Cossack Pioneer Terminal (AUCOP)

Woodside have replaced the Cossack Pioneer FPSO with the converted tanker Okha FPSO. See separate entry for Okha FPSO.

South Indian Ocean Seasonal Tropical Area, Tropical May 1 to Nov 30, Summer Dec 1 to Apr 30.

The Cossack Pioneer FPSO is no longer operating at this position.

Approx 25,000-150,000SDWT, max BCM 139m.

Offtake tankers wishing to drift should remain within VHF range and should keep at least 5nm away from the Cossack Pioneer and adjacent platform pipelines. Glomar shoal, approx 20nm to the E, has water depths of 22-30m and has been previously used as an anchorage for tankers. Note: Anchors must be housed and secured with wires before entering the 5nm cautionary area and remain so till after departure from the terminal. Prohibited Anchorages: A flow line from a sub-sea well NNE of the facility extends from 19°27.0'S 116°29.2'E to 19°35.4'S 116°26.7'E. Anchoring is prohibited 5nm either side of this pipeline or within 5nm of the well head (19° 27.0'S 116°29.2'E). An export gas pipeline runs between the Cossack Pioneer Riser Turret Mooring (RTM) and North Rankin "A". Anchoring is prohibited in the area bounded by Lat 19°30'S to Lat 19°40'S and Long 116°08'E to Long 116°27'E, 5nm either side of the pipeline or within 5nm of the well ahead.

Hazards to navigation: There is a 5nm cautionary area around the Cossack Pioneer and offtake tankers should approach no closer than this unless terminal permission has been granted. Two gas platforms to the W that have a 5nm restricted area around each platform are located: ..... Platform Latitude Longitude North Rankin "A" 19°35.0'S 116°08.3'E Goodwyn "A" 19°39.2'S 116°55.7'E Ocean Legend 19°42.3'S 116°42.5'E Karratha Spirit 19°41.5'S 116°43.0'E The floating hose and pick-up line extends up to 250m astern of the terminal.

AUS 57, 327, 741.

Prior to the commencement of the offtake operation, the offtake equipment necessary for the operation will be transferred to the offtake vessel's port side manifold from the work boat. A suitable derrick or crane fitted with a safety hook and rigged over the port side, will be required at this time to transfer luggage and equipment from the work boat/pilot boat. The offtake tanker's crew will be required to transfer some equipment used in the mooring operation to the foc'sle and transfer hose connection equipment to the port manifold. Offtake tankers are moored in tandem, bow to stern of the Cossack Pioneer with a 55m long combination chain/rope hawser. There is a capability for quick release for the hawser but this is used only in emergency disconnection. The pilot will position the offtake tanker about 300m astern of the Cossack Pioneer. The mooring operation will be conducted by the offtake vessels crew under the instruction of a responsible officer, the Assistant Mooring Master will be situated on the focsle to provide advice to the ship's crew and observe mooring operations. The work boat will pass a polypropylene messenger to the foc'sle of the offtake tanker. The messenger to the foc'sle must lead through the chain stopper to an empty drum along the path the pick up line will take. The messenger line is 24mm x 200m and the pick up line is 72mm x 200m. The messenger must be run directly onto the winch barrel and must never be placed around the drum end. The messenger line/pick-up line should be heaved in as the offtake tanker approaches the terminal. The pick-up line is permanently attached to the mooring hawser chafing chain and the combined weight of the hawser and chafing chain is about 3.5t. After the messenger line/pick up line has been passed to the offtake tanker from the workboat, the workboat may then proceed to the offtake tanker stern in order to make fast a suitable line to effect a drogue tow. The foc'sle winch must be capable of lifting at least 15t, to allow for losses due to change in lead direction and friction, and allow the bow to be warped in if necessary. Three links of chain must pass through the bow stopper when it is brought inboard. Once the chafing chain is in the bow stopper and the securing bar is in position, the offtake tanker will be moved astern until there is a moderate weight on the hawser and the workboat let go from the offtake tanker stern if providing a drogue tow.A work boat may stay made fast to the stern of the offtake tanker on a static tow, to maintain a safe distance from the Cossack Pioneer and to prevent jack knifing and minimise fishtailing. On occasions the offtake tanker may be required to have its engines running astern for some of the time it is connected. Main Engine and Steering Gear: The ship's engines must remain on standby for the duration of the offtake as they may be required at any time. If there is a failure of the main engine, the pilot must be informed immediately. The offtake vessel shall then prepare for an emergency disconnect. Steering gear is to be kept operational, or available for an immediate start. The Cossack Pioneer can disconnect from the yellow Riser Turret Mooring (RTM) when a cyclone is approaching, or for other operational requirements. The RTM extends about 3m above the water and is fitted with radar reflectors. A light Yellow Morse light (U), period 15s, visibility 4nm is displayed. If the Cossack Pioneer does disconnect, the workboat may be towing a 250m floating hose with appropriate towing signals between the terminal and the port of Dampier. A navigation warning will be issued by the Dampier Port Authority. Alternatively, the floating hose may be moored to the yellow mooring buoy referenced to above. Hose disconnection: Before commencing the hose disconnection, the offtake tanker engines are tested astern. The workboat is then released from the static tow and the offtake tanker's engine will then be put on minimum revolutions astern. This operation will be co-ordinated by the Pilot/Assistant Mooring Master. When the manifold has been drained, the hose will be disconnected by the offtake tanker's crew under the supervision of a responsible officer. The Pilot/Assistant Mooring Master will provide advice and observe the disconnection of the hose. Unmooring: The Pilot will advise the offtake tanker when preparations to slip the mooring hawser can begin. The offtake tanker will usually be let go immediately after the offtake loading hose is released. A responsible officer with radio contact with the bridge must be on the foc'sle during the unmooring operation. The unmooring operation will be conducted by the offtake vessel's crew, under the instruction of a responsible officer. The Assistant Mooring Master will be situated on the foc'sle to provide advice to the ship's crew and observe the unmooring operation. The pick up line must be paid out as the offtake tanker is clearing the terminal. When the line is clear, the pilot will manoeuvre the vessel to a position at least 2nm astern and downwind/down current of the terminal. The offtake tanker should provide a good lee on the port side to effect a safe transfer of the offtake operation to the workboat. Upon transfer of this equipment, the offtake tanker shall depart for the Port of Dampier to disembark the pilot, agent and surveyor to the Pilot boat.

