimum distance between flanges centers of manifold: 2.0 m.

▪ Distance between connection flange center to drip trays: 0.9m. (#)

(#) Due to the use of a 16" double carcass connection hose (1.4 m outside diameter), Vessels failing

to comply with this last requirement shall not be connected.

5.8.4 Operation safety limitations

The mooring service provided by the Terminal includes a Support Tug Vessel and a Boat, or two

mooring Boats.

If a Tug Vessel is available, mooring operations are carried out with its support, in order to ensure

that the mooring system is in tension and the Tanker´s bow remains away from the buoy throughout

the operation. In case that occasionally there are not Tug Vessels available at the Terminal, only



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in case of necessity the position of the Monobuoy-Tanker will be kept with a Tanker´s engine,

which shall be ready to work in the shortest time possible, as agreed with the M&L Master.

The Monobuoys have a control system for the operational variables, which is radio-linked to the

Tank Farm and the Support Tug. This telemetry system has automatic levels of alarm in which

values were set for the M&L Master´s reference.

The main aspects to be considered by the M&L Masters in order to decide the end of loading and

Tanker´s departure from the buoy are the following:

• Wind speed

Disposition 34/99 DPSN of the PNA (Argentine Naval Prefecture) that establishes that the Tanker

must not remain at berth with winds exceeding 25 m/s (average speed of the wind in a period of

one minute, measured at 10 meters above sea level).

• Strength in the mooring system

The alarm level of mooring strength “HiHi” of the telemetry system of the monobuoy is calibrated

at 70 tons.

The Tanker shall not remain at berth if:

o The strength has exceeded 70 tons several times and it is not possible to expect that it may

decrease in the short term. For this purpose, an evaluation shall be carried out in a period

of 10 minutes or less.

o The strength has exceeded 81 tons and the trend line of “Prediction” of the telemetry system

indicates that the strength will continue to “increase”.

• Equipment behavior

The Tanker must not remain at berth if the M&L Master notices strong impacts of the floating

hoses against the vessel’s hull, and/or significant vibrations to its manifold are transmitted, and/or

observes excessive curvature of the buoy outlet hose or another hose of the floating system.

• Adverse conditions for operations to continue

The Tanker must not remain at berth if the M&L Master notices that the current

hydrometeorological conditions, or those conditions that might develop according to the forecast

available, represent risks for people and/or the environment, and/or equipment, and/or vessels

during disconnection, departure or their maneuvers.

These considerations are not exclusive, and it is to the M&L Master´s judgment to consider any

other reason that, based on his own criterion and professional experience, may determine the need

to end the operations for safety reasons.



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When the telemetry system is not in operation, unmooring shall be carried out before the wind

limit established by the PNA is exceeded.

All Vessels are required to have an inert gas system to treat their tank atmosphere. Besides, the

M&L Masters shall only authorize mooring to those Vessels with their tanks inerted at less of 8%

of Oxygen by volume.

5.9 Procedure for Mooring

5.9.1 Mooring elements and outline necessary in the Vessel

▪ One (1) messenger line manufactured in floating material with a diameter of 1 inch minimum

and a length of no less than 100 m.

▪ One (1) 15 tons lifting power winch with an empty storage drum to stow the pick up rope used

to lift the mooring chain, of no less than 100 meters length and 80 mm diameter (10”

circumference) and the messenger line of the Vessel.

▪ The Fairlead, the bow stopper, roller pedestals and the winch drum shall be correctly aligned to

avoid unsafe conditions and damage to the pick up rope.

▪ Two towing lines at the stern, manufactured in floating material, 80 to 100 meters of length,

each of them of no less than 70 tons of break load, to be passed to the tug.

5.9.2 Main steps for mooring

▪ The Tanker shall be aligned with the wind and sea component.

▪ During approaching, the Tanker shall leave the Monobuoy by Port or Starboard side, based on

the side where the hose will be connected.

▪ When sailing within the 1000 meters from the monobuoy, the Minimum Speed of the

Government (VMG) shall be respected. Usually, this VMG is approximately 1 knot within the area

of 1000 meters distance from the monobuoy and no more than 0.5 knots within the area of 500

meters.

▪ The Support Tug will separate the hose line and the Mooring Boat will take the end of the pick

up rope, keeping it clear and extended towards the Tanker. This maneuver requires the special

attention of the tug master to maintain at all times the right configuration, thus preventing from

excessive curvature or strength efforts that may jeopardize the integrity of the hoses and the

breakaway coupling.

▪ At 150 meters from the Monobuoy, the Mooring Boat will take the Tanker’s messenger line

and connect it to the pick up rope of the Monobuoy. During this period of transition, the Tanker

shall keep a minimum speed.

▪ The Tanker will start to heave the pick up rope of the Monobuoy.



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▪ The mooring Boat will take the end of the hose line provided by the Support Tug, keeping at

all times the right configuration, thus preventing an excessive curvature or strength effort that may

bend one of the hoses or activate the breakaway coupling.

