Varanus Island Terminal (AUVAR)

An offshore pipeline 4,200m length by 30in pipeline leads from the shore to the Tanker Terminal. At the submarine pipeline end manifold (PLEM), there is a 16in take off prior to connection to the submarine hose.

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

Varanus Terminal is located on Varanus Island, which is the largest of the Lowendal group of islands of Western Australia. Varanus Island is 75km offshore NW Australia.

LOA 300m, draught 17.0m, beam 46m, 140,000DWT.

A cautionary area with a radius 2.8nm centred on 19°41'S 116°43'E has been established. Anchorage can be obtained in position 20°40.00'S 115°40.50'E, 4.25nm SE of the terminal, in a depths of 24.0m, variable holding ground. DANGER: Gas and oil seabed pipelines run through the previous anchorage from the new Gypsy buoyed wellhead at 20°38.2'S 115°43.6'E, in a W'ly position to join the 'Harriet A' production platform at 20°36.1'S 115°36.8'E. If in any doubt about anchorage, please call the Terminal on VHF Ch 74. Due to the variable holding qualities of the area, it is recommended that Masters exercise the utmost caution when anchoring and whilst at anchor. The use of at least nine shackles of cable to minimise the possibility of dragging is also recommended. Masters are advised to drift well clear of the Terminal and its facilities in high winds. Tankers must be equipped with a minimum 12 shackles of chain on each anchor for Terminal acceptance.

The Terminal should be approached from E with the Terminal bearing between 240° and 300°. The least depth is 20.4m in the 60° approach sector 4.5nm ENE of the Terminal. Within the conical approach and departure area, (060°/240° and 120°/300°), depths in excess of 20.4m are found.

AUS 742, 65. Admiralty Pilot NP17, NP286(4).

The moorings consist of an 8 leg Multi Point Mooring (MPM), with 4 buoyed legs and 4 swamped legs. Both anchors are used in a running moor, port anchor first. Mooring is conducted with a tug and line boat assistance. ..... All tanker must have sufficient and adequate mooring equipment that complies with OCIMF mooring equipment guidelines. 1. A minimum of 4 bitts is required on the after deck, plus a set of bitts on the port and starboard side of the main deck forward of the bridge front. Bitts are also required on the port and starboard sides of the main deck forward. All these bitts must be able to accept Terminal 28cm circumference preventer lines or swamp moorings, with at least five 'figure of eight' turns 2. A minimum of two double reel tension winches on the aft deck and a minimum of one double reel tension winch on the after end of the main deck each holding at least 220m of good quality mooring line. Forward of the main deck, a minimum of one tension winch in the way of port and starboard athwartships bitts, and on the forecastle head, at least one tension winch on either side to accept shore swamp headlines. All terminal mooring preventers and swamp moorings are of 280mm circumference and suitable winch drum capacities are required to heave tight the lines sufficient to transfer onto stoppers and then make fast on the bitts 3. Prior to berthing, vessels should place one spare mooring rope of approx 220m length on the starboard after end of the main deck. Loading: All tankers are to observe ISGOTT rules, The Varanus Terminal Berthing and Procedures Manuals along with any Australian Government, International and own Tanker Company guidelines. Sequence of Loading Events: ..... 1. Prior to arrival vessels must have the starboard derrick or crane rigged and ready to hoist both the terminal deck box and the submarine loading hose. When the vessel is in position and secured to the satisfaction of the Master and Pilot /Loading Master the submarine hose recovery operation shall commence. The propeller must not be turned until the hose is disconnected and laid back onto the seabed. However, the propeller may be turned by use of the turning gear only, provided the pilot is notified. 2. Once the hose is connected and all ship/shore safety check list have been satisfactorily completed, the butterfly valve and vessel manifold valve will be opened, tanks lined up and then gravity loading will commence. Loading pumps will be started in a graduated sequence after normal shipboard safety routines and checks for flow of oil onboard. 3. During loading, at least one tank is to remain open to the inflow of oil and this inflow of oil is not to be restricted or shut off by closing the vessel's valve or the hose valve without prior approval of the Pilot/Loading Master. In order to reduce back pressure at the vessel's rail, as many tanks as possible should remain open during loading. In any event, the ship's rail back pressure should never exceed gauge reading of 7bar. In the event of significant manifold back pressure, the loading will be halted. 4. Loading rate can be reduced from ashore at any time at the vessel's request. 5. The Pilot/Loading Master is to be informed when 1,000 kilolitres is required to complete loading so that two pumps can be stopped, at 250 kilolitres so that the loading rate can be ceased to idle and again at 60 kilolitres so that the loading pump may be stopped and loading competed by gravity. When loading is completed the vessels manifold valve is to be closed slowly. When the manifold valve is shut then the hose and butterfly valve will be closed. 6. During the loading, vessel tank tops are to be kept closed at all times. Ullage plugs may only be opened for sampling, gauging, thieving or inspecting. 7. No engineering tasks are to be undertaken at the Terminal, either at anchor or at the mooring's that will incapacitate main propulsion or generator capacity, Deck machinery must be always available for use throughout mooring and loading operations. 8. During loading operations, a designated responsible deck officer must be present on deck or in the CCR to supervise the crew and to inspect the hose connection and disconnection's. 9. Portable UHF radios will be supplied for communication between the tanker and terminal. Hourly checks between the tanker and terminal will minimise the possibility of radio failure and enable comparison of export/receipt cargo figures.

