SPM OPERATION OVERVIEW

October 2012
OBJECTIVE

• This is to improve knowledge of SPM

operation and characteristic,
covering step sequentially ship
mooring, hose connection and
discharging condensate from SPM to
condensate feed tank, can be carried
out safely.
SPM ( SINGLE POINT MOORING )

• SPM Tuban Marine location is :

Lat. 06º 42' 50" S , Long 111º 57' 43" E

• About +/- 5,7 km from shore line

• SPM Tuban Marine Terminal type is CALM

Buoy. (Catenary Anchor Leg Mooring System)

• A Typical CALM system consist of the mooring

buoy, chain and anchor system, mooring
assemblies and floating and submarine hose
strings.
DEFINATION OF SPM
• A structure having mooring system /
integrated, and transfers liquid where
can mooring tanker on bow and
allows Loading hose can rotate follow
position of tanker movement
influenced by wind during the
implementation of unloading or
loading
SPM TUBAN MARINE TERMINAL
Turret Buoy vs Turntable Buoy

Turret Buoy Turntable Buoy

• Round or Square Shape • Round Shape Only
• Deckhhouse & Boatlanding • No Deckhhouse
• Safe Access & Operation • Obstructed Deck
• Easy Maintenance • Low Impact Capacity
SPM STRUCTURAL SYSTEM
• The floating hose strings connect the overboard
pipework of the rotating deck or turnable with
the tanker manifolds.

• The Tanker are moored to the SPM buoy by

mooring hawser to the rotating deck or turnable.

• A rotating deck or turnable is mounted on top of

the buoy body and is designed to carries the
fluid piping which connect to the fluid swivel in
the center of the buoy.
DESIGN SPECIFICATION OF SPM
• SPM Calm Buoy is designed for mooring tankers
in the range of summer DWT 50.000 tons up to
185.000 tons.
• Maximum allowable tanker loaded draft is 21.5 m.
• Minimum water depth at SPM location and within
manoeuvring area is 25.5 m relative to chart
datum.
• Maximum discharging rate is approximately
10.500 m3 / hour ( Normal : 5000 m3 )
• Maximum discharge pressure range is 7 kg/cm3
up to 10.5 kg/cm3 (Normal Pressure : 3.5 kg/cm3)
SPM CHARACTERISTIC

The SPM buoy is fitted with a light Fl. (3) Y sec. and a
foghorn Mo.(U) sec. and dimension of the SPM buoy
are as follows:
• Type : Catenary Anchor Leg Mooring
System
• Outside dimension incl. Skirt : 13,8 m x 13,9 m
• Outside dimension excl. Skirt : 10,38 m x 10,35 m
• Hull height : 4,124 m, from top deck to buoy
• bottom
• Projection of spider below buoy hull : 1,70 m
• Total Height (Incl. marine light) : Approximately 12,0 m
• Mass (incl. water piping & ballast : 295 tons
• Center of graffiti (incl. ballast) : z=1.8 above top of bottom plate
• Draught (installed) : 3,99 m
• Freeboard : 1,81 m
• Cathodic Protection : Sacrificial Anodes with a 5 years
life.
MOORING HAWSER & FLOATING HOSE
FLOATING HOSE STRINGS
• HOSE TYPE : OCIMF 20” Single Carcass.
• NUMBER OF STRINGS : 2 No. each c/w
Standard hose pick-up assembly unit (butterfly
valve, camlock, blind flange, snubbing chain,
lifting chain / wire and pick-up marker buoy).
• HOSE LENGTHS : Outer String 296 meters,
Inner String 286 meters.
• PRESSURE RATING : 15.5 bar (225 PSI).
• SAFETY DEVICES : Single Closure Break Away
Coupling. 2 No.battery operated, solar powered
winker lights on each string.
SUBMARINE HOSE STRINGS

• HOSE TYPE : OCIMF 20” Single Carcass.

• CONFIGURATION : Chinese Lantern.
• NUMBER OF STRINGS : 2 No. reinforced at
ends, each c/w floats.
• HOSE LENGTHS : 28.9 meters (2 No. x
9.1metres and 1 No. x 10.7 meters).
• PRESSURE RATING : 15.5 bar (225 PSI)
PREPARATION FOR MOORING
• Prior mooring of the tanker, an inspection should be
made of the SPM, workboats and all ancillary equipment
to be used for mooring the tanker and connecting the
hoses.
(1) Buoy
• The Mooring Master and his mooring crew should check
that the freeboard and trim of the buoy are correct and if
possible board the buoy to check that the hatches are
secure and also the correct operation of navigation
equipment established.
• The condition of hose connections, valves, pipework and
the fluid swivel should be inspected for tightness and
leaks and the valves checked for correct setting.
• The rotating deck should be check for free rotation.
PREPARATION FOR MOORING
(2) Floating Hose Strings

• The floating hose should be inspected by launch/working boat to

ensure that they are not damaged and are streaming freely.
Careful attention
should be paid to the hose pick up arrangements to ensure that
they are not fouled.

