Also see ‘‘General’’ before first port.
MAX SIZE:
Berth Length Depth* Max.Draft Max.LOA
(m.) (m.) (m.) (m.)
A (West) 162 14.0 13.00 190
B (East) 162 14.0 13.00 190
WR 224 15.0 13.90 250
* Current depths along both Berths (A (West) and B (East) still to be officially confirmed by DHN – Brazilian Navy Hydrographic Office.
HEALTH: Vessels must keep the Quarantine flag ‘‘Quebec’’ hoisted until
Free Pratique is granted by Port Health Authority.
If any infection disease is suspected, ship’s Agent is to be advised before vessel’s arrival.
VHF: The Terminal Communication Centre is located in the DTNEST
Control Room with permanent watchkeeping on VHF Channel 16, and another designated channel previously agreed with Terminal Operators. Arrived vessels bound for the Terminal will inform time of arrival and anchor position, in event of berthing delay.
Also see ‘‘Shipmaster’s Report’’ dated January 2001.
TUGS: Tugs and towing services for assisting vessels arriving,
departing, berthing and unberthing at Suape facilities are provided by a private towing company. Under normal operating conditions, 2 tugs are required to assist in berthing or unberthing on the pier. The use of 2 tugs is mandatory at the pier and at the LPG storage tanker for small vessels. For mooring large LPG carriers, 3 tugs are necessary, according to the local administration authority regulations. Two tugs are stationed at Suape on a 24 hour basis. Given sufficient prior notice, a third tug from Recife can usually be made available on request. Vessels should have good quality ropes, as tugs are not provided with their own towing gear. Two tugs will normally attend each berthing and each will have a minimum of 1,200 h.p. and a bollard pull of 15 tons. In accepting the service of supplied tugs, the Master of the vessel shall remain solely responsible for the safety and safe navigation of his vessel and for compliance with all applicable laws, rules and regulations.
The following tugs are usually available: ‘‘Sagitarius’’, 1,680 h.p. (22.00 tons BP); ‘‘Taurus’’, 1,680 h.p. (20.72 tons BP); ‘‘Aquila’’, 1,010 h.p. (17.95 tons BP); ‘‘Saveiros’’, 1,200 h.p. (16.45 tons BP) and ‘‘Uranus’’, 1,200 h.p. (15.80 tons BP).
All tugs are fitted with Kort Nozzles.
Also see ‘‘Shipmaster’s Report’’ dated January 2001.
BERTHING: The Terminal comprises 3 mooring sites, namely a product
pier with 2 berths (‘‘A’’ West and ‘‘B’’ East), and the ‘‘WR’’ Berth which is an LPG floating storage facility, namely a fully refrigerated gas carrier moored to the sheltered side of the port breakwater.
Products handled on Berths ‘‘A’’ West and ‘‘B’’ East: LPG, Ethanol, Petrol, Aviation Spirit, Diesel Oil, Paraffin and Jet Fuel.
Products handled on Berth ‘‘WR’’: LPG.
Also see ‘‘Shipmaster’s Report’’ dated January 2001.
Mooring Priority: By and large, vessels which depend on tide to manoeuvre will proceed first, followed by the passenger vessels, oil tankers, chemical products carriers and general cargo ships.
Berth ‘‘A’’:
Location: Internal (inner berth) of the oil pier – West side. Length: 162 m.
Depth: 10.5 m.
Hoses: 38 in. ASA 150 flexible hoses. Reducers: See ‘‘Appendix’’ below. D.w.t.: 30,000 tons.
Loading Arms: 18 in. for LPG Liquid (pressurised) (300 ASA). 16 in. for LPG Vapour (pressurised) (300 ASA). 112 in. for Jet Fuel (150 ASA).
210 in. for Petrol, Diesel Oil, Paraffin, Aviation Spirit and Jet Fuel (150 ASA).
110 in. for Ethanol (150 ASA). Remarks: All arms are fitted with quick release devices. Berth ‘‘B’’:
Location: External (outer berth) of the oil pier – East side. Length: 162 m.
Depth: 11.5 m.
