[pypy-dev] Looking for Capsize of 150.000 ton
Potephos Shipping and Trading Limited/Chartering Department
chartering at potephos.com
Mon Feb 3 21:29:33 CET 2014
Good day, dear Sirs!
please assist with the following:
1. Service : Maritime freight between Venezuela and China.
2. Ship : Capsize of 150.000 ton
3. Mineral : Iron Ore
4. Port of Origin : VENEZUELA - Puerto BOCA GRANDE
( TOLL - The ship must be moved 2 times to finish loading in Boca Grande)
5. Destination : China - Qindao Port
6. Monthly shipments : 1
7. Duration : Spot (1? Shipment)
8. First Shipment : 09 / 01 til 1/15/14 .
9. Payment : 30% TT, upon signing the contract 70% + 100% against LC BL.
10. Paying Bank : 1? Koera Exchange Bank na Japon - Tokio
2? Shinhan Bank no Japon - Tokio
11. Price target: USD 25.50
12. Immediate signing of contract : 48 hours
13. Loading terms: 7 days
14. Loading times : 5 days ( 30,000 ton / day ) maximum.
15. Quantity to be discharged in discharge port: Total discharge in Qindao
16. Terms Discharge Time: 8 days
17. Discharge times : 6 days ( 25,000 ton / day ) maximum.
18. Cargo Loaded : 5 days ( 30,000 ton / day )
19. Demurrage / Dispatch terms: $ 28.00 ( Ferrominera Orinoco)
20. Total comission: 3.75 % on F/D/D
-Normal Stowage Factor of Bulk Iron Ore
Ferrominera Orinoco (Shippers) use the following Stowage factor for their iron ore shipments.
§ Iron ore fines : 0,45 - 0,55 m3/MT (dry)
§ Sinter feed: 0,4 -0,5 m3/MT (dry)
-Port Restriction (Boca Grande II Transfer Station)
Vessels nominated to load at Boca Grande II Transfer Station shall have clear and unobstructed holds and shall be suitable for loading iron ore.
· Maximum vessel height from waterline to top, or railing at vessel side, or top of hatch coamings: 17,20 meters.
· Maximum distance between centers of extreme holds: 216,00 meters.
· Maximum beam: 55,00 meters, if distance between centers of extreme hatches is less than 187,00 meters and 52,00 m, if distance is greater, up to 216,00 meters. Exceptions to these limitations to be considered on a case by case basis.
Boca Grande II Transfer Station Specifics
· Loa 314 M
· Lbp 300 M
· Breadth 50 M
· Draught 20,41 M
· Cargo Capacity (Aprox) 85,000 MT
· Unloading Rate (Design) 6000 Tph
· Unloading Rate (Average) 3500 Tph – 4000 Tph
· Max air draft 17,2 M
-Normal Loading rate of Bulk iron ore
Unloading rate (Average) 3500 Tph – 4000 Tph
Transfer station works Monday – Sunday SHINC 24 hours in 3 shifts. 07:00-15:00, 15:00-23:00, 23:00-07:00, if wp.
-Loading method
The transfer station employs gravity fed belt discharging system with final transfer cargo to the ocean vessel being via a traveling ship-loader with a 36m conveyor boom. The boom can be slewed outboard 100 degrees from the centerline and the ship-loader travels along the port side is 187m , eliminating the need for any shifting of the ocean vessel while loading. No shifting alongside will be required during loading provided initial positioning during berthing is done correctly.
-Normal waiting time to be alongside (Congestion)
Waiting time depends on vessel line up at transfer station and availability of material at station. At this time there is only 1 vessel loading at the station.
-Enroute time from pilot station to berth or anchorage
Your good vessel will arrive Boca Grande II transfer station (BGIITS) and anchor while waiting for instructions from station in order to berth. Once vessel is given berthing instructions docking pilot will be picked up at station via helicopter and board your good vessel. Docking maneuvers depending on weather should take approximately 2 hours agw, wp.
-Weather condition January/Febuary
Venezuela is located in a tropical region. At this time we are ongoing our dry season. However it is not uncommon to get random showers during our dry season. Dry season will see continue until around the months of April/May
-How many days taken by last agency’s last vessel vessel
Agency Last vessel to load at Boca Grande II Transfer Station took 7 days to complete loading operations and set sail to destination. She loaded approx. 150.00MT
General information of Boca Grande II Transfer Station.
Location: (LAT 90°56’04”N LONG 61°34’48”W) in Venezuelan territorial waters in Serpent's Mouth between Trinidad and delta of the Orinoco river.
The transfer station is fixed by a three legged permanent mooring system. To avoid interference with the mooring system, the export vessel shall not use her anchors in the area of a circle of 1,000 meters of diameter with center located at the bow of the transfer station.
Export vessels nominated shall have clear and unobstructed holds and shall be suitable for loading iron ore. Each vessel must be clean to receive iron ore on presentation at the transfer station for loading. Allowable dimensions as we mentioned previously are as follows:
· Maximum vessel height from waterline to top, or railing at vessel side, or top of hatch coamings: 17,20 meters.
· Maximum distance between centers of extreme holds: 216,00 meters.