(3) Mooring Hawser

• The mooring hawser should be carefully inspected by

launch/working boat to check for damage.
The chain support buoy and pick up ropes should be checked to
ensure that they are streaming freely.
Careful attention should be paid to the connection between the
pick-up rope and the chafing chain.
PREPARATION FOR MOORING
(4) Ancillary Equipment

The following ancillary mooring equipment should be inspected for

condition prior to mooring :

- Wires
- Shackles
- Messengers ( Pick-up Ropes )
- Stoppers

The following ancillary hose connection equipment should be similarly

inspected for condition :
- Reducers & Bolts
- Gaskets
- Chain Block
- Tool for connecting hoses to reducers and manifold
- Pressure Gauges
- Hose pick up arrangement
- Hose snubbing ropes and shackles
 MOORING OPERATION
• Before a tanker is accepted for unloading and prior to arrival,
the Ship should notify TPPI terminal of the type of SPM
Mooring equipment installed to determine if the equipment is
capable of sustaining the safe working load that will be
imposed on it and if fitted in accordance with the 1992 OCIMF
recommendation for mooring of tankers at SPM.

• The tanker master using of the advise of the TPPI Mooring

Master, should carefully study the wind, waves and current to
determine the best approach direction.

• A Tanker during approach the mooring equipment should be

prepared on the tanker’s bow according to the way in which
the tanker is to be moored.
MOORING OPERATION

• The tanker Master using of the advise of the TPPI Mooring

Master, should carefully study the wind, waves and current to
determine the best approach direction. A Tanker during
approach the mooring equipment should be prepared on the
tanker’s bow according to the way in which the tanker is to be
moored.

• The Mooring Master Assistant should be stationed on the bow

during the approach to the buoy, and the full duration of the
mooring operation he should be remain on the forecastle in
radio contact with the bridge, until he is satisfied that the tanker
is securely moored.
MOORING OPERATION
• At this time, a mooring launch should tow the floating hose
strings away from the tanker’s direction of approach in the form
of bight to ensure that the floating hose strings are kept clear of
the vessel’s propellers.
• A second launch should take the messenger line and connect it
to the mooring pick-up rope.
• When the messenger line has been connected, the tanker
should maneuver to within 50 m of the SPM, the messenger
line should be winched on board the tanker as quick as
possible.
• The pick up rope should be transferred to the winch and
heaved in until the chafing chain passes through the fairlead
and reaches the required position, the lead of the pick up rope
between the fairlead, through the bow stopper and the winch
should be as direct as possible.
MOORING OPERATION

• Once the chafing chain is in the correct position, it should then

be secured to the tanker in the stopper as quick as possible
before the mooring hawser come under tension.

• Whilst the mooring hawser are being connected, the tanker

should remain stopped to the buoy with the mooring hawser
slack.

• The second chafing chain should be heaved on board using the

same procedure. Both mooring hawser should be the same
length when procedure.
MOORING OPERATION
MOORING OPERATION
MOORING OPERATION
MOORING OPERATION
MOORING OPERATION
The Tanker Is Securely Moored Position.

Mooring Hawser .
 HOSE CONNECTION
• In order to avoid delays in connecting hose, tanker should have
adequate number of reducing spools to fit 2 x 16 inch standard
ANSI flanges.
Tankers are requested to remove the blank flanges from their
discharge manifolds before mooring so as to expedite the
connecting of the floating hoses.
• Mooring launches two each floating hose into position beneath the
Tanker’s lifting derrick.
The derrick block is lowered to the launch and secured to the
hose pick up sling. After the hose is lifted above the level of the
tanker’s rail, it is swung in board.
• A snubber chain connected between the first and second hose
flanges is
then used to control its angle. When the hose has been raised
enough to
span the distance between the tanker’s rail and the cargo
manifold, the
snubbers can be made fast. The hose end is then lowered to the
manifold
and connected to it.
HOSE HANDLING
FLOATING HOSE HANDLING BY USING 2 TUG
BOAT
FLOATING HOSE HANDLING
FLOATING HOSE CONNECTION TO TANKER
MANIFOLD
FLOATING HOSE TIGHTENING TO TANKER
MANIFOLD
 DISCHARGE OPERATION