Hoses: 38 in. 150 ASA flexible hoses. Reducers: See ‘‘Appendix’’ below. D.w.t.: 30,000 tons.
Loading Arms: 18 in. for LPG Liquid (pressurised) (300 ASA). 16 in. for LPG Vapour (pressurised) (300 ASA). 112 in. for Jet Fuel (150 ASA).
210 in. for Petrol, Diesel Oil, Paraffin, Aviation Spirit and Jet Fuel (150 ASA).
110 in. for Ethanol (150 ASA). Remarks: All arms are fitted with quick release devices. Berth ‘‘WR’’:
Location: LPG Floating Storage Vessel ‘‘World Rainbow’’. Length: 224 m. LOA. Beam: 34.6 m. Manifold to Bow:108 m. Manifold to Stern: 115 m. Between Manifolds: 2.0 m. Manifold above W/L: 14.0 m. – 17.0 m.
Fenders: 2Yokohama type 6.70 m. 3.30 m. 2Yokohama type 5.50 m. 2.50 m. Hoses: 28 in. ASA 300 flexible hoses. Reducers: 28 in. ASA 300 to 12 in. ASA 150. Cargo Fully refrigerated.
Temperature Propane42␥C. required: Butane2␥C. Cargo Tank Pressure required: Below 0.06 kg./sq.cm.
Discharge Rate: 700 t.p.h. each hose/grade simultaneously. Mooring: Avoid open fairleads. All wires should be provided
with rope tails. In case vessels to be discharged are fitted with a booster/heater, they may eventually be requested to pump heated LPG straight to pressurised shore tanks (across the storage tanker manifold) through a 6 in. 300 ASA hose providing product at␣5␥C against a back pressure of around 12.0 kg./sq.cm. Daylight berthing only, normally head-in, port side to.
Also see ‘‘Shipmaster’s Report’’ dated January 2001.
Auxiliary Mooring Gang Service: Terminal mooring gang is available for berthing and unberthing vessels on pier. Mooring of LPG carriers on the storage tanker is usually carried out by ship’s crew.
Appendix: Reducers available on Berths ‘‘A’’ and ‘‘B’’: Quantity Diameter Pressure
(in.) (p.s.i.) 3 10/8 150/150 1 6/4 300/150 2 8/4 300/150 1 4/4 300/150 3 8/6 300/300 1 8/8 300/150 1 6/4 300/300 1 8/4 150/150 1 10/8 300/300 1 8/6 300/150 1 12/12 150/150 1 8/6 150/150 1 10/10 150/150 1 6/6 300/150 1 3/3 150/150 1 4/3 300/150
CARGO HANDLING FACILITIES: There is a commercial quay to the
West of Berths ‘‘A’’ and ‘‘B’’ with length 343 m. and depth alongside 14.0 m. on external side and 8.0 m. on internal side for vessels up to 80,000 d.w.t. Max. draft 14.0 m. Ro-Ro and refrigerated facilities for containers available. The quay is operated by Suape Port Authority, Suape-Complexo Industrial Portuario, Rod. Pe 60 km. 10, Engenho Massangana, 1 Pojuca – PE – Brazil, CEP 55.590.000.
Cargo Operations: Procedures and Requirements on Arrival: The
following information is required on arrival: Name and vessel’s call sign.
Home port (flag). Cargo grades.
Cargo layout onboard indicating which one is to be discharged and which one is to remain on board.
If the ship is equipped with inert gas system, inform its operational conditions.
Any damage to engine, machinery or hull liable to cause any delays to manoeuvres and safety of other ships, or affect the environment, personnel or property.
Draft on arrival.
Draft after loading/discharge is completed.
Any leakage in hull, bulkhead, valves or pipework prone to provoke pollution or to affect operations.
Any repair which may result in delay to the start of loading/unloading. Manifold details, including type, diameter and connection material to be used.
The time to tender Notice of Readiness is considered the time the vessel reaches the anchorage area. The Notice of Readiness will be accepted at the time the tanker is in all respects moored and ready to operate.
Products Transfer Device: Loading arms are to be connected by Terminal’s Operators with assistance from the ship’s personnel.
Ship’s manifold flanges must be specified in accordance to international patterns.