▪ The Tanker will continue approaching at minimum speed and slowly taking the pick up rope

without using tension, until the chafe chain reaches the position to be locked in the chain stopper.

▪ The Tanker must not have forward acceleration when it is within 40 to 50 meters from the

Monobuoy.

▪ The Support Tug will take two towing floating lines from the Tanker’s stern, pass them through

a central fairlead and connect them to its own towing line.

▪ The Support Tug will keep towing throughout the operation at a right distance and tension,

according to the current meteorological conditions and the evolving capacity of the Tug. Usually,

the tension required to keep a stable condition of the Monobuoy – Tanker – Tug unit is that tension

in which the telemetry system registers tensions in the hawser between 6 and 20 tons.

▪ The transference of effort from the Tug to the Tanker shall be gradual and controlled, in order

to avoid overstrain in the mooring system of the buoy. This way, and whenever possible, the

Tanker will avoid speeds over 0.3 knots and tensions to the mooring system exceeding 40 tons.

Note: During or prior to adverse meteorological conditions, the M&L Master may request that tugs

are passed before completing mooring, or to start hose connection before passing the tugs.

In case that occasionally there are not Tugs available at the Terminal, the hose line will be towed

by another Mooting Boat, and only in case of necessity the position Monobuoy-Tanker will be

kept with an engine of the Tanker. For this purpose, the Tanker’s engine shall be ready to work in

the shortest time possible as agreed with the M&L Master.

In case of availability, during mooring maneuvers of Vessels larger than 80,000 DWT, a pick up

rope with special characteristics provided by TERMAP S.A. (66 mm diameter – MWL: 250 Tons)

will be used.

5.9.3 Mooring operations without Tug

In case that occasionally there is not a Tug available at the Terminal, the hoses line shall be towed

by another Mooring Boat and only in case of necessity, the position Monobuoy – Tanker will be

kept with an engine of the Tanker. For this purpose, the Tanker’s engine shall be ready to work in

the shortest time possible, as agreed with the M&L Master.

5.10 Procedure for Hose Connection

Once mooring operation is finished, the Boat will proceed to tow the end of the floating hose to

the central area of the Tanker, where the connection manifold and the hoisting equipment (boom

or crane) are located.



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The hook of the boom or crane will be lowered to the position in which the Boat personnel are

able to secure the hose hoisting sling to it. Then, the hoisting signal will be given, taking the

precaution that the mooring Boat and the Tanker’s deck personnel have moved away from the

vertical line (in case of strong swell or excessive hook size, the Boat is equipped with an auxiliary

hook and sling to facilitate securing using this set with the hook of the boom/crane and the hose

hoisting sling).

The hose will be hoisted to a position in which the hose snubbing chain can be secured with a

quick release pelican hook to a bit or eyebolt in the deck by means of classified slings and shackles.

This maneuver may be carried out in two steps whenever the height of the boom or crane is not

enough to hoist the required distance.

Once the hose chain is secured, the hose will be lowered slowly until the chain can support the

hose weight and, at the same time, it starts to bend and tilt towards the inner side of the Vessel.

When the hose is on the manifold’s drip tray, the mooring personnel will remove the hose blind

flange to verify that the “O ring” is in good conditions and, using “tirfors” and the assistance of

the boom or the crane, connect the cam-lock bridle of the tanker rail hose to the tanker’s manifold

flange.

This connection maneuver will be finished once the right radius bend of the hose is confirmed and

the mooring personnel install the auxiliary belts and ropes that will strongly secure the hose against

the Vessel´s rail.

Special considerations for first hose maneuver (tanker rail hose):

• The length of the snubbing chain shall be controlled in order to keep it “short”, so as to

achieve a clear bend of the hose over the rail and that it does not support the weight of the

subsequent hoses (tail hoses). The snubbing chain shall support such hoses.

• Support material will be added between the hose and the superior end of the Tanker’s rail.

• Auxiliary belts will be installed to keep the hose tight against the Vessel’s rail, checking that

the strength applied does not affect its structure and a proper bend radius can be kept. For this

purpose, it is necessary to control if the amount of support material used (normally mooring

ropes floating elements in disuse).

5.11 Procedure for hose disconnection

Once loading is finished, and the valves of the manifold and end of hose are closed, the M&L

Master shall indicate the right moment to start hose disconnection. For this purpose, the head shall

be disconnected and the manifold connecting flange shall be carefully moved away using the boom

or crane and the tirfors, if necessary, to a position in which the blind flange can be installed.



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Belts and fastening ropes are removed from the Vessel’s rail and the hose is hoisted to a position

in which the boom or crane can hold the hose weight and the crow foot chain can be released.

Later, under normal and good weather conditions, the hose will be slowly lowered until it floats

freely in the sea, where the mooring Boat will release the hoisting sling of the hook.

In conditions of good weather, this maneuver may also be carried out without the assistance of the

mooring Boat, using the auxiliary sling and hook, or a maneuver in which the hose is lowered to

the sea in a controlled way, with a retaining rope passed through the hose master link. By handling

the rope over a bit of the Vessel, the hose is lowered to the sea and is retained from the deck,

waiting for the Boat, or in case the Boat can not approach due to bad weather conditions, it is

retained until the time of departure in which the retaining rope is released and can run through the

hose master link.

