OGUENDJO TERMINAL PORT INFORMATION AND RULES

Transcription

1 PERENCO Oil & Gas Gabon - OGUENDJO TERMINAL Siège Social : Immeuble Soleil (Quartier Sablière) : B.P Libreville, GABON Tél. : (+241) Fax. : (241) RCCM Libreville : 2011 B11466 / N Statistique Libreville : D OGUENDJO TERMINAL PORT INFORMATION AND RULES Revised May 2012

2 TABLE OF CONTENTS Section 1 GENERAL 1.01 Official Address 1.02 Port Information and Rules 1.03 Oguendjo Oil Terminal Storage Vessel 1.04 Date of the Bill(s) of Lading 1.05 Delivered Quantities at Oguendjo Oil Terminal 1.06 Sampling at the Terminal 1.07 Terminal Port Charges 1.08 Location of Terminal Section 2 APPROACHES, NAVIGATIONAL AIDS AND LAND MARKS 2.01 Approaches, Navigational Aids and Land Marks to Oguendjo Terminal 3.01 Anchorage Area 3.02 Access Lane 3.03 Mooring Master Pick-up Zone 3.04 Terminal Safety Zone Section 3 APPROACH TO TERMINAL 4.01 Loading Berth 4.02 Mooring Facilities 4.03 Loading Rate 4.04 Company Facilities Section 4 TERMINAL FACILITIES1 Section 5 MOORING AND BERTHING 5.01 Mooring Master 5.02 Vessels Gear 5.03 Mooring Operations 5.04 Vessels Alertness 5.05 Services and Facilities provided by the Company Section 6

3 DISPOSAL OF BALLAST 6.01 Precautions and Rules 6.02 Loading and Deballasting Simultaneously Section 7 LOADING AND HOSES LIFTING 7.01 Berthing 7.02 Hoses Connection 7.03 Loading Readiness and Arrival Time 7.04 Responsibility 7.05 Oil Valve Control 7.06 Emergency Signal 7.07 Code Flag 7.08 Terminal Stops 8.01 Safety 9.01 Security Section 8 SAFETY Section 9 SECURITY Section 10 PORT REGULATIONS Documents Flag Repairs Government Officials Quarantine Regulations Consulates Shore Leave and Crew Change Visitors Marine Survey and Cargo Inspection Services Supplies Emergency Medical Assistance Agency Contraband Garbage

4 Section 11 COMMUNICATIONS Initial Radio Communications Notice of Arrival Ship-to-Terminal Communications Radio Watches General Climate Weather Data Summary Winds Tides Currents Seas Section 12 ENVIRONMENT

5 APPENDICES 1. Conditions of Use of Terminal and Services 2. Terminal Information and Rules 3. General Safety Requirements 4. Specific Safety Requirements 5. Fire Regulations and Smoking Restrictions 6. Lifting Vessel Safety Check List 7. Employment of Tugs ILLUSTRATIONS A Area of Oguendjo Oil Terminal B Oguendjo Oil Terminal Facilities Layout C Mooring Arrangement D Mooring Arrangement E Hose Pick-up Arrangement F Hose Pick-up Arrangement G Hose Pick-up Arrangement H Hose Pick-up Arrangement I Hose Pick-up Arrangement

6 Section 1 GENERAL 1.01 OFFICIAL ADDRESS PERENCO OIL & GAS GABON P.O. Box 780 Port Gentil Republic of Gabon Phone : (241) /2/3 (33-1) Fax : (241) lhannecart@ga.perenco.com bduterage@ga.perenco.com clandou@ga.perenco.com 1.02 PORT INFORMATION AND RULES Oguendjo Oil Terminal is operated by PERENCO OIL & GAS G ABON. (hereinafter referred to as the Company ) and is operated 24 hours a day, seven days a week, weather and other circumstances permitting. Vessels are loaded and unmoored at any hour, weather and other circumstances permitting. Vessels are moored during daylight hours only, weather and other circumstances permitting. No mooring operations shall start after 15:00 local time. This booklet is intended to acquaint Owners, Charterers and Masters of Vessels calling at the open and unsheltered waters of Oguendjo Oil Terminal with some details at the general conditions, facilities and availability of services at Oguendjo Oil Terminal. The data herein contained is believed to be accurate at the time of issue, but in some cases such data is based upon sources the accuracy of which cannot be guaranteed, and the Company assumes no responsibility thereof or for the consequence of the use of any information contained in this booklet for any purpose whatsoever OGUENDJO OIL TERMINAL STORAGE VESSEL Oguendjo Terminal Storage Vessel is FERNAN VAZ. First part of Inmarsat and telex numbers is determined by the satellite zone. Phone numbers : V-SAT Mini-M Portable FERNAN VAZ : fernanvaz@ga.perenco.com

7 1.04 DATE OF THE BILL(s) OF LADING Loading is completed and laytime ceased to count on disconnection of the loading hoses. The date of each Bill of Lading will be the date at the time of the disconnection of the loading hoses DELIVERED QUANTITIES AT OGUENDJO OIL TERMINAL All quantities of crude oil delivered at the Oguendjo Oil Terminal are measured and recorded by the in tank Terminal measurement facilities. It has to be noted that Oguendjo Terminal could deliver 2 crudes: the Oguendjo Blend Oil and the Olende Blend Oil. Both cargoes are subject to same Terminal rules, and are extracted from various oil reservoirs in the area. They do not have the same characteristics, but none are refined. Consequently the term crude oil is to apply all along these regulations to represent one or the other crude available. Delivered quantities reported on the Bills of Lading and the Certificates of Quantity are the quantities calculated with the in tank Terminal measurement facilities These measurements are witnessed by an Independent Petroleum Inspector SAMPLING AT THE TERMINAL A composite sample is taken from all discharged tanks of the FSO ''FERNAN VAZ'', this sample follows the API and ASTM recommendations ASTM D Samples analyses are done at the Terminal facilities and laboratories. These analyses follow the API and ASTM recommendations. Analyses are the following: API gravity 60 F Reid Vapour Pressure BS&W Volume NaCl Content (ASTM D ) (ASTM D323-99) (ASTM D ) (ASTM D ) (For Oguendjo Blend Oil only) Every sample analysis is attended by an Independent Petroleum Inspector. Crude oil characteristics determined at the Terminal and approved by Surveyors are the only data taken into account by the Company for the determination of the official quantity and quality of crude oil delivered.