Pilotage is compulsory for all vessels mooring at the facility. For Cossack Pioneer Offtake operation, the pilot, vessel's agent and marine surveyor will embark and disembark in the approaches to Port Dampier. Upon embarkation of the offtake party, the offtake tanker shall proceed to Cossack Pioneer. The steaming distance is approx 48nm from Dampier. On completion of the offtake operation the offtake tanker will proceed to the port of Dampier to disembark the offtake party. A pilot ladder should be rigged on the port side in accordance with current SOLAS regulations. The ladder should be rigged 2m above the water with 2 man ropes. It is requested that the offtake tanker chief officer meets the pilot to facilitate the pre-mooring inspection and distribution of equipment.

The port limits are 5nm out from Riser Turret mooring (RTM).

..... At the bow and stern of Terminal White Mo (U) 15s, visibility 10nm At the bow only Red Mo (U) 10s, visibility 3nm In restricted visibility A fog signal - Mo (U) sounding at intervals not exceeding 30s

Offtake tankers will normally be moored during daylight hours, 0600-1630hrs, weather permitting. Night berthing may also be carried out subject to requirements. Disconnection can be carried out at any time. Terminal status: The following table provides a general guide to the status of the terminal based on sea and weather conditions: ..... Status Significant Wave Height (m) Wind (kts) Visibility (nm) Open Less than 2.5 Less than 25 (20 at night) More than 2 Restricted More than 2.5 and less than 3.0 More than 25 and less than 35 Less than 2 Closed More than 3.0 More than 35 Open No limitation on berthing between 0600-1630hrs, offtake or disconnection. Night berthing may also be carried out subject to requirements. Restricted No offtake tanker is allowed to berth. An offtake tanker already fast may continue offtake operations. Closed No offtake tanker is allowed to berth. An offtake already berthed will be required to depart if it safe to do so. The decision to disconnect an offtake tanker will be based on several factors. This will be discussed with the Master of the offtake tanker if conditions are marginal. The offtake tanker will also be disconnected if the following conditions occur: 1. More than 3 hawser tension loads of 150T within one hour, or 2. Hawser tension equals or exceeds 200T at any time. 3. Riser Turret mooring angle exceeds recommended limits. The tension on the hawser is monitored and recorded in the terminal's central control room. The offtake tanker will be advised on the hawser tension in marginal conditions. If an offtake tanker ceases loading and disconnects from the terminal due to inclement weather or the approach of a cyclone, communications with the terminal must be maintained. This can be done directly with the terminal or through the vessel's agent. This will enable reconnection and the resumption of loading at the earliest possible opportunity. Mooring draught: Offtake vessels should endeavour to arrive with the propeller fully submerged in association with a max allowable trim by the stern of 0.015L (L being the length between perpendiculars of the vessel). Procedures affecting offtake tankers: Circumstances may arise when a cyclone is in the vicinity of the terminal, which will require the terminal Master to deviate from the normal operational procedures. In particular, it may be necessary to order an offtake tanker to unmoor and depart early. The terminal will give the loading offtake tanker as much notice as possible that the offtake cannot be completed. It is acknowledged that the Master of the offtake tanker may wish to clear the area early enough to ensure that the offtake tanker is not at risk from cyclonic activity. In such situations, the Master of the offtake tanker has the prerogative to delay berthing or, when already connected, to cease loading and disconnect from the Cossack Pioneer at any time.