Flange’s faces, functions and gaskets must be clean and in good order. Effort must be made to avoid any kind of spilling through connections. All loading arms must be drained before being disconnected. Vessel’s mooring system must be well arranged and in good order, being frequently inspected to avoid movements which may exceed the operational limits of loading arms.
Discharging/Loading Operations Procedures: Special attention should be given to Safety Tanker/Terminal Check List. Each item should be verified and continuously supervised while operations are underway.
All doors and outer ports should be kept closed.
Total vigilance on deck and engine room, as well as a sufficient number of crew men, should also be provided on board in regard to emergency situations or changes of operational conditions.
At night-time, adequate display of light in the connection area of loading arms should be used.
Two towing wire ropes should always be hanging at the water’s surface, so that the tugs can easily make fast, should an emergency arise.
Prior to the beginning of any operation, at least 2 fire hoses should be connected to hydrants on main deck (one forward and the other aft of the cargo valve manifold). A third canvas hose with NPU nozzle and 2 mechanical foam containers should be ready near the pump room, preferably on the catwalk. The fire extinguishing main system should always be kept under pressure.
Vessels at the Terminal must maintain engines and propulsion system in readiness to leave the berth under full power on short notice.
Radio equipment and radar should not be used while vessel is berthed. Ship-to-shore communication has to be kept in perfect readiness and performed by VHF or telephone.
All cargo tank lids and ullage ports must be kept closed while vessel is undergoing ballast operations.
Ullage plugs must also be kept well closed, unless needed to be maintained open on account of operational reasons. In that case, flame screens must be kept over ullage plugs.
Vessels equipped with inert gas system (IGS) should open their ullage plugs only when operations require.
All entrances of the central air-conditioned equipment and the mechanic aeration system should be adjusted to avoid penetration of gases, if possible by means of air recirculation into all closed spaces.
In case of stormy weather with electrical discharge, the unloading operation must be stopped, whether or not the vessel is inerted.
During loading/discharge operations, as well as ballast operations, special attention should be paid to avoid all kinds of oil spilling by sea valves.
Scuppers are to be well plugged, sealed and kept in that condition until the transfer operation and ship’s unberthing are completed.
The number of boats alongside and their laying time are to be reduced to a minimum, according to ship-to-ship security rules. Likewise, the use of objects and tools which may cause sparks is also forbidden.
No gas freeing operation is allowed while vessel is berthed. All guidelines and recommendations from ISGOTT (International Safety Guide for Oil Tankers and Terminals) are to be complied with.
MEDICAL: Recife is well served by doctors and dentists. First aid can
be obtained in the nearby town of Cabo de Santo Agostinho. Ship’s Agent to make arrangements.
FRESH WATER: Fresh water can be supplied, with no restrictions, on
Berths ‘‘A’’ and ‘‘B’’. Max. rate 70 cu.m./hr.
FUEL: Bunker ‘‘C’’ fuel oil is not available. MGO/diesel oil may be
supplied by truck in very small amounts.
Orders for marine lubricants should be placed well in advance through the ship’s Agent, but subject to confirmation.
CONSULS: Most maritime nations are represented in Recife. REPAIRS: Maintenance repairs or services which do not affect the safety
of the Terminal can be effected, after agreement with the Terminal. The vessel must be ready to move by her own power in case of emergency.
SURVEYORS: Petroleum Inspectors: SGS, Caleb Brett, Chas. Martin,
Saybolt and other inspectors may be contacted through ship’s Agent. Classification Societies: Non-exclusive surveyors may be contacted through Classification Societies Headquarters in Rio de Janeiro or Santos.
TIME: The local time is GMT minus 3 hours throughout the year. Daylight
Saving Time (Summer time) is not applicable in this part of Brazil.
HOLIDAYS: National Holidays:
1st January, New Year’s Day.
21st April, Tiradentes (Hero of Independence). 1st May, Labour Day.
7th September, Independence Day.
12th October, Our Lady Aparecida – Patroness of the Nation. 2nd November, All Soul’s Day.
15th November, Republic’s Day. 25th December, Christmas Day.