· Maximum beam: 55,00 meters, if distance between centers of extreme hatches is less than 187,00 meters and 52,00 m, if distance is greater, up to 216,00 meters. Exceptions to these limitations to be considered on a case by case basis.
There are 2 shuttles that transfer material to TSBGII from Ferrominera Orinoco.
· Mv Rio Caroni
· Mv General Piar.
On average the each shuttle can transfer,
· Dry Season (October – May) ……. 40.000-50.000 MT (approx.)
· Rainy Season (May to September) ….. 50.000-60.000 MT (approx.)
Masters of vessels accepted to load at the transfer station shall give 72, 24, 12 and 6 hrs notice of E.T.A. To the transfer station via agent. Master shall send their cargo loading sequence via agent at least 24 hrs before E.T.A, who will pass a copy to master "Boca Grande". When the vessel is in all respects ready to load, a notice of readiness must be given at any time of day or night to the station, via vhf ch.16. Should the masters fail to give the above notices of the vessel's E.T.A. At the transfer station, they may be kept waiting for the same period as that of the longest notice required here and not given.
Vessels are advised to provide themselves with navigation charts No. USHO (DMA) 24390 and 196, and BA 481. Upon arrival at the transfer station area, vessels shall, unless otherwise instructed, anchor with at least 8 shots of chain in the water, in the vicinity of the station, anchorages areas suggested are between:
09-56-40 AND 09-57-30 N, 61-37-40 AND 61-38-45 W.
OR BETWEEN:
09-55-50 AND 09-57-30 N, 61-32-40 AND 61-34-40 W.
The ship will agree with the station on a vhf working channel for communication during loading, preferably ch.9. Masters shall take all the necessary measures to avoid by all means discharge or spillage of fuel or dirty ballast in the area. Masters shall assure dispatch of vessels by De-ballasting the vessels consistent with safety before arriving to load at the transfer station, consistent however with maximum vessel's air draft of 17,20 m. Export vessels arriving to load at the transfer station shall arrive only with ballast that can be safely discharged during a period of 24 running hours. Regarding ballast discharge, master of export vessels are requested to coordinate with the transfer station master.
According to Harbor Master’s Office the International Agreement for Control and Management of Ballast Water and Ship’s Sediments, 2004, and Directions for Control and Management of Ballast Water of Vessels, in order to reduce the minimum transfer of harmful aquatic organisms and pathogen agents all vessels that enter Venezuelan waters must change ballast at 200 NM off Venezuelan shore and at a depth of 200m. Otherwise which do not comply with this restriction can be subject to fine by National Institute of Aquatic Spaces (INEA).
Masters of vessels accepted shall be required to dock and undock their vessels in weather conditions considered safe by the master of transfer station; provided, however, that the responsibility for the safe and efficient execution of these operations shall always remain on the masters of export vessels.
Berthing tug assistance will not be available at the transfer station site. Therefore, the export vessel shall be required to berth alongside the transfer station without tug assistance.
The export vessel shall dock with her starboard side against the port side of the transfer station, separated by large pneumatic-type fenders attached to the transfer station. The export vessel shall be responsible for warping itself alongside the transfer station using its own winches/hawsers. Mooring hawsers shall be worked by powered winch drums and shall preferably be of synthetic fiber. If of wire, a nylon shock pendant, 30 m long, shall be provided on each hawser, with a soft eye on one end, and the other end connected via special shackle (tons berg or mandel shackle) to the steel wire. Normally, the shock pendant shall be outside the chock but, occasionally, it may be necessary to bring the special shackle link inside the chock, when hawser is slack, and then tension it. The mooring must be always acceptable to the transfer station master. Before contacting the fenders, the export vessel will receive instructions from the transfer station for proper fore and aft positioning to assure complete reach of the hatches by the ship loader boom.
It is the responsibility of the export vessel to pass suitable lines and any additional mooring lines as may become necessary under changing conditions and to attend all mooring lines to maintain the assigned fore and aft position of the vessel and to hold the vessel firmly against the fenders at all times.
T/s "Boca Grande" is located in abt. 30 m of water with good holding ground. Current and trade winds run constantly to the west, and the current may, at times, reach 5 knots. This greatly reduces vessels yawing. During the rainy season (May to September) the outflow from the macareo river may amplify the yawing which may then exceed 90 degrees. Tide effect is also present and is generally mild. However, when experienced, vessel's interaction may increase and the mooring watch must be particularly diligent at these times.
Vessels shall be ready to carry the docking maneuver to moor on the port side of the station, with enough lines distributed at the flwg manner:
" (7) GOOD BOW LINES AND (2) BREAST LINE ON THE FORECASTLE.
" (2) SPRING ON MAIN DECK FWD.
" (2) SPRING ON MAIN DECK AFT.
" (3) STERN LINES AND (1) BREAST LINE AFT.
" TTL OF 17 LINES.
Also assure that a good supply of heaving lines and messengers are available fore/aft and on the main deck where spring lines winches are located.
