CABINDA GULF OIL COMPANY LIMITED

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1 CABINDA GULF OIL COMPANY LIMITED CABINDA TERMINALS TERMINAL INFORMATION REGULATIONS AND CONDITIONS OF USE

2 CABINDA GULF OIL COMPANY LIMITED C.P.2950 L U A N D A REPUBLIC OF ANGOLA Revised May

3 CONTENTS Acknowledgement of Receipt of Cabinda Terminals Information, Regulations and Conditions of Use Booklet. Terminal Information and Regulations PART 1 - CONDITIONS OF ENTRY INTO AND USE OF CABINDA TERMINALS, CABINDA, ANGOLA. PART 2 - TERMINAL INFORMATION 2.1 General 2.2 Terminals 2.3 Environmental Conditions 2.4 Communications 2.5 Cargo Information 2.6 Approach to the Anchorage Area 2.7 Arrival at Pilot Station/Anchorage 2.8 Pilotage 2.9 Mooring/Unmooring Arrangements 2.10 Hose Handling 2.11 Deballasting Operations-Oil Terminals 2.12 Transfer Operations-Oil Terminals 2.13 Simultaneous Deballasting and Loading of Cargo Bunkers and Fresh Water 2.15 Agency 2.16 Ship Requirements PART 3 - TERMINAL SAFETY REGULATIONS 3.0 Safety Regulations 3.1 Safety Requirements 3.2 Safety Check List 3.3 Inert Gas Systems 3.4 Emergency Procedures 3.5 Operating Procedures 3

4 3.6 Fire Precautions 3.7 Conditions to be Observed on Board the Export Vessel during Transfer/Deballasting Operations 3.8 Smoking 3.9 Matches and Lighters 3.10 Portable R/T Sets, Lamps and Hand Lamps 3.11 Movement of Tugs, Workboats and Other Craft 3.12 Repair Work 3.13 Prevention of Sparking Excessive Smoke 3.14 Avoidance of Oil Pollution - Crude Oil Vessels 3.15 Galley Stoves and Other Cooking Equipment 3.16 Transmitting Aerials 3.17 Tank Lids-Crude Oil Vessels 3.18 Unused Connections 3.19 Sea and Overboard Discharge Valves 3.20 Breakdown of Communications 3.21 Emergency Escape 3.22 Radar-Satellite Communication Terminals/Closed Circuit Television 3.23 Cargo Tank Venting-Crude Oil Vessels 3.24 List/Trim 3.25 Conditions Requiring Immediate Action 3.26 Emergency Unberthing Plan PART 4 - ISPS CODE AND TERMINAL SECURITY REGULATIONS 4.1 Communication prior arrival 4.2 Communication prior arrival and on leaving Malongo Concession Appendix 1 Chart of Terminals Area 4

5 CABINDA GULF OIL COMPANY LIMITED CABINDA TERMINALS TO THE MASTER S/S-M/V DATE A copy of the Cabinda Terminals Information, Regulations and Conditions of Use booklet is enclosed for your guidance. You are requested to study this booklet and acquaint your crew with the regulations in force at our terminals. Cabinda Gulf Oil Company Ltd. Mooring Masters will be onboard your vessel throughout the period your vessel is on the berth and are empowered to cease operations should there be any contravention of the regulations. CABINDA GULF OIL COMPANY By: Mooring Master ACKNOWLEDGEMENT: I, Captain Being Master of ss/mv. Hereby accept on behalf of my Owners, Charterers and Operators the Conditions laid down in the Cabinda Terminals Information, Regulations and Conditions of Use Booklet. (Signature) Master Date Time 5

6 CABINDA GULF OIL COMPANY LIMITED CABINDA TERMINALS TERMINAL INFORMATION AND REGULATIONS Part 1 - Conditions of Entry Into and Use of Cabinda Terminals. Part 2 - Terminal Information. Part 3 - Terminal Safety Regulation. Part 4 ISPS Code and Terminal Security Regulations. While the information is intended generally to acquaint Owners, Operators and Masters of vessels, and Purchasers of crude oil with the general conditions, facilities and services normally to be found at the Cabinda Terminals, which are operated by Cabinda Gulf Oil Company (CABGOC), such information is provided without any guarantee or warranty as to its accuracy or completeness. Further, this information does not supersede or replace any information, laws, or regulations contained in any official publications with respect to the waters and areas to which it pertains. Reference should be made to the appropriate Hydrographic Office publications, Admiralty publication and official charts for purposes of obtaining specific navigational information. Operations at this terminal shall be conducted by vessels calling at this Terminal in accordance with the recommendations of the then current issues of the International Safety Guide for Oil Tankers and Terminals (ISGOTT). In all circumstances the Master of the export vessel shall remain solely responsible for the safety and safe navigation of his vessel and for compliance with all applicable laws rules and regulations. 6