• The discharge operation will be controlled and

personally supervised by a ship’s officer to the
satisfaction of the TPPI Mooring Master or the
assistant Mooring Master. Upon being
informed by the ship’s officer on watch that the
tanker is ready to begin discharging, the TPPI
Mooring Master will request the discharge
operation to proceed according to a previously
agreed upon plan regarding start-up rates and
maximum discharging rates.
 CONDITION TO BE OBSERVED DURING
DISCHARGING OPERATION

• In general operations should be conducted in accordance

with the current requirements of the "International Safety
Guide for Oil Tankers and Terminals" ( ISGOTT ).
• (a) Deck/cargo watch should be manned by sufficient crew
under the constant supervision of responsible officer, to
Control the routine operations and emergencies.
• (b) A responsible English or Bahasa Indonesia speaking ship
officer must be on watch at all times. A responsible member
of the ship's crew shall be stationed at or near the ship's
manifold at all times.
• (c) There must be efficient communication means at all times
between the Cargo Conrtol Room (CCR) and the ship’s crew
on deck watch.
 CONDITION TO BE OBSERVED DURING
DISCHARGING OPERATION

• (d) All doors, portholes and openings leading from the main
deck to the accommodation or machinery spaces with the
exception of the pump room, should be kept closed and
dogged, portholes and openings at any Deck
Should be kept closed. Cargo control room doors opening
onto or above the main deck may be opened momentarily
for access.
• (e) All ventilators through which gas can enter should be
suitably trimmed and mechanical ventilation and air
conditioning should be stopped if gas is drawn Into the
accommodation. Window type air conditioning units should
be electrically disconnected unless situated wholly within the
accommodation.
 FLOATING HOSE CONNECTION TO TANKER
MANIFOLD

• ( f ) The cargo pump room's mechanical ventilation system

should be kept in operation and the atmosphere within
the pump room maintained in condition such as to permit
safe entry. On demand from the pilot orthe Loading
Master, the responsible ship's officer should provide
evidence of safe entry conditions.

• ( g ) During loading/discharging operations, the responsible

ship officer must ensure that before closing any tank
valve(s), another set of tank valve (s) must be in an open
position. Under no circumstances must total clousure of
the ship’s system be carried out against cargo flow.
 INERT GAS SYSTEM (IGS) OPERATIONS

• The inert gas system must be capable of delivering

inert gas with oxygen content of not more than 5% by
volume in the Inert gas supply main. The atmosphere
in the cargo tanks must at all times be maintained at
positive pressure and the oxygen Content must not
exceed 8 % by volume.

• In the event of failure of the inert gas system in port,

the Pilot/Loading Master is to be informed immediately.
 HOSE DISCONNECTION

• The disconnection of hoses can be dangerous and care

should be taken to ensure that the hoses are secured to the
tanker’s derrick at all times until they are lowered to the sea.
Before disconnection of the hoses, they must be flushed or
emptied and depressurized. The manifold valves should be
closed.

• Care should be taken to the hose moving when the bolts are
removed and this is most easily done by securing a line a
round the hose near the flange and fastening it to ship’s bitts.
 FLOATING HOSE DISCONNECTION
• When disconnected, the hose should be blanked off using a blind
flange and good quality gasket. All bolts and nuts must properly
tightened to prevent oil leakage when the hose string is later
pressurized.
• When the blind flange is secured, the derrick hook should be
transferred from the strop to the hose pick up arrangement.
The hose should be slowly lifted to the vertical and when the
derrick has full weight, the snubbing rope and supporting chain be
disconnected.
The hose should be lowered until the pick up arrangement is level
with the tanker rail.
• A slip rope be passed through the pick up arrangement and secured
to the Tanker.
The hose strings should then be hung off the slip rope with the blind
flange at deck level and derrick hook disconnected.
• The hose should be slowly lowered ( After hose first ) to the launch,
so that they can be towed clear.
 UNMOORING OPERATION
• Upon completion of the cargo discharge, the tanker Master
or Chief Officer and the Mooring Master together estimate
the time needed to prepared the tanker for departure. This
time will be given to the TPPI Vessel Traffic Controller on
the Marine control building so that clearance for departure
can be planned and so that a mooring launch can be
summoned to assist the tanker in the operations of
unmooring.
• When the tanker is ready to leave the SPM, the TPPI
Mooring Master Assistant on the bow recommends the use
of the tanker’s engines in order to ease the load on the
mooring lines. When the load is eased enough, the tanker’s
crew can then disengage the mooring hawser and lower the
mooring lines to the water.
• Departure time is the time when the last mooring line is cast
off. After the tanker is unmoored, she maneuvers to go clear
of the SPM Buoy and to take a course for departure through
the channel fairway.
THANK YOU