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Início Praia Mole
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PRAIA MOLE PLACAS

Main Information:
Length 640 Mts
Max sailing draft 13,5 Mts
Air draft 12,70 Mts (in case o shore crane used)
Max Loa 242 Mts
Min free board 2,80 Mts
Port stock area 400.000 m2
Water density 1.023/1.025

Note: Vsl’s over 242 Mts subjected to port administration acceptance.

Port equipped with modern cranes being 5 gantry cranes with capacity of 40 Mt each and 03 rolling cranes with capacity of 25 Mt each.

Port consist in 3(three) berths.

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This document informs port details to be observed by all vessels expected to call Praia Mole Coal Terminal — it contains information and guidelines to assist ship's masters, owners, and agents of vessels. Terminal will not be responsible in case any omission on this document, that must be considered and a rough summary of port characteristics. Any doubt that may arise, please contact Terminal Management for clarification. This document aims providing Master of vessels calling Praia Mole Coal Terminal with relevant information for a safe operation. It has been prepared based on the best practices extracted from the BLU Code.

TERMINAL: Praia Mole Coal Terminal

Terminal is designed to discharge coal, coke and other similar cargoes Pier has 700m length, comprising Berth 1 and Berth 2, without physical separation between them. Shore equipment can travel the whole pier.

 

  • Maximum DWT:250.000mt
  • Maximum LOA:310,00m
  • Maximum BEAM:50,00m
  • Depth alongside:Berth 1 – 17,00m / Berth 2 – 18,00m
  • Operational draft in berth:Berth 1 – 16,00m / Berth 2 – 17,00m
  • Maximum safe draft at channel:20,00m + tide
  • Maximum safe draft at turning basin:15,50m + tide
  • Maximum vessel’s air draft:19,00 m (to the appendage platform on discharge crane)
  • Minimum freeboard:4,00 m
  • Minimum distance between cranes, masts, hoppers or any other structures:15,00 m
  • Minimum Hatches Dimensions:9.5 meters (length x width)

  • Air draft
  • means height from water level till top of hatch cover, to be observed at any time of the operations. Vessel is responsible for monitoring air draft and will be held responsible in case any collision of shore gears due to non observance of air draft restriction. Master to inform in casevessel has any other obstruction on deck, higher than hatch cover, that may be hit by shore gears.
  • Anchorage:
  • There is no inner anchorage. Outer anchorage is shown on nautical charts and may be confirmed / obtained from Pilot Station. Vessels are requested to move to a nearer anchorage as time for maneuver comes closer.
  • Bunkering:
  • supplied ex-barge by third party. Terminal is not responsible for scheduling time for delivery, which must match the time expected for loading operation. Bunker hoses will have to be disconnected and barge leaves the pier, three hours before time of pilot on board. Vessel will be unberthed regardless bunkering is completed.
  • Cargo figures:
  • draft survey
  • Cargo Plan:
  • When preparing cargo plan and discharging sequence, Master must have in mind that vessel may be ordered to maneuver to roads or to other berth at any time, so vessel must always be in condition to maneuver. In case vessel is unable to maneuver at any time due to BM/SF, vessel to be notified in advance.
  • Details of cargo equipment:
  • four gantry cranes fitted with grabs, able to travel the entire pier, thus, vessel can be discharged by 1, 2, 3 or 4 cranes at once.
  • Discharge rate average:
  • 30.000mt/day
  • Holds Cleaning procedures:
  • Terminal’s standard for condition of holds after discharge is SHOVEL CLEANING ONLY, NO SWEPT CLEANING
  • Pilotage and Towage:
  • are servants to the vessel, requested directly by agents, following regulation issued by Department of Navy. Vessel is responsible for damages to the terminal caused by Pilot/Tugs during maneuver.
  • Restrictions on ballasting:
  • to occur simultaneously to discharging, any interruption on discharging on account of ballasting will be on vessel’s account. Quality of ballast must follow MARPOL regulation or local regulation, the one is stricter.
  • System of access:
  • Vessel to provide safe means of access, thru accommodation ladder that
  • must be in good condition and fitted with appropriated safety net. If necessary, terminal will provide platform to link ladder and pier. Crew is responsible for monitoring condition and position of ladder and platform during portstay, especially due to differences of draft and tide. Access ladder must be already in position when vessel comes alongside, saving time to have shore people on board. Side vessel will come alongside to be checked with agents/pilot.
  • Working period:
  • 24 / 7 SHINC

 

Cargo Operations: when preparing discharge sequence, Master is requested to avoiding leaving most extreme holds (forwardmost and aftermost) to be operated on final steps. In order to improve terminal’s performance, we request Master to complete discharge of such hold during the standard steps of discharge.

Note on draft restriction: due to design of terminal, if there is a vessel at Berth 2, vessels scheduled to Berth 1 will have to maneuver on a draft of 13,50m + tide

- Note on air draft: crane’s boom is retracted during maneuver. If lowered to its operational position, height from water is 38,00m. The operational air draft of 19,00m is considered when measuring from water till an appendage platform installed on crane to prevent falling of cargo in the water. This appendage is also retractable but must be considered as a limitation during operation. Crew is also responsible to monitor and alert in case crane’s boom is lower than height of ship’s mast.