Carnival: Normally occurs in February, sometimes in March. Holy week: Occurs either in March or in April.
Corpus Christi: Occurs either in June or in July.
STORING: See ‘‘Shipmaster’s Report’’ dated January 2001. SHORE LEAVE: See ‘‘Shipmaster’s Report’’ dated January 2001. IDENTIFICATION CARDS: See ‘‘Shipmaster’s Report’’ dated January 2001.
GARBAGE DISPOSAL: Dry garbage may be discharged if vessels
request the Agent to arrange collection and transportation.
WASTE OIL DISPOSAL: There are no facilities for collecting waste oil
from bilges in Suape. Overboard discharge of waste oil is strictly forbidden.
WEATHER: Tides: The datum used is based on the Mean Low Water
Spring Level, and all depths are quoted in meters. Locally, the diurnal tide rise is approximately 2.0 m. at Springs and 1.0 m. at Neaps. More detailed descriptions of tides can be found in Tide Tables (Brazilian Navy Hydrographic Office – DHN publication No. DH-29).
Currents: Due to the configuraton of the coastline and port basin, currents prevail with flood tide setting toward South and ebb tide setting toward North.
Sea State: Waves in the anchorage area result from the prevailing wind force, direction and duration. If the wind blows from E.S.E., the average wave height is about 1.0 m. – 1.5 m.
Weather Conditions: Weather conditions is Suape and its vicinities may be considered as fair. During Winter, rain falls intermittently.
Winds: The prevailing wind is from the East as Suape is located in the Trade Winds belt. Winds of any strength tend to create short steep seas which develop with the intensity and duration of the wind, specially those coming from the North.
Rain: The period of the most rainfall concentration (Winter) is from March to June (maximum of 390 mm./month in June). In the Summer period (October to December), the rainfall decreases to about 48 mm./month in November (minimum).
Atmospheric Pressure: Atmospheric pressure average is about 1012 mb.
Relative Humidity of Air: Yearly average relative humidity of air is 80%. Temperature: Annual atmospheric temperature average is 26␥C, and varies from 17␥C (minimum) in the Winter to 35␥C (maximum) in the Summer.
Visibility: Visibility is generally good to excellent, but can be severely reduced by rain.
SAFETY: General Safety Rules:
1. Anchorage inside the port limits (evolution basin) is prohibited. 2. Under exceptional circumstances, vessels may anchor inside port
area, but a formal permission from the local Navy Authority (Capitania dos Portos) must be obtained through the ship’s Agent 24 hours in advance.
3. Vessels arriving from abroad will be visited by Port Authorities (Health, Police, Customs) as soon as mooring is completed.
4. Vessels awaiting berth at anchor are not allowed to be cleared by Port Authorities.
5. Mooring of large LPG carriers (import vessels) are carried out during daylight hours only. Three tugs are necessary for this manoeuvre.
6. All ship’s movements inside port limits, irrespective of ship’s size or type, must be performed under tug assistance.
7. Anchorage areas have sand and mud bottom, providing good holding power. Nevertheless, keeping a close watch is a sound practice, specially under strong E.S.E. stormy winds, when the current can be strong enough to make the anchor drag.
GENERAL: Ballast Disposal: Brazilian laws are very strict as far as
pollution is concerned. Heavy fines will be imposed on vessels for the violation of pollution laws. No dirty ballast shore reception facilities are available in Suape.
Barges: There are no barges in Suape.
Cash Advances: Can be obtained in local currency through ship’s Agent, if advised beforehand.
Charts and Nautical Publications: Some nautical charts and publications are accessible at the local Brazilian Navy Office in Recife. Ship’s Agent is to be contacted in advance.
Compass Adjusting: No compass adjusters are available at Suape. Derat: There are derat companies in Recife. Services are to be requested through ship’s Agent.
Explosion and Fire: In case of explosion or fire onboard of a moored vessel, all steps should be adopted in accordance with the best evaluation by the Terminal and vessel’s representatives for emergency procedures. Usually in this case, the vessel must be unberthed. Inert Gas System (IGS): According to SOLAS 74/78 Convention and Amendments, vessels are requested to carry an inert gas plant. Cargo tanks must be fully inerted and pressurised with inert gas at a percentage of O2below 8% before start of operations, and must keep such condition
throughout the operation. The Terminal must be informed of any problem with the inert gas system.