8 1.07 TERMINAL PORT CHARGES The Company does not pay any charges or dues for and on behalf of Lifting Vessels calling at Oguendjo Oil Terminal, and any questions concerning any such charges or dues should be handled through the Vessel s Agent. The Company charges the Lifting Vessel, for the use of the Oguendjo Oil Terminal, port charges of 0.27 dollar per net barrel loaded. The delivered net quantity to take in account is the one reported on each Bill of Lading LOCATION OF TERMINAL Oguendjo Oil Terminal is located in the territorial waters of the Republic of Gabon and consists of: (1) Production Platform B, located offshore in coordinates latitude S and longitude E, and Production Platform C, located offshore in coordinates latitude S and longitude E; (2) an offshore loading berth composed primarily of a floating storage vessel Fernan Vaz, permanently moored by a 12-anchors and chains mooring system, and (3) a submarine pipeline which runs from Production Platform B to the floating Storage Vessel. The floating Storage Vessel is located southwest of Port Gentil in approximately 28 metres of water depth, and is situated in open and unsheltered waters approximately 9.8 miles off the coast in coordinates latitude S and longitude E (see Figure A ).

9 Section 2 APPROACHES, NAVIGATIONAL AIDS AND LANDMARKS 2.01 APPROACHES, NAVIGATIONAL AIDS AND LANDMARKS TO OGUENDJO TERMINAL Vessels are referred to the appropriate Hydrographic Office publications, Admiralty publications and official charts for the approaches, navigational aids and landmarks to Oguendjo Oil Terminal, which is located at the coordinates set forth elsewhere herein. Caution however is required when navigating near Oguendjo Oil Terminal, since oil installations and marine activities may be encountered, and mariners are recommended to pass to seaward of all such area and are advised not to anchor or fish in the vicinity of such oil installations or their pipelines. Mariners are specifically cautioned that an oil wells area exists south-southwest of Port Gentil and all navigation is restricted in the area within a line joining the following positions: S and E; S and E; S and E; S and E; S and E (see Figure A ).

10 3.01 ANCHORAGE AREA Section 3 APPROACH TO TERMINAL The customary anchorage area for Vessels awaiting the loading berth at Oguendjo Oil Terminal is a rectangular area with the following coordinates: S and E, S and E, S and E; S and E, and with its center located about 14 miles south-southeast of the loading berth in position S and E (see Figure A ). Anchorage within the restricted area referred to in Section 2.01 above is prohibited unless otherwise designated by the Company or the Mooring Master ACCESS LANE The access lane from the customary anchorage to Oguendjo Oil Terminal is an area approximately 1.7 miles in width and with axis which runs from the anchorage area for approximately 12 miles in a direction of 325 true to the Mooring Master pick-up zone (see Figure A ) MOORING MASTER PICK-UP ZONE The Mooring Master pick-up zone is 2 (two) miles south of platform C : S, E. Following receipt of instructions from the Company or the Mooring Master, a Lifting Vessel should proceed from the anchorage area through the access lane to the Mooring Master pick-up zone, where the Lifting Vessel will be boarded by the Company Mooring Master to temporarily anchor to await permission to enter the loading berth (see figure A ) TERMINAL SAFETY ZONE Lifting Vessels are prohibited from navigating within the safety zone at Oguendjo Oil Terminal at any time unless the Mooring Master is on board. The safety zone is bounded by lines connecting the following points: Point Latitude (South) Longitude (East) A B C D E F (See Figure A ).

11 Section 4 TERMINAL FACILITIES 4.01 LOADING BERTH Lifting Vessels are loaded by means of two floating cargo hoses, which run from the floating Storage Vessel to the Lifting Vessel. The floating Storage Vessel is loaded by means of submarine pipelines, which run from Production Platform B to the floating Storage Vessel. The maximum draft allowed for Lifting Vessels at the loading berth is 18.3 meters (see Figure B ) MOORING FACILITIES The floating Storage Vessel is permanently affixed by a 12-anchors and chains mooring system. Lifting Vessels are moored from their bow to the bow of the floating Storage Vessel by means of a Terminal supplied 16-inch braided mooring hawser. Upon the completion of mooring, the mooring hawser will run from the bow of the floating Storage Vessel to the bow of the Lifting Vessel and will allow about 100 meters of water to separate the bow of the two Vessels. The loading berth will accept Vessels up to 170,000 DWT, with displacement not to exceed 200,000 tons. The floating Storage Vessel is equipped with U-Morse light signal and a red light (360 ) displayed on its mast RATE OF LOADING The crude oil flow is by pumps and the maximum crude oil loading rate for Lifting Vessels using two 16-inch cargo hoses is approximately 48,000 barrels per hour or approximately 7,600 cubic meters per hour. In order to save Vessel time and make the loading berth available for other Lifting Vessels, it is requested that clean ballast be pumped as fast as possible and that Lifting Vessels receive oil as fast as it can be delivered, with both operations having due regard for safety; it is also requested that any impediment (such as Ys, strainers or mud boxes) to the flow of crude oil into the Lifting Vessel, be removed before the arrival of the Lifting Vessel at the loading berth COMPANY FACILITIES The Company administrative offices are located in Port Gentil. The Company Terminal offices, storage facilities and laboratory for testing stock are located onboard the floating Storage Vessel at the loading berth.