The standard mooring pattern will call for 2 headlines to be passed first, followed by forward springs, aft springs, fore breast lines. Always send ropes one by one and use long messenger lines as current and vessel's interaction makes this operation difficult some-times. This procedure and ropes arrangement may be changed by the docking master to better suit prevailing conditions. When deploying the moorings, try to avoid using the port bow fairleads because of the greater chafing and eventual parting of the lines. Always keep fairleads well covered with grease in the areas which are in contact with the lines. Once secured alongside, assure that a constant mooring watch is maintained, that all lines are evenly tight and properly trimmed. Readjustment of moorings may be required during loading process. If so, we suggest this be done in the morning and before the afternoon breezes. Final mooring arrangement must be in all respects acceptable to the station's master in accordance with instructions from the station's docking master.
The export vessel must use a docking pilot who will board the ship at serpent's mouth by helicopter. When instructed by t/s "Boca Grande" via vhf ch.16 or 9, please heave up your anchor, prepare to receive the docking pilot. You must assure a good line on port side where your combination ladder should be safely rigged at all times, in compliance with SOLAS regulations.
The export vessel's anchors are not to be used during the approach or berthing for maneuver due to the danger that they may foul the transfer station's mooring system.
Vessel must be aware that under certain circumstances it may be necessary for the vessel to be loaded directly from the shuttle vessel, as well as from the transfer station.
The transfer station employs gravity fed belt discharging system with final transfer cargo to the ocean vessel being via a traveling ship-loader with a 36m conveyor boom. The boom can be slewed outboard 100 degrees from the centerline and the ship-loader travel along the port side is 187m , eliminating the need for any shifting of the ocean vessel while loading. A weight meter is installed in the loading system to set up the bill of landing figures. No shifting alongside will be required during loading provided initial positioning during berthing is done correctly.
Arrival and departure drafts shall be submitted to master of transfer station prior to commence loading, these drafts among other important information shall be submitted in the form provided by the docking master (export vessel data) prior to the commencement of the maneuver. Master of export vessels must provide to the transfer station a copy of the loading sequence and the departure drafts prior to commence loading operations. T/s "Boca Grande'' delivers cargo at a working rate of 3.500mt/h – 4.000mt/h. Quantities are measured through a weight meter and double checks of quantities transferred are carried as a routine by deadweight and displacement surveys. Masters are requested to constantly watch their vessel's trim and draft to comply with relevant loading conditions, although swell and vessel's interaction may affect draft accuracy. In case of vessels completing operations in the afternoon hours, it is recommended that more attention is paid to observations. Water s.g. At serpent's mouth has a variation (that normally are between 1.008 and 1.022) and must be taken in consideration when taking draft readings. On vessels fitted with pneumatic draft gauges, these should be calibrated and used extensively.
Masters must be in permanent contact with ''Boca Grande", and request spot checks of quantities transshipped and transfer rates on hourly basis, all data to be logged accordingly, master, as ultimate responsible for their vessels, should carry out draft surveys according to Boca Grande instructions and maintain in all respects a constant watch in the vessel's load conditions (load, trim, draft, E.T.C.).
When at the end of the load operation, the figures of the transfer station weight meter and the export vessel's calculation differs, and some extra cargo is required ,the master shall pass his request in written, taking into consideration that bill of lading will be issued using transfer station figures.
For the entire operation vessel's engines should remain on immediate standby and a close watch must be kept on moorings, paying particular attention to chaffing points.
Tugboats: If vessel exceed Panamax size, two tugboats assistance will be required for berthing at the transfer station site due to regulations implemented by the harbor Master Office.
Visit from Authorities: The authorities will visit the vessel and will fly by helicopter from Puerto Ordaz.
Weather Condition In the event of bad weather it may be necessary to cease loading/top-off operations and separate, to prevent damage to vessels or to the station. The master of the t/s "Boca Grande" as coordinator will decide when to stop the operation, while the master has, of course, the ultimate responsibility for the safety of his vessel, he is urged to communicate and cooperate with the master of the t/s "Boca Grande" in any decision to suspend operations that should it prove necessary to separate.
Cargo Documents upon completion of loading, a bill of lading for the quantity transferred will be handed over for master's signature. This bill of lading will be prepared on the station and the quantity will be based upon her weight meter reading.
Statement of facts at transfer station to be issued and signed by seller and countersigned by master of export vessel or agent.
Drafts Surveys Must Be Carried Out During And After Completion Of Loading Conditions May Not Always Be Ideal For Readings Drafts, But All Efforts Shall Be Made To Read The Drafts Fore And Aft As Accurately As Possible.
When undocking, the use of an undocking pilot on board the export vessel is not required; undocking instructions will be given from the station. Unless otherwise arranged, it is expected that the export vessel depart from the transfer station after completion of loading and cargo documents have been accomplished.
Releasing and casting off the export vessel's mooring lines shall be under the direction of the transfer station.
Important notice!
Pls add our e-mail chartering at potephos.com to your circulation list.
If our messages not relevant to your business, please kindly notify us to remove your email by mail with “REMOVE” in subject.
--
Brgds,
Sergey Dmitrenko
Chartering Manager
Mob.: +38-095-839-29-54
Skype: potephos.chartering
On Behalf of "Potephos Shipping and Trading Limited"
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