Oil Pollution: Brazilian laws are very strict with regard to the pollution of coastal waters. In case of any pollution or risk of spill by crude oil, bunker, diesel or other products, either from the ship or from the Terminal, vessel must give immediate alarm to the Terminal, which has the following equipments available for prompt use:
135 m. of floating barrier.
1 oil skimmer for recovering 30 cu.m. of heavy fuel per hour. 10 absorbing cylinders.
2 marker buoys.
1 pilot boat and 2 tugs on stand-by for any emergency. Call Channel 16 on VHF radiotelephone.
All involved costs will be for the Shipowner’s expense, since there is no doubt which vessel has provoked the spill. To reach that goal, Petrobras will evoke to international laws and schemes whose purpose is to appoint responsibility for sea pollution oil damages.
Likewise, injury to someone else and damage to environment will be penalised according to the same international schemes, including waste spilling and garbage release.
The Port Authorities (DPC and Port Captaincy) will impose fines foreseen by law.
Remark: Pollution presently is foreseen by Law No. 7347 of 24.7.85 as a crime, subject to imprisonment and heavy fines.
Launch Service: Launch service is usually provided by the pilot boat. Services may be arranged through ship’s Agent if prior notice is given. For the gas storage tanker moored on the breakwater, a launch service is provided by the Terminal.
Laundry Service: 24 hour laundry service is available in Recife. Ship’s Agent is to be contacted well in advance.
Mail: The nearest post office is located in the city of Ipojuca, about 15 km. from the pier.
Platform Ladder: The berthing pier is not fitted with a platform ladder. The ship’s accommodation ladder or gangway is to be used.
Provisions: Local shipchandlers are available to supply limited quantities of provisions, and may be contacted through the ship’s Agent. Ship’s Stores: Deck, engine and cabin items can be requested in advance through the ship’s Agent. There are many ship suppliers in Recife.
SHIPMASTER’S REPORT: June 1991.
Vessel: LPG Vessel, LOA 210 m.
Port: Suape is a relatively new port constructed in the late 1980’s, mainly for petroleum products, LPG, containers and Roll-on/Roll-off vessels. It is situated approximately 50 km. South of Recife.
As such there are no British Admiralty Charts of the port, although the breakwater arm is shown on B.A. Chart No. 3978 as a correction. The Brazilian Hydrographic Office do publish a chart of the port, however, during our visit it was out of stock in Recife.
Communications: The vessel had good and early communications with the agent in Recife. At our request the agent forwarded details of the port, pilotage and anchorage, as well as information gleaned from Petrobras regarding the installation and Receiver’s requirements. Approach: See B.A. Chart No. 3978.
The plan was to approach the port from the N.E. on a course of 214␥ to pass Cabo St. Agostinho at a distance of 4 miles, then to alter course to 255␥ with Agostinho light bearing 285␥ by 4.5 miles to take us to the pilot boarding ground, 1.5 miles E.N.E. of the breakwater head.
Position fixing on the approach was easily achieved by radar, Ponta de Pedros headland, North of Recife, was positively identified at 30 miles and Olinde Lt. sighted at 24 miles. Fixing continued by radar down the coast past Recife. Cabo Agostinho was picked up at 24 miles range and the light was clearly seen at 18 miles.
Whilst passing Recife the vessel was called by Recife Pilot Station, on VHF Channel 16, requesting confirmation of ETA. Berthing at Suape is carried out by Recife pilots who travel down to the port by road then use the local pilot boat to board the ship.
The breakwater arm at Suape was easily identified at 12 miles on the radar and no problems existed in making our alteration of course to approach the port.
Our echo sounder confirmed the soundings on the chart.
Approximately 5 miles from the entrance we were able to contact the pilot on VHF Channel 16, shortly after which he left the port to rendezvous with us, 1.9 miles E.N.E. of the breakwater.
The pilot cutter is red hulled, approximately 10 m. in length and well