12 5.01 MOORING MASTER Section 5 MOORING AND BERTHING Lifting Vessels to be moored at the loading berth will be boarded by a Mooring Master at the Mooring Master pick-up zone (see figure A ). The Mooring Master will be provided by the Company. Lifting Vessels will not be allowed to approach to or depart from the loading berth without the assistance of the Company designated Mooring Master. The Mooring Master will advise the Lifting Vessel personnel on the approaches to the loading berth; the operations of mooring and unmooring; the raising, connecting, disconnecting and lowering of the floating cargo hoses and in all other operations within the loading berth area. The Mooring Master will be in direct charge to the portable VHF radiotelephone, and all ship-to-tugs and ship-tolaunch communications will be by portable VHF radiotelephone. The Lifting Vessels Oil Record Book shall be made available for inspection by the Mooring Master upon his arrival at the Lifting Vessel. All manoeuvring of Lifting Vessels within the loading berth area shall be performed by the Lifting Vessel personnel as directed by the Lifting Vessel Officer-in-Charge and in accordance with the procedure advised by the Mooring Master, and subject to the understanding that in all cases and circumstances the Master of the Lifting Vessel being manoeuvred shall remain solely responsible on behalf of the Lifting Vessel Owners for the safety and proper manoeuvring of the Lifting Vessel. The Lifting Vessel Master or a licensed Deck Officer must be on the bridge at all times while Lifting Vessels are manoeuvring. Lifting Vessels are required to have a clean and efficient pilot ladder fitted with spreaders and manropes, safely and securely rigged, ready for the Mooring Master to embark and disembark on the starboard side of the Lifting Vessel, and of sufficient length to reach the Mooring Master launch. If at night, adequate lighting must be rigged over the side for the Mooring Master to approach or depart from the starboard side of the Lifting Vessel and to use the pilot ladder safely. A lifebuoy with safety line and selfigniting light together with a rope messenger for the Mooring Master bag shall also be available at the pilot ladder head. Lifting Vessels shall afford a good weather lee and shall reduce speed as directed by the Mooring Master in order to effect the safe embarkation or disembarkation of the Mooring Master. Whenever, as in the case of large Lifting Vessel in light condition, the freeboard exceeds 9 metres, the accommodation ladder shall also be used in conjunction with the pilot ladder and shall be lowered to about 3.6 meters above the water, with the pilot ladder rigged immediately adjacent to the bottom platform of the accommodation ladder. A mechanical hoist of an approved pattern shall be considered an acceptable alternative to a conventional pilot ladder for use in conjunction with the accommodation ladder, but a mechanical hoist whose operation relies upon a single wire shall not be considered of an approved pattern. The rigging of the pilot ladder for the embarkation and disembarkation of the Mooring Master shall be supervised by a licensed Officer of the Lifting Vessel, and shall be positioned so that the ladder is well clear of any overboard discharge, and so that each step of the ladder rests securely against the

13 Lifting Vessels side. If, in the opinion of the Mooring Master, the pilot ladder is not safe, the Mooring Master may refuse to board the Lifting Vessel, and any delay caused by such refusal shall be for the Lifting Vessel account. Lifting Vessels shall provide food for the Mooring Master while on board the Lifting Vessel and shall accommodate the Mooring Master in the pilot cabin. Should the Lifting Vessels not be equipped with a pilot cabin, the Mooring Master shall be accommodated in a cabin equivalent to that required for an Officer on the Lifting Vessel. The Mooring Master shall have access to the bridge and/or central area of the Lifting Vessel and such areas shall not be locked or otherwise arranged to prevent immediate entry at any time by the Mooring Master. The services of the Mooring Master are provided upon the expressed understanding and condition that when any Mooring Master furnished or designated by the Company goes on board the Lifting Vessel for the purposes of assisting the Lifting Vessel, he becomes, for such purposes, the servant of the Owners of the Lifting Vessel. Neither the Company nor the Mooring Master s employer shall be liable for any damage or injury which may result from the advice or assistance given or made by such Mooring Master or from this acts while on board or in the vicinity of any such assisted Lifting Vessel VESSEL S GEAR Prior to the arrival of any Lifting Vessel at the loading berth, the derrick/crane of the Lifting Vessel should be up and ready on port side to lift the hoses connection tool box on board the Lifting Vessel. The Lifting Vessel must be equipped on the forecastle head with all equipment recommended in the latest OCIMF publication on Standards for Equipment Recommended for Employment in the Mooring of Ships at Single Point Moorings. The Smit bracket or chain stopper shall be free, open and greased, and a large coil of messenger line with sledgehammer and other necessary tools for mooring must be available. The warping winches or windlass should be in good working order and conditions at all times while at the loading berth, and must be adequate to handle mooring lines under heavy strain, and efficient stoppers must be readily available to hang off the mooring line and transfer same from the winch to the bitts. On the port side of the lifting vessel manifold there must be equipment rated by an approved Classification Society and capable of lifting the floating cargo hoses safely and efficiently, a 6 ton lift minimum, from the sea surface over the port rail to the Lifting Vessel manifold. If, in the opinion of the Mooring Master, the Lifting Vessel is not equipped with adequate mooring or loading facilities or lines or gear, the Mooring Master must so inform the Lifting Vessel Master, and in such event the Lifting Vessel will not be brought into the loading berth until the facilities or lines or gear are deemed satisfactory by the Mooring Master MOORING OPERATIONS The Company will provide a mooring launch and assist tugs to assist in the mooring and unmooring of the Lifting Vessel. The mooring launch and assist tugs will be based at the loading berth and will operate under the direct control of the Mooring Master. When the Lifting Vessel proceeds to within a reasonable distance from the loading berth and upon advice from the Mooring Master, the messenger line of Lifting Vessel will be lowered to the mooring launch, where it will be secured to the messenger line

