RAS ISA Terminal

Operated by: SAFER Exploration & Production Operating Company (SEPOC).

Position: Situated at 15.07 N, 42.36 E.

This terminal consists of a 409,000 DWT Floating Storage and Offloading Vessel (FSO) “SAFER” which is permanently moored 4.8 nautical miles offshore Ras Isa. The terminal operates 24 hours throughout the year, weather permitting.

This terminal is used for the export of Marib Light crude from the oil wells in Mareb.

There are no bunker/fresh water or provisioning facilities at this terminal due to its location.

 

Export Tanker Berthing Parameters

Dimensional limitations and other requirements for export tankers calling at the Ras Isa Marine Terminal are established as follows:

 

Length overall maximum

350.6 m               (1,150 ft.)

  Beam, maximum

60.3 m   (198 ft.)

  Freeboard, maximum

18.3 m   (60 ft.)

  Bow to manifold, maximum distance

175.0 m               (574 ft.)

  Trim, maximum

3.0 m     (10 ft.)

  Draft

IMO – full propeller immersion

 

  Export tanker minimum deadweight

 

80 kDWT (metric)            

  Export tanker maximum deadweight

 

307 kDWT (metric)          

  Cargo manifold flanges, minimum

3 x 16 inch ANSI

 

  Cargo hose handling derrick / crane (OCIMF) safe working load:

 

o 80 ÷ 160 kDWT = 15 tonnes

o 161 ÷ 307 kDWT = 20 tonnes

Additionally, the following requirements apply to export tankers calling at the Ras Isa Marine Terminal:

 

1. All cargo tanks must be inerted to IMO / SOLAS regulations.

 

2. Export tankers must be capable of one of the following:

 

Simultaneously loading cargo and deballasting with double valve segregation between cargo oil and ballast water throughout;

 

Operating as fully segregated ballast tanker; or

 

Loading a cargo quantity prior to deballasting equivalent to the quantity of ballast to be discharged.

 

3. Export tankers must arrive with clean ballast.

 

4. Export tankers must agree to load in a tandem mode, should weather / sea conditions so require or if requested by

the Marine Terminal. If requested by the Marine Terminal.

 

5. Export tankers must be fitted with OCIMF recommended bow chain stopper(s) of tongue type or hinged bar type

(AKD) to accommodate size 76 mm chafing chain(s) as follows:

 

Vessels up to 150 KDWT with at least one (1) bow chain stopper.

 

Vessels over 150 KDWT with at least two (2) bow chain stoppers.

 

NOTE: SMIT TYPE BRACKETS ARE NOT ACCEPTABLE

 

6. Mooring equipment required for export tankers loading alongside the FSO SAFER are:

 

All export tankers must have a minimum of 16 mooring lines which include the minimum, number of mandatory winch mounted mooring wires of given breaking strength and mooring winch brake holding capacity shown in the table below.

 

Note: Export tankers will be accepted to load alongside with less than 16 mooring lines only with favourable weather conditions and with the approval of the Master of the FSO SAFER.

 

Vessel Size

KDWT    Winch mounted

Mooring Wires   Wire Breaking Strength

(tonnes )              Winch Brake Holding Capacity (tonnes)

80 ÷ 100               8             55           >30

101 ÷ 140            12           70           >40

141 ÷ 160            14           70           >40

161 ÷ 250            16           90           >50

251 ÷ 307            16           90           >50

7. The Marine Terminal Operator (SEPOC), at its sole discretion, will not provide supplemental mooring wires to the

export tanker.

 

8. Export tankers must have closed chocks.

 

9. Export tankers must adhere to OCIMF guidelines for the control of drugs and alcohol.

 

10. In order to receive helicopters, export tankers must have a helicopter landing area adhering to OCIMF guidelines.

 

 Special parameters & Conditions:

 

Year Round

In addition to the dimensional limitations and other technical requirements listed above, the following parameters and conditions will govern lifting’s of crude oil from the Marine Terminal:

 

Split parcel loadings will be allowed consistent with available inventory, available entitlement of the lifter, and confirmation of the lifting schedule as established by the Marine Terminal Operator.

 

The Marine Terminal Operator will make every effort to minimize loading time on each lifting. When weather conditions and export tanker equipment permit, alongside mooring will be utilized. However, at the sole discretion of the Marine Terminal Operator, tandem mooring will be utilized if it is deemed prudent to do so.

Should deteriorating weather require a berthing change for an export tanker already moored alongside to the designated Holding Anchorage, or to the tandem mooring mode, all related charges associated with the re-berthing will be for the account of the lifter, and time consumed shall not count as used lay time. Where, in the sole opinion of the Marine Terminal Operator, it is deemed prudent to do so, the Operator may, for considerations of (among other things) adverse weather, sea or meteorological conditions, fire, emergency, vessel traffic or other peril of the sea, close the Marine Terminal. Any such closing may be carried out with or without notice and shall impose no liability upon the Operator.

 

 Special Lifting Conditions:

In addition to the dimensional limitations and other technical requirements listed above, nominations for cargo lifting in excess of 1,200,000 BBLS aboard the same vessel may be loaded in two parcels but will be treated as completely separate liftings with two (2) sets of lay days. In the event of a second parcel lifting on the same vessel, the Marine Terminal will not be liable for demurrage claims while waiting – between assigned lay days. Additional charges for pilotage, mooring tugs, helicopter service, etc., will be for lifter’s account.

Alongside Mooring