Compulsory for all tankers. Varanus pilot can be called on Ch 74. The pilot boards by the Terminal mooring boat in position 20°40'S 115°40'E, the designated anchorage and pilot boarding position. All vessels should ensure that a good lee is provided and that the starboard derrick or deck crane is ready to hoist the terminal equipment container from the launch. Pilot ladder should be rigged in accordance with all SOLAS Regulations. Berthing by day or night will be at the pilot's discretion and is largely dependent on the prevailing weather conditions. Departure: On completion of loading, a vessel's departure should be as prompt as practicable early departure procedure is available, although documentation will normally be prepared onboard with minimal, if any, delay. Once clear of the berth and the pilot has disembarked, the Master should follow the recommended courses as laid down, whilst keeping clear of any drilling or sub-sea activity.

The port limits are the circumference of a circle approx 3nm radius, centred on the terminal.

Berthing only permitted at night with adequate bridge wing searchlights. Entry to the port of Varanus Island is restricted unless permission has been granted by the Terminal Superintendent.

Tide Times & Height: High and low water are similar to Barrow Island Tanker Moorings as published in the Australian National Tide Tables. Tidal times, direction, height and rate may vary with prevailing weather condition. Tidal streams at the terminal set 173° on the rising tide and 353° on the falling tide and may attain a rate of 2kts at springs. Tidal flow at the tanker terminal sets approx 160° at flood and 340° at ebb and may attain a speed of 2kts at spring tides. Berthing and departure take place during ebb tides.

A tug of minimum 38t bollard pull is provided to assist the berthing and departure operation and will stand by the mooring during loading. Normal tug operations are 'push' only and do not require the use of tow lines. The tug can pass or receive tow lines in an emergency.

The area is subject to strong E'ly winds and associated seas during winter months, particularly May-September. The terminal is located within a tropical cyclone region and typically experiences up to five cyclones during the period November-April. Normal wind limitation for berthing are 15-20kts from due E or W depending on sea conditions. If wind speed reaches 30kts, the hose will be disconnected and hung off the rail from the E'ly or W'ly sectors. The Master and Pilot will consult on whether to berth or sail if weather conditions appear to be or liable to become marginal.

VHF: Pilots & Terminal: Ch 16, 09 and 74. Tel: +61 8 6218 7601. Fax: +61 8 6218 7617. Email: varanus.fieldsup@quadrantenergy.com.au. A 24 hour dual listening watch is maintained on VHF by Radio Room from 0600-1800hrs and Terminal Operator from 1800-0600hrs. Vessels should call Quadrant Terminal when within 100nm of the Lowendal Islands to confirm the vessel's ETA at the pilot boarding station. Terminal support craft and operational vessels also monitor Ch 16 and 74.

The documents required for Customs, Immigration and Quarantine department formalities may be summarised as follows: ..... Document 1. Ship Pre Arrival Report (Customs Form 13) 2. Crew Report (Customs Form 3B) 3. Passenger Report (Customs Form 2A) 4. Passenger Report (Customs Form 2B) 5. Advanced Person Processing (APP) of crew and passengers list to be submitted electronically to Immigration Web site www.immi.gov.au/sea 6. Quarantine Pre-arrival Report for Vessels (QPAR) - (AQIS Form 006) 7. Additional Quarantine Pre-Arrival Report for cruise liners and navy vessels (AQIS Form 028) 8. Live Plants Vessel Log.(Attached to AQIS Form 028) 9. Notification of Sign-off if any (Customs Form B521) 10. Notification of Sign-on if any (Customs Form B522) 11. Load Goods (other than cargo) onto ship (Customs Form 43) 12. Remove Goods (other than cargo) from ship (Customs Form 44) 13. Ballast Water Log to Quarantine (AQIS Form 026) 14. Crew Effects Declaration (Customs Form 5 Part Two) 15. Report of Ship's Stores (Customs Form 5 Part Four)

Vessel's ETA should be advised to the operator not less than 96 hours prior to arrival, thereafter, amending of confirming their ETA at intervals of 48 and 24 hours before arrival. Failure to comply may result in the pilot being unavailable on vessel's arrival.The 96 hour message should contain information on the quantity and condition of the ballast water carried. If the voyage to the terminal is less than 96 hours, this information should be forwarded as soon as possible. The 24 hour message should include technical details as required by the operator. ETA should be confirmed by VHF Ch 16 to the terminal when within 100nm of the Lowendal Islands, or as soon as practicable. Entry into the terminal is restricted. Permission has to be granted by the Field Superintendent. Notice to Master: Further advice for the Master will normally be sent from the Terminal via the agent 48 hours before arrival, notifying and updating the Master of expected activities within the port limits, prevailing operational matters, prevailing weather conditions. Ballast water: Quantity, condition and origin of ballast water onboard is to be advised in the 96 hour message. Declarations prior to arrival: The following declarations are to be included in the 24 hour message: ..... 1. Is the hull leak free? 2. Is an inert gas system fitted? 3. If fitted, is the inert gas system fully operational? 4. Are there any defects in to the vessel, machinery and equipment which may affect safe pilotage, berthing, cargo or ballast operations? 5. Have stress calculation been made for the envisaged cargo handling and deballasting? 6. Are hull stresses within recommended safe limits?