14 connected to one eight-inch circumference pick-up rope. The Mooring Master will advise the Lifting Vessel to heave in the rope until the chafing chain located at the end of the pick-up rope comes aboard. This chafing chain will be secured to the Lifting Vessel Smit Bracket or chain stopper in such a manner that the Terminal supplied 100 metres long braided nylon mooring hawser, which is affixed to the opposite end of the chafing chain, will remain outside the Lifting Vessel, thereby allowing the chafing effect at the fairlead of the Lifting Vessel to be taken by the chafing chain. All mooring details in the sequence of movements shall be directed by the Lifting Vessel Officer-in-charge following consultation with the Mooring Master. When the mooring operations have been completed, fire wires should be secured to the Lifting Vessel bitts, and one fire wire led out of the bow and one fire wire led out of the stern of the Lifting Vessel starboard side. The fire wires should be of at least such a length that the eyes will be approximately 1.8 metres above the surface of the water at all times so that they can be readily available to a tug in case of an emergency VESSEL ALERTNESS The loading berth is in open and unsheltered waters and the mooring is a flexible system; therefore, from the time the Mooring Master boards the Lifting Vessel until the Lifting Vessel has loaded her cargo and the Mooring Master has disembarked, full power must be available at all times on all deck winches and windlass and other gear of the Lifting Vessel. The Lifting Vessel engines, steering gear and other efficient manoeuvring equipment must likewise be maintained in constant readiness with full power for immediate use, so as to allow the Lifting Vessel to manoeuvre in order to avoid a possible collision with the floating Storage Vessel, or so as to allow the Lifting Vessel to depart from the loading berth at any time following a request by the Mooring Master or the Company to do so. The Lifting Vessel personnel should be at their stations and alert at all times during mooring, unmooring, hose handling and cargo loading operations. Where Lifting Vessels are equipped with an electric clutch control to the propeller shaft, such Lifting Vessels must disconnect the electrical clutch control and the manual clutch control so that there will be no possibility of the engine engaging the propeller shaft while the Lifting Vessel is moored. Where Lifting Vessels are turbine vessels and are required to turn their propellers, such Lifting Vessel must turn such propellers in reverse motion. A constant watch in the engine room, engine control room, cargo control room and on the bridge shall be provided at all times aboard any Lifting Vessel while at or in the vicinity of the loading berth SERVICES AND FACILITIES PROVIDED BY THE COMPANY All equipment, services and facilities provided by the Company, including Mooring Master, Loading master mooring launch, assist tugs, berthing equipment, or floating Storage Vessel are provided at the Lifting Vessel risk. The provision of such services and facilities by the Company shall not be construed to be or give rise to a personal contract and the Company and any launch, tug or floating storage vessel which the Company may furnish shall be entitled to limit liability in accordance with the Merchant Shipping Acts of the United Kingdom.

15 6.01 PRECAUTIONS AND RULES Section 6 DISPOSAL OF BALLAST There are no facilities for the offloading of dirty ballast, but clean oil-free ballast may be discharged overboard from the Lifting Vessel. It is the responsibility of the Master of the Lifting Vessel to see that no oil (crude, bunker, diesel, bunker C, slops, residues, contaminated ballast water, or oily bilge water) is pumped or spilled overboard from the Lifting Vessel. All deck scuppers must be plugged tight and adequate drip pans with sand and sawdust must be provided where necessary on deck for use at all limes, especially when disconnecting hoses, in order to prevent any such loss of oil overboard. The waters in and adjacent to the loading berth must not be polluted, and only clean oilfree ballast may be discharged inside of a line running 50 miles from and parallel to the coastline of the Republic of Gabon. The discharge of oil mixtures from Lifting Vessels while enroute to Oguendjo Oil Terminal is prohibited except when the following conditions are all satisfied: (1) the instantaneous rate of discharge of oil content of the oily mixture does not exceed 60 litres per mile; (2) the total quantity of oil discharged on the ballast voyage does not exceed that quantity permitted by the International Convention for the Prevention of Pollution from Ships 1973 as modified by the Protocol of 1978 related thereto, and (3) the Lifting Vessel is more than 50 miles from the nearest point of the coastline of the Republic of Gabon. Masters are warned that when disposing of dirty ballast or bilge water 50 miles or more from the coastline of the Republic of Gabon, all pipelines, sea suctions, strainers and pumps which are later to be used to discharge clean ballast, must be flushed clean, so that there will be no chance of even a small amount of pollution when the clean ballast is pumped overboard. Lifting Vessels must have sufficient ballast for safe manoeuvring and, where practicable, should arrive at the loading berth properly trimmed and with the propeller completely submerged. The Mooring Master may refuse to permit the mooring of any Lifting Vessel not in compliance with these requirements until the Vessel takes on sufficient ballast and/or alters her trim to meet these requirements. As soon as practicable after arrival, Lifting Vessel tanks will be inspected for evidence of oil in ballast, and during the discharge of ballast a similar inspection will take place. If evidence of oil appears at either of these inspections, the Lifting Vessel must vacate the loading berth and discharge such dirty ballast elsewhere as permitted. Any Lifting Vessel required to vacate the loading berth for the purpose of discharging dirty ballast, cleaning tanks or for any similar reason, automatically nullifies any Notice of Readiness already tendered, and at the same time loses any priority held for loading. Lifting Vessels must tender a new Notice of Readiness upon their return, and the Lifting

16 Vessel will be tendered for loading upon the Company acceptance of the new Notice of Readiness. Lifting Vessels must keep a constant watch on the side of the Lifting Vessel from which clean ballast is being discharged for any indication of water discoloration or oil sheen. Discharge of ballast must be immediately suspended should there be any indication of discoloration or sheen, and the Mooring Master shall be immediately informed of such. An investigation of any such discoloration or sheen shall be carried out by the Lifting Vessel and the findings reported to the Mooring Master. Discharging shall not resume without permission of the Mooring Master. If, during any inspection, or during the process of loading, it is revealed that a Lifting Vessel tank is not oil-tight, the Lifting Vessel will be rejected by the Mooring Master and refused further loading until satisfactory evidence of effective repairs is submitted and the Lifting Vessel is duly certified by Lloyds Register of Shipping, American Bureau of Shipping or another similar recognized Classification Society. In addition to the lights usually displayed, Lifting Vessels are required to illuminate the Lifting Vessel and the waters around the Lifting Vessel with all available and suitable searchlights and floodlights during the discharge of clean ballast and the loading of crude oil during the hours of darkness and restricted visibility. Such illumination must be to the satisfaction of the Mooring Master and must be undertaken so as to assist in the loading operations and in order that any oil on the surface of the sea may be readily detected and appropriate action taken. Lifting Vessels unable to illuminate the sea satisfactorily may not discharge ballast or engage in the loading of crude oil during the hours of darkness, and any such delay shall be for the account of the Lifting Vessel LOADING AND DEBALLASTING SIMULTANEOUSLY Lifting Vessels equipped with a separate system of ballast tanks will be allowed to discharge clean ballast and load oil simultaneously, providing that the approval of the Mooring Master is first obtained.