5.12 Procedure for Unmooring

The unmooring maneuver shall be prepared once the hose has been disconnected, and it has been

decided how to release it (depending on the presence or not of the mooring Boat on the area, see

item 5.8 and 5.10), and based on the characteristics of the Tanker’s equipment used when mooring

to collect and stow the pick up rope of the monobuoy.

In those Vessels in which it is difficult and/or slow to deploy the pick up rope because there are

no drums on their winches, or any other difficulty, the pick up rope shall be prepared on the deck,

so that it can be quickly deployed once the chain stopper has been released.

In those Vessels in which the pick up rope has been correctly stowed, once the chain stopper is

released, the rope shall be gradually deployed with the weight of the chain and the buoy, and later

with its own weight as the Vessel moves backwards.

In general terms, the Tanker chains topper is open and the chain is released, once tension has been

discharged in the hawser, which may be occasionally produced in a natural way due to the relative

movement between the Vesssel and the buoy, or caused by using the main engine ahead for a few

seconds, as agreed by the M&L Master and the Vessel’s Master.

The function of the Service Vessel/ Tug during the Tanker’s unmooring will be subordinated to

the hydrometeorological characteristics and the relative Vessel-Coast position. In such cases, the

M&L Master shall discuss with the Tanker’s and the Tug’s Commanding Officers about the

possibility to tow the Vessel in astern, after the chain stopper is released.

5.13 Procedures for Disconnection and unmooring in case of emergency or bad

hydrometeorological conditions.



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In case of departure due to emergency or bad meteorological conditions, the procedure for

unmooring shall be the one indicated in section 5.12, and special attention shall be paid to the

moment of releasing the hose, in order to prevent any risk for the Vessel during departure.

In case the mooring Boat is ready to assist in the maneuver, the hose shall be lowered using the

auxiliary sling and hook, which will facilitate the quick release of the hose sling bend, without the

intervention of the personnel of the Boat. Later, the Boat will take the hose by its towing line in

order to put it aside during the Vessel’s departure. Once the hose is put aside, the Vessel can set

sail.

When a Boat is not available for assistance, the hose will be lowered and it will be kept on the side

of the Vessel using a retaining rope passed through the master link of the hoisting system of the

hose. Once the Tanker has released the chain stopper, and as it moves astern, the hose will be

released by lowering the retaining rope in a controlled way, making sure that it does not interfere

in the Vessel’s development.

The main aspects M&L Masters shall consider to decide to end the load and unmoor a Tanker from

the buoy are the following:

• Wind speed

Disposition 34/99 DPSN of the PNA (Argentine Naval Prefecture) that established that a Tanker

must not remain at berth when winds exceed 25 m/s (average wind speed in a period of one minute,

measured at 10 meters above sea level).

• Efforts in the mooring system

The alarm level of mooring effort “HiHi” of the telemetry system of the monobuoy shall be

calibrated in 70 tons.

The Tanker must not remain at berth if:

• The effort has exceeded 70 tons several times and it is not possible to expect that it may be

lower in the short term. For this purpose, an evaluation will be carried out in a period of no

more than 10 minutes.

• The effort has exceeded 81 tons and the tendency line of “Prediction” of the telemetry systme

shows that the effort will continue to “increase”.

• Equipment behavior

The Tanker must not remain at berth if the M&L Master notices strong impacts of the floating

hoses against the vessel’s hull, and/or significant vibrations to its manifold are transmitted, and/or

observes excessive curvature of the buoy outlet hose or another hose of the floating system.

• Adverse conditions for operations to continue



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The Tanker must not remain at berth if the M&L Master notices that the current

hydrometeorological conditions, or those conditions that might develop according to the forecast

available, represent risks for people and/or the environment, and/or equipment, and/or vessels

during disconnection, departure or their maneuvers.

These considerations are not exclusive, and it is to the M&L Master´s judgment to consider any

other reason that, based on his own criterion and professional experience, may determine the need

to end the operations for safety reasons.

5.14 Figures

Figures of Mooring Maneuver and Hose connection Maneuver are included in this document.

5.15 Records of activities and associated documents

▪ The following records document the mooring and connection activities of every operation. The

Marine Superintendent files them at the administrative head offices of TERMAP S.A.

▪ 5 minutes safety meeting Form.

▪ List of verification of Terminal equipment and buoy.

▪ List of verification for safety and contamination prevention in hydrocarbon and/or by-products

loading and unloading operations (MO 1/93).

▪ List of verification of Tanker’s hoisting equipment.

▪ Time log (hourly statement of facts)

In addition, the following documents are associated with this Document:

▪ Port Regulation

▪ POPM 01, Martitime Particular Operation Procedure 01, “Mooring”, of the Environmental

Management System of the Company.



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Hose connection maneuver



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Mooring maneuver

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