7 PART 1 - CONDITIONS OF ENTRY INTO AND USE OF THE PORT 1. All services, facilities, and assistance provided by or on behalf of Cabinda Gulf Oil Company Limited (COMPANY) in or in connection with the Port, whether or not any charge is made by the COMPANY therefore, are provided subject to all applicable laws, By-Laws and Harbor Regulations, Safety Regulations, and Towage Conditions for the time being in force and to the following conditions. 2. Neither the COMPANY nor its servants, agents or contractors in whatever capacity they may be acting) shall be responsible for any loss, injury, damage or delay from whatsoever cause arising whether directly or indirectly in consequence of any assistance, advice or instructions whatsoever given or tendered in respect of any vessel, whether by way of tugs, pilotage or berthing services, the provision of navigational facilities, including buoys or other channel markings or otherwise howsoever. In all circumstances the master of any vessel shall remain solely responsible on behalf of his Owners for the safety and proper navigation of his vessel. 3. While the COMPANY takes every care to ensure that the berths, premises, facilities, property, gear, craft and equipment provided by the COMPANY are safe and suitable for vessels permitted or invited to use them, no guarantee of such safety or suitability is given, and the COMPANY shall not be responsible (or liable for any contribution) with respect to any loss, injury, damage or delay of any sort that may be sustained whether directly or indirectly by or occur to any vessel or her Owners or her crew or cargo or any part thereof, (whether such cargo is on board or in the course of loading or discharging) by whomsoever and by whatsoever cause such loss, damage or delay is occasioned and whether or not it is due in whole or in part to any act, neglect, omission or default on the part of any servant, agent or contractor of the COMPANY or by any fault or defect in any berths, premises, facilities, property, gear, craft or equipment of any sort of the COMPANY or its servants, agents or contractors. 4. The COMPANY will not be responsible for any loss, damage or delay directly or indirectly caused or contributed to by or arising from strikes, lock-outs or labor disputes or disturbances whether the COMPANY or its servants, agents or contractors are parties thereto or not. 5. If in connection with or by reason of the use by any vessel, of any berth or of any part of the COMPANY s premises, or of any gear or equipment provided by or on behalf of the COMPANY or of any craft or of any other facility or property, of any sort whatsoever, belonging to or provided by or on behalf of the COMPANY any damage is caused to any such berth, premises, gear or equipment, craft or other facility or property, from whatsoever cause such 7

8 damage may arise, and irrespective of whether or not such damage has been caused or contributed to by negligence of the COMPANY or of its servants, agents or contractors, and irrespective of whether there has been any neglect or default on the part of the vessel or the Owners, in any such event the vessel and the Owners shall hold the COMPANY harmless from and indemnified without limitation against all relevant damage and against all loss sustained by the COMPANY consequent thereon. 6. The vessel and her Owners shall hold the COMPANY and its servants harmless from and indemnified without limitation against the following whether or not due in whole or in part to any act, neglect, omission or default on the part of the COMPANY, its servants or agents: (a) All and any actions, claims, damages, costs, awards and expenses arising whether directly or indirectly out of any loss, damage, injury or delay of whatsoever nature occasioned to any third party or any vessel (her Owners and crew) and caused or contributed to whether directly or indirectly by the vessel or any part thereof or by any substance or any other servant or agent of the Owners. (b) All or any damage, injury, delay or loss of whatsoever nature occasioned to the COMPANY or its servants and cause or contributed to whether directly or indirectly by the vessel or any part thereof or by any other servant or agent of the Owners. These Conditions shall be construed according to the law of England, and the vessel and her Owners shall submit to the jurisdiction of the English Courts. 8

9 PART 2 - TERMINAL INFORMATION 2.1 GENERAL Vessels loading at the Cabinda Terminals must comply with the latest SOLAS, STCW, MARPOL, ISPS Conventions and Protocols and Cabinda Terminal Regulations. Vessels which are found to be seriously deficient in any way will be refused permission to berth or load. All vessels are warned to approach the Cabinda Terminals with extreme caution as drilling and survey work are proceeding on a continuous basis. The national flag of the Republic of Angola shall be permanently displayed by vessels at the Cabinda Terminals both by day and night. 2.2 TERMINALS MALONGO OIL TERMINAL EXPORT BERTH # 2 (a) Location Malongo Export Berth # 2 is a crude oil export facility operated by Cabinda Gulf Oil Company (CABGOC). The SPM export buoy is located in 32m of water in position: Lat S Long E (b) Capacity Export vessels up to 325,000 DWT, max L.O.A