17 Section 7 LOADING AND HOSE LIFTING 7.01 BERTHING Tenders to load crude oil will normally be accepted and the loading berth will be assigned to a Lifting Vessel in the order of its arrival, provided the Lifting Vessel has a nomination for crude oil valid at the time and is in all respects equipped and ready to moor. In the event that mooring is delayed on account of weather, the Lifting Vessel will keep its position in line. Should the Lifting Vessel be required to leave the area on account of weather, the Lifting Vessel should keep in radio contact with Oguendjo Oil Terminal in order to make the Lifting Vessel available as soon as the weather moderates. The Company reserves the right to load Lifting Vessels out of turn following the return of good weather, to the extent that such loading out of turn does not materially delay the loading of other Lifting Vessels in line. For example, should weather make it necessary for a specific Lifting Vessel waiting at the loading berth or at the anchorage to vacate the area, the Company may load another Lifting Vessel which arrived at the anchorage after the specific Lifting Vessel, but before the return of the specific Vessel which was waiting in line ahead of the other Lifting Vessel CONNECTING HOSES After the Lifting Vessel has been securely moored, the floating cargo hoses will be hoisted to the Lifting Vessel port side rail amidships by the Lifting Vessel equipment. The floating cargo hoses are two 16-inch diameter floating hoses, about 330 meters in length, fitted with a 16'' 150 ASA camlock coupling flange for connection to the Vessel manifolds. The Lifting Vessel should have adapters and fittings on board so as to enable such floating cargo hoses to be connected to the Lifting Vessel manifolds. The raising, connecting, disconnecting and lowering of the floating cargo hoses will be performed by the Lifting Vessel crew as directed by the Lifting Vessel Officer-in-charge who must be present at all times during such operations, and in accordance with the procedures advised by the Mooring Master, who will remain on board as Loading Master during the entire time the Lifting Vessel is at the loading berth. Particular care should be taken during all such hoses operations to avoid damage to the floating cargo hoses and their lifting fittings. (See Figures E, F, G, H and I ).

18 7.03 LOADING READINESS AND ARRIVAL TIME Upon the arrival of the Lifting Vessel at the customary anchorage for the loading berth, the Master or his Agent shall give the Company notice by letter, , or telephone that the Lifting Vessel is ready to load. The Notice of Readiness will be accepted only between the hours of 06:00 and 15:00 local time, but will not be accepted at anytime when Oguendjo Oil Terminal is closed. The Notice of Readiness will be accepted if it is tendered at the mooring Master pick-up zone between the hours of 06:00 and 15:00 local time by the hand of the master. A notice of readiness will not be accepted by . Laytime shall commence upon the expiration of 6 (six) hours following the acceptance of such Notice by the Company provided that the Lifting Vessel has been nominated to load cargo and the Terminal holds such cargo nomination, and further provided that the Mooring Master has deemed the Lifting Vessel to be in all respects ready to moor and load. If, however, the Lifting Vessel is moved to the loading berth without delay after having arrived at any time, and the Lifting Vessel is in all respects ready to moor and load in the opinion of the Mooring Master, the Notice of Readiness will be accepted at the time of all fast to the berth. Laytime shall continue until the floating cargo hoses have been disconnected from the Lifting Vessel manifolds RESPONSIBILITY The loading Master will be provided by the Company. Prior to the commencement of any cargo loading operation, the Loading Master and the Officer-in-charge of the loading operations for the Lifting Vessel shall engage in a pre-loading conference to formulate a loading plan, and to ensure that the Lifting Vessel is in all respects ready to load. No cargo loading shall take place without the permission of the Loading Master, which permission shall not be given until the pre-loading conference and the Lifting Vessel Check List, which appears at Appendix II of this booklet, have been completed. The Lifting Vessel Master shall remain responsible for the safety of the Lifting Vessel and all operations on board the Lifting Vessel at all times. The Loading Master will advise the Officer-in-charge of the loading operations for the Lifting Vessel with respect to the loading pressures and hazards, but the Loading Master will not direct any aspect of the loading except as may be necessary to protect the loading berth and related facilities and equipment. The operation of the Lifting Vessel valves is the direct responsibility of Lifting Vessel personnel. The Loading Master shall have the right to suspend cargo loading operations or to require the Lifting Vessel to unmoor and depart from the loading berth at any time when the mooring plan, pre-loading plan or the safety requirements and regulations set forth herein are not being followed by the Lifting Vessel, or at any time the Loading Master believes or becomes aware of the existence of any other reason which in his opinion shall require the suspension of the mooring or the loading of the Lifting Vessel.

19 7.05 OIL VALVE CONTROL The incoming oil stream is controlled on the floating Storage Vessel and the Lifting Vessel valves must not be closed against the incoming oil stream. Such a procedure creates an excessive pressure, which may damage the hoses or other Terminal facilities, and could result in a pollution incident. Lifting Vessels will be held legally responsible for any damage resulting form the Lifting Vessel failure to observe this precaution. Frequent checks of the cargo loading must be made by Lifting Vessel personnel during the loading operations so that a reduction in the loading rate, before topping of the final tank or tanks, may be arranged through the Mooring Master by the Officer-in-charge of the loading operations for the Lifting Vessel. A normal standby warning should be given about 30 minutes before the shut down of the loading operations. Upon the request from a Lifting Vessel to shut down the loading operations, a minimum of 3 minutes will be normally required to stop the flow of crude oil. Lifting Vessel personnel shall be responsible of the call to stop the loading of the Lifting Vessel. When cargo has ceased to flow, the valves on the floating Storage Vessel will be closed and the Lifting Vessel manifold valves may then be closed EMERGENCY SIGNAL The emergency signal employed at Oguendjo Oil Terminal shall be the continuous blast on the vessel whistle. Should normal ship-to-terminal communications fail, the emergency signal must be sounded by the Lifting Vessel. Steam or air should never be shut off from the whistle of the Lifting Vessel during loading. Whenever the emergency whistle signal is used, the tugs will be summoned to standby and all loading operations will be shut down until communications can be established with the Vessel giving the signal. For this reason, it is requested that Lifting Vessels in the area refrain from using their whistles for other than essential purposes, and that the use of the continuous blast whistle signal be reserved for emergency purposes only. All crewmembers that stand a deck watch during the transfer of crude oil are expected to know the emergency shutdown signal CODE FLAG During all cargo loading operations, the International Code flag B shall be displayed from a topmast signal halyard during daylight hours, and a red light shall be displayed during the hours of darkness. The red light should be of a character as to be visible at a distance of at least 2 (two) miles, and show an unbroken light around the horizon TERMINAL STOPS Request for the Terminal to stop the flow of crude oil at a predetermined quantity must be made in writing to the Company and will be deemed to include the statement and understanding that the Company will not be responsible for (1) any errors, costs or claims arising from such request and (2) any crude oil loaded in excess of that requested will not be pumped back aboard the floating Storage Vessel. Some delays in stopping the flow of crude oil always incurred when such a stop request is made.

20 Section 8 SAFETY 8.01 SAFETY The Lifting Vessel personnel are responsible for the safety of the Lifting Vessel and themselves, and shall take all necessary precautions, whether or not so advised by the Company or the Mooring Master and/or the Loading Master, having in mind the hazards of the loading operation, the cargo being handled, the weather conditions and any other circumstances requiring special care of caution. The Lifting Vessel personnel shall also adhere to all safety precautions generally followed in the marine industry, as well as all requirements and regulations set forth in this booklet and the latest applicable chapters of the OCIMF Ship to Ship Transfer Guide. The disregard by the Lifting Vessel Master, Officers or crew of any safety precautions, requirements and regulations imposed by the Company will be considered a just cause for rejection of the Lifting Vessel, and all expenses related thereto shall be for the Lifting Vessel account. While the Lifting Vessel is moored or within the vicinity of the loading berth, the Lifting Vessel personnel and the Lifting Vessel operations must comply or be in accordance with the following safety requirements: (A) all ports opening onto the decks of the Lifting Vessel are to be kept closed during cargo loading operations, and all doors opened for access other than the pumproom doors must be closed immediately after use; (B) smoking is strictly prohibited on board the Lifting Vessel and on the loading berth, except in those areas designated by the Master as smoking areas. No areas outside of the accommodation areas shall be so designated. The Master is responsible for ensuring that all Lifting Vessel personnel are informed of the designated smoking areas and shall post suitable notices regarding same. The Mooring Master may request the Master of the Lifting Vessel to further limit the Lifting Vessel NO SMOKING areas as conditions warrant. Matches and lighters for personal use shall not be carried while outside the designated smoking areas and personnel shall be so instructed. The Master of the Lifting Vessel shall instruct the Officers and crew of the lifting vessel not to throw lighted cigars or cigarettes overside or out of portholes. There may be occasions when smoking would be entirely prohibited; (C) the use of portable lamps, naked lights or electrical equipment or extension cords is prohibited, and only approved intrinsically safe self-contained flashlights are permitted on deck; (D) ventilators must be trimmed so as to exclude flammable gases entering the area, and if this cannot be done the ventilators must be completely closed; (E) the Lifting Vessel engines, steering gear and other essential manoeuvring equipment and deck machinery must remain ready with full power for immediate use to permit the Lifting Vessel to clear the area upon instruction from the Company or the Mooring Master to do so;

21 (F) window type air conditioners must be disconnected from their power source and not used unless a certificate can be produced from a recognized Authority to show that the unit is safe to operate in flammable gas areas. Should central air conditioning be in use, it must be on a recirculation mode; (G) the Lifting Vessel main radio and radar equipment must not be energized while the Lifting Vessel is handling cargo or ballast. The use of intrinsically safe VHF radios for cargo handling and safety operations is permitted; (H) a continuous and efficient fire watch must be maintained on deck and in the engine room at all times. The Lifting Vessel fire fighting equipment shall be ready for instant use at all times, and portable fire extinguishers must be on standby at the manifold station. Fire hoses of sufficient length to reach all parts of the Lifting Vessel must be laid out and connected to hydrants and there must be full pressure on the deck line; (I) recommendations contained in the latest OCIMF Ship to Ship Transfer Guide and in the ICS International Safety Guide for Oil Tankers and Terminals covering the loading and discharging of tankers shall be strictly followed at all times; (J) the only open flames allowed while the Lifting Vessel is at the loading berth are those in the Lifting Vessel boilers and galley equipment. Sufficient fire extinguishers must always be provided near the galley and boilers; (K) burners, tubes, uptakes, exhaust manifolds and spark arresters shall be maintained in good working order and kept clean. Funnel uptakes and boiler tubes shall not be blown while the Lifting Vessel is at the loading berth. Highly volatile cleaning solvents shall not be used in the engine room for any purpose whatsoever while the Lifting Vessel is at the loading berth; (L) in the event of fire breaking out on any part of the Lifting Vessel, however minor the fire may be, the fire alarm must be given immediately. The fire alarm will consist of a succession of long blasts on the Lifting Vessel whistle together with a rapid and continuous ringing of the Lifting Vessel bells; (M) not less than one licensed Deck Officer and three seamen shall be on duty, alert, available and in charge of the operations on deck at all times while the Lifting Vessel is at the loading berth; (N) not less than one Engineer shall be on duty, alert, available and in charge of the Engine Room at all times while the Lifting Vessel is at the loading berth; (O) a member of the Lifting Vessel crew, not one involved in any way with the loading operation, must be stationed on the bow of the Lifting Vessel while the Lifting Vessel is at the loading berth, and a constant watch must be maintained on the moorings; (P) a licensed Deck Officer of the Lifting Vessel, not one involved in any way with the loading operation, must be on watch and stationed on the bridge of the Lifting Vessel while the Lifting Vessel is at the loading berth;

22 (Q) during the discharge of clean ballast and the loading of crude oil, the Lifting Vessel and Storage Vessel and the waters around the Lifting Vessel and the Storage Vessel must be illuminated during the hours of darkness or limited visibility with all available and suitable searchlights and floodlights; (R) before the floating cargo hoses are brought on board the Lifting Vessel, all deck scuppers must be plugged tight and adequate drip pans with sand and sawdust must be provided where necessary on deck for use of all times. The deck scuppers must remain plugged until the floating cargo hoses have been disconnected. All other materials necessary to clean up oil spillage on deck must be on hand for immediate use; (S) all unused bunker connections, cargo connections and Lifting Vessel manifolds must be fitted with fully bolted blank flanges, including the stern discharge line if fitted; (T) all cargo tank hatch covers and ullage or sighting port covers are to be kept closed (not secured) except where tanks are to be hand sampled or hand ullaged, in which case the ullage opening may be opened to sample or ullage the cargo; (U) all cargo and ballast operations shall be suspended during electrical storms in the vicinity of the Lifting Vessel; (V) the Lifting Vessel must be equipped with an Inert Gas System. Prior to the commencement of any loading operations, all empty Lifting Vessel cargo tanks and tanks carrying cargo must be under positive pressure and fully inerted with gas having oxygen content of less than 8 per cent; (W) no stores may be handled on the weather deck while a Lifting Vessel is loading cargo, discharging, or while any ullage hatches, loading hose or tank tops are open. (X) THE COMPANY HAS A TUG IN THE AREA EQUIPPED WITH FIRE FIGHTING APPARATUS.

23 Section 9 SECURITY SECURITY INTERNATIONAL SHIP AND PORT FACILITY SECURITY ISPS CODE The Diplomatic Conference on Maritime Security held in London in December 2002 adopted new provisions in the International Convention for the Safety of Life at Sea, 1974, and this ISPS Code to enhance maritime security. These new requirements form the international framework through which ships and port facilities can co-operate to detect and deter acts which threaten security in the maritime transport sector. RULES A. The Oguendjo Oil Terminal is an ISPS certified Port Facility. B. The Port Facility Security Officer (PFSO) is the Terminal Superintendent. C. All ships and vessels entering Oguendjo Oil Terminal must be ISPS certified, otherwise a Declaration of Security (DoS) will be required. D. ISPS procedures of port facility will be transmitted before arrival of lifting vessel by the terminal superintendent. E. The lifting vessel will also transmit back her ISPS credentials. F. The security area is 2 nautical miles around the FSU DOCUMENTS Section 10 PORT REGULATIONS Four copies each of the following documents are required when calling at Oguendjo Oil Terminal: A. Health Declaration and Vaccination Certificate for each crewmember (vaccination against yellow fever is mandatory) B. Crew List C. Deratting Certificate / Deratting Exemption D. Crew Customs Declaration E. Store List F. Animals List

24 G. Passengers List H. Narcotics List I. Clearance from Last Port J. Arms and Ammunitions List K. Cargo manifest The Vessel Certificates and duly updated Oil Record Book shall also be made available to the Mooring Master and appropriate Governmental Officials FLAG Lifting Vessels are required to fly the flag of the Republic of Gabon on the foremast during daylight hours while in the territorial waters of the Republic of Gabon. The territorial waters extend 12 nautical miles seaward from the coastline of the Republic of Gabon REPAIRS The Masters of Lifting Vessels loading at the Oguendjo Oil Terminal are advised that the loading berth is located in open and unsheltered waters, and under no circumstances may engines be shut down for repairs while the Lifting Vessel is at the loading berth or at the anchorage. There are no facilities for making repairs to a Lifting Vessel at Oguendjo Oil Terminal and no repairs will be allowed at the loading berth. However, arrangements can be made through the Vessel Agent to utilize the repair facilities elsewhere GOVERNMENT OFFICIALS Governmental Officials such as the Customs Officer, Quarantine Officer, Immigration Officer, Captain of the Port and the Police, are stationed in the town of Port Gentil. Should Custom guards be stationed on board the Lifting Vessel while at the loading berth, it is expected that the Lifting Vessel will provide food and lodging for these guards and other Governmental Officials. Lifting Vessels calling at the loading berth must provide an accommodation ladder rigged on the starboard side for such Governmental Officials QUARANTINE REGULATIONS The rules governing the quarantine of Lifting Vessels are the same as those found in other parts of the world, as per International Health Regulations CONSULATES Consular or diplomatic representatives for several Nations maintain offices in the towns of Port Gentil and/or Libreville.

25 10.07 SHORE LEAVE AND CREW CHANGE Lifting Vessel personnel (other than medical emergency cases) are not allowed to embark or disembark from the Lifting Vessel at the loading berth. There are no facilities for crew change at the loading berth VISITORS Visitors are not allowed to embark or disembark to and from the Lifting Vessel at the loading berth MARINE SURVEY AND CARGO INSPECTION SERVICE No Cargo Inspectors or Marine Surveyors are based in the area, but Inspectors and Surveyors who reside at other ports can be arranged through the Vessel Agent SUPPLIES Commissary supplies, steward stores, laundry services, fresh water, marine lubricants and bunkers are not available through the Company and may not be loaded at the loading berth. Any questions concerning the availability of such items from other sources and the loading of such items elsewhere should be handled through the Vessel Agent EMERGENCY MEDICAL ASSISTANCE Lifting Vessels requiring emergency medical assistance should contact Oguendjo Oil Terminal by VHF radio and supply the necessary pertinent information which will be passed on to the Vessel Agent. Neither medical nor hospital facilities are available at Oguendjo Oil Terminal, but private doctors and hospital facilities are available in the town of Port Gentil AGENCY The Company does not perform any Vessel Agency functions. Lifting Vessels calling at Oguendjo Oil Terminal must arrange for their own Agents CONTRABAND The Company prohibits unauthorized crafts from coming alongside Lifting Vessels while at the loading berth without the permission of the Mooring Master. To avoid the possibility of undesirable items getting aboard Lifting Vessels, it is recommended that Masters discourage any such craft from coming alongside while Lifting Vessels are at or in the vicinity of the loading berth.

26 10.14 GARBAGE The dumping overboard of any garbage, sewage and/or refuse is prohibited, and there are no facilities for receiving such at the Oguendjo Oil Terminal.

27 Section 11 COMMUNICATIONS INITIAL RADIO COMMUNICATIONS The Fernan Vaz, is equipped with VHF, phone, fax and (see Par. 1.03). Office in Port Gentil : Tel (241) /42/43 or (33) Fax (241) NOTICE OF ARRIVAL It is important that Lifting Vessels establish radio contact with the Company three days before arrival at Oguendjo Oil Terminal, and maintain such contact until just prior to arrival at Oguendjo Oil Terminal. Lifting Vessels should send an ETA message to the Company ( ) not less than 72 hours prior to arrival at Oguendjo Oil Terminal, providing the following information: (1) the estimated time of arrival and name of the local Agent for Lifting Vessel, (2) the estimated draft, fore and aft, upon arrival, (3) the type and quantity of crude oil to be loaded, (4) the estimated sailing draft, (5) the last port of call, (6) whether the Lifting Vessel has a clean Bill of Health, (7) the distance from the bow to the center of the Lifting Vessel manifold, (8) mooring equipment available on the bow of the Lifting Vessel (e.g. Smit bracket or chain stopper), (9) confirmation that hose handling gear and mooring equipment, navigation equipment, radars, steering gear and engine propulsion are in good order and conditions, that the Lifting Vessel can accept two 16-inch diameter floating hose fitted with a 150 ASA camlock coupling flange, and (10) whether the Lifting Vessel intends to load on top of existing slops and, if so, advises as to the quantity of slops in each tank on which cargo will be loaded on top. This first ETA message should also include a definite statement of the details of any equipment required from the Storage Vessel for connecting the floating cargo hose to the Lifting Vessel manifold. Further ETA messages should be sent to the Company when the Vessel is 48 hours distant from Oguendjo Oil Terminal, confirming or giving notice of any change in the 72-hour ETA, and at

28 any other time after the 24-hour ETA message when a change by more than two hours occurs in the ETA. The 24-hour ETA message should include a positive statement regarding the Lifting Vessel readiness to load on arrival and the number of hours that will be required by the Lifting Vessel to discharge clean ballast. Local time is Greenwich Mean Time plus 1 (one) hour and Daylight Saving Time (summer time) is not applicable SHIP-TO-TERMINAL COMMUNICATIONS The floating Storage Vessel is equipped with VHF radiotelephone using international frequencies and maintains a radio watch on the international VHF Channel 8. Not less than 12 hours prior to the Lifting Vessel ETA at Oguendjo Oil Terminal, the Lifting Vessel is required to maintain a radio watch on VHF Channel 8. Masters are recommended to use this facility as soon as the Lifting Vessel is within range since such communications are the best means of avoiding delay in the mooring of the Lifting Vessel. While on board the Lifting Vessel, the Mooring Master will be in direct charge of the portable VHF ship-toterminal radiotelephone, and all ship-to-terminal, ship-to-tugs and ship-to-launch communications will be by portable VHF radiotelephone. The Mooring Master will advise the Master and Officers regarding the emergency whistle signals set up for use in the event the VHF radiotelephone units become inoperative. The use of the Lifting Vessel radio station and/or battery charging equipment is prohibited during cargo loading operations RADIO WATCHES While at the anchorage awaiting the loading berth, Lifting Vessels should maintain a listening watch on SSB frequency 7461 KHz and on VHF channel 8 with the floating Storage Vessel, or other VHF channel specified by the Mooring Master.

29 Section 12 ENVIRONMENT GENERAL The Company can advise of the following general environmental characteristics for the area off the coast of the Republic of Gabon, but the navigator is referred to the published sailing instructions and directions for the area for more detailed information on the climate, weather, wind, tide, current and sea CLIMATE The coast between Cap Lopez and the Congo River is dominated by the Basin of the Ogooué and is covered with a dense equatorial forest, which is frequently subjected to heavy rainfall. The area exhibits a characteristic diurnal variation in cloudiness, and the climate along the coastline is heavily influenced by the heated continental interior, the extra-tropical storms, and the cool Benguela current. The average annual rainfall is 3,124 mm and ranges from a maximum of 505 mm in November to a minimum of 1 mm in July. Temperatures seldom exceed 35 C and seldom fall below 18 C and are moderately high throughout the year with an average temperature of 26 C and a mean maximum temperature of 30 C WEATHER DATA SUMMARY January is the stormiest month because thunder squalls (combined thunderstorms and squalls) are frequent. Summarized wind data does not indicate strong winds during this month, but gusty winds occur during the thunderstorms, these being brief and irregular. In February and March, the weather is unsettled with occasional rain. In April weather generally improves becoming cooler and drier. In May the weather becomes fair, but by the end of the month it again becomes more settled and a breeze flows steadily from a southeasterly direction. In June and July, the weather is very misty and gloomy, decreasing visibility significantly. In August, light breezes persist, generally cloudy and overcast conditions exist; by the end of the month, heavy mists clean away. In September, hotter weather and more southwesterly winds develop with frequent light showers. Sea breezes become stronger towards the end of the month, and thunder squalls moving from the Southeast occur. In October, the wind is still more westerly with occasional small showers, and generally overcast skies till noon. In November and December, strong breezes move off the coast, sometimes with rain, thunder and lighting. Average annual rainfall 3,124 mm Average daily maximum air temperature 29 C Average daily minimum air temperature 23 C Extreme highest average monthly air temperature 37 C Extreme lowest average monthly air temperature 16 C Average relative humidity (07:00 hrs) 92% Average relative humidity (13:00 hrs) 76%

30 12.04 WINDS The prevailing winds off the Republic of Gabon are characteristically light and southerly the year around. Land and sea breezes dominate along the coast and generally blow between the southwest and southeast. The highest offshore wind speeds occur during local thunder squalls (combined occurrences of thunderstorms and squalls) which may have brief wind gusts up to knots. These thunder squalls may be violent, occur quickly and without warning, and are often accompanied by heavy winds, seas and rain which may reduce visibility substantially TIDES The tides can be predicted with reasonable accuracy through use of the tide tables for Takoradi, Ghana, with the appropriate correction factor for Cape Lopez applied CURRENTS The Benguela current flows north along the west coast of Africa from the vicinity of the Cape of Good Hope to the Gulf of Guinea. The general direction of the current off the Republic of Gabon is parallel to the coast, although in the vicinity of Cape Lopez the main body takes a more westerly course. The current is generally stronger during December and January when the current flows southward at 10 to 20 miles off Cape Lopez, but during the remaining months of the year, the current generally sets in a north westerly direction, and sometimes attains a velocity of about 2 knots. The current is usually more rapid close to the coast than it is farther offshore, but its velocity is variable because of the effect of the winds SEAS The coast is influenced by swells from the south and southwest, but most of the higher waves occur in association with thunder squalls. The highest collection of waves can be expected during March and April and during October to December, but waves of 2 meters or more do not occur more than 2.5 per cent of the time.

31 ILLUSTRATIONS A. AREA OF OGUENDJO OIL TERMINAL B. OGUENDJO OIL TERMINAL FACILITIES LAYOUT C. MOORING ARRANGEMENT 1 D. MOORING ARRANGEMENT 2 E. HOSE PICK-UP ARRANGEMENT 1 F. HOSE PICK-UP ARRANGEMENT 2 G. HOSE PICK-UP ARRANGEMENT 3 H. HOSE PICK-UP ARRANGEMENT 4 I. HOSE PICK-UP ARRANGEMENT 5

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