Currents: Rates up to 3kts can be experienced at the terminal.

The work boat presently on station is the "Pacific Bloodhound".

The region is hot and subject to cyclonic activity from Nov to Apr although cyclones may occur outside this period. The region may be affected by several cyclones a year. The prevailing winds are E'ly in winter (May to Aug) and SW'ly in summer (Oct to Mar). Winds of more than 20kts can be experienced for several days. When loading and if drifting in the vicinity of the terminal, Master's should note that during times of spring tides and light winds, tidal rate and direction can change dramatically without warning. Rates of up to 5kts may be experienced under these conditions.Weather forecasts are continuously monitored by the facility and in the event of deteriorating weather conditions or the predicted approach of a tropical revolving storm, mooring may be delayed. Offtake operations will be greatly influenced by forecasts of cyclone movement, intensity, wind speed and wave heights. Due to the erratic nature of cyclones it is not possible to lay down absolute criteria regarding the status of the terminal but the following table provides a general guide: ..... Status Cyclone Alert Status Definitions Open Blue Cyclonic activity more than 1,000nm from terminal Restricted Yellow Cyclonic activity between 405-1,000nm from terminal Closed Red Cyclone is less than 405nm from terminal or a tropical depression less than 405nm from the terminal likely to develop into a cyclone within 24 hours.

Callsign of the Cossack Pioneer is "VNXP". The FPSO can be contacted through the Indian Ocean Satellite: Sat M: Tel: 761945971 (Bridge/Control Room); Fax: 761945972. Sat C: Telex: 450300393 (Bridge), Telex: 450300395 (Control Room) MSPMS Pilot: Tel: 618 9158 7153/7154/7159, Fax: 618 9144 1404, OAH: 618 9158 8171. VHF: FPSO: A continuous watch is maintained on Ch 16, 17. The terminal will provide an UHF and VHF radio with spare batteries and charger to allow communication with the terminal's central control room and the wheelhouse of the towing vessel. Should the UHF radio fail, communications should be on Ch 16. Offtake support vessel: Ch 16, 17. It will be near the terminal when an offtake tanker is expected.

Cargo documentation: For operational and safety reasons, it is usual for the offtake tanker to use an early departure procedure (EDP) by which the Master of the offtake tanker authorises (in writing) the ship's agent to sign the Bills of Lading on behalf of the Master. The terminal will provide the approx cargo figures soon after the completion of loading. Should the ship's figures and terminal figures differ by more than 0.5% of the volume, quantity of cargo loaded by the offtake tanker should be remeasured. The EDP allows the offtake tanker to commence the voyage to the discharge port when the terminal representative, agent and surveyor have disembarked and the representative cargo is onboard. The agent will either fax or telex the Bill of Lading figures to the offtake tanker on completion of the laboratory analysis and cargo calculations for the Master's approval.

Offtake vessels shall advise ETA's 72, 48, 24 and 12 hours prior to arrival. If the ETA changes more than 1 hour after the 12 hour notice is given, the offtake tanker must promptly notify the MSPMS (Mermaid Sound Port and Marine Services) Duty Pilot of the new ETA. The following ETA messages are required to be forwarded to both the terminal and MSPMS Duty Pilot: ..... 72 Hours Notice: Advise AA ETA Pilot Boarding Ground Dampier BB Arrival draught CC Arrival displacement DD Master's full name EE Port of Registry 72 Hours Notice: FF Confirm: 1. Tanks free of leakage and all cargo systems fully operational 2. Inert gas system operational and tanks inerted to less than 8% oxygen by volume. 3. Stress calculations for cargo and ballasting made and within recommended safety limits. 4. The max loading rate through 1 x 16in hose for the present loading operation. 5. All navigation, mooring, lifting equipment and engines fully operational. 6. Quantity of cargo onboard 7. Have any of the previous 3 cargoes contained H2S: (If Yes, what is the maximum H2S content in the cargo tanks, in ppm) 8. Pilot ladder and equipment comply with SOLAS standard 9. Pump room adequately ventilated and illuminated 10. Mooring communication system is operational 11. Deck lighting is fully operational 12. The propeller is fully submerged and maximum allowable trim is 0.015 x LOA 13. The vessel can load and deballast concurrently. 14. The vessel has complied with AQIS compulsory regulations for exchange of ballast water 15. The offtake tanker has a valid International Ship Security Certificate 16. The present Maritime Security Level (MARSEC) under which the tanker is operating. 17. The offtake tankers previous port had a valid Maritime Security Plan. GG Confirm that whilst moored at the Terminal: 1. A responsible deck officer is available to man the bridge if required 2. The engine control position shall be manned by a responsible engineer officer. 3. The cargo control room shall be manned by a responsible officer 4. A deck watch shall be maintained on the foc'sle and in addition during cargo operations at the port side manifold and have communications with the bridge and cargo control room. 5. When moored at the facility, is the main engine capable of being run at dead slow or slow astern for extended periods (up to 12 hours) if so requested by the terminal. HH Confirm since Offtake Tanker was nominated for loading: 1. The offtake tanker has satisfied Port State Control Inspections and there are nil deficiencies 2. The Offtake Tanker has nil detentions 3. The Offtake Tanker has no conditions of class. 48 Hours Notice: 1. Confirm ETA 2. Confirm arrival draught 24 Hours Notice: 1. Confirm ETA 2. Confirm arrival draughts 3. Confirm Offtake Tanker has been granted radio pratique 12 Hours Notice: 1. Confirm ETA Note: Failure to give 12 hours notice will extend the allowable laytime by an amount equal to the period between the time the offtake tanker final notice was given and 12 hours before the offtake tanker arrived. ..... Final Notice: The offtake tanker should contact "Ships Agent" Dampier Port Control on VHF Ch 16 for confirmation of pilot boarding arrangements. The offtake tanker should call the terminal when within VHF range for mooring instructions or, if unable to be moored, the offtake tanker Master will advise the terminal if the vessel will proceed to anchor or drift. The offtake tanker will advise the terminal when it has achieved either of these conditions as this will be logged as the arrival time.

Offtake tanker standards: Safety is paramount at the terminal and offtake tankers will not be accepted for berthing and loading unless they meet the following criteria: ..... 1. Summer deadweight of between 25,000-150,000DWT. 2. A max BCM of 139m. 3. OBOs and combination carriers may be acceptable at the terminal subject to the following requirements, in addition to the standard integrity, management and compatibility issues: (i) The vessel's age must be less than 10 years. (ii) All responsible officers must be experienced in tanker operations and hold the appropriate petroleum endorsement. (iii) The vessel must have traded exclusively in oil for the previous three cargoes. (iv) The vessel must have traded predominantly in oil during the previous 12 months. 4. Only segregated ballast tanks (SBT), no clean ballast tanks (CBT). 5. Current ITF Certificate or acceptable ITF conditions. 6. The owners charterers, agents or Master of the offtake tankers are members of the ITOPF or Intertanko and have insurance covering liabilities under the International Convention on Civil Liabilities for Oil Pollution Damage, 1969 and 1992 Protocols. 7. The owners, charterers, agents or Master of the offtake tankers maintain coverage with a P&I Club which is a member of the International Group of P&I Clubs, for legal liability for oil pollution damage up to the maximum amount being offered by the International Group of P&I Clubs plus any supplementary coverage available through such P & I Clubs. 8. Offtake tanker must comply with MARPOL and SOLAS and all ship's documents and certificates must be valid. Membership of a P&I Club is required. 9. Offtake tankers must be able to run their engines astern at low revolutions for extended periods (12 hours) if so required by the terminal. 10. Offtake tanker operations must at all times be in accordance with the recommendations of the current issue of the International Safety Guide for Oil Tankers (ISGOTT), the ICS/OCIMF "Ship to Ship Transfer Guide (Petroleum) and "Single Point Moorings Maintenance and Operations Guide" 11. All parties should read and be aware of the terminal conditions and be fully aware of the possible action should an offtake tanker be found deficient, substandard or fails to comply with any of the above requirements. 12. Current International Safety Management Code Safety Management Certificate must be valid. 13. Acceptance of the provision of the Workboat under the 1974 United Kingdom Towing Agreement. Drug and alcohol policy: It is a terminal requirement that all offtake tankers have in place and comply with a drug and alcohol policy which accords with the OCIMF guidelines.

NOR may be tendered when the offtake tanker has arrived at the Port of Dampier. NOR will only be accepted between the hours of 0600-1630hrs local mean time by the pilot when he is satisfied that all the terminal requirements have been adhered to and that the offtake tanker is in all respects ready to load. NOR will not be accepted when the terminal is on "restricted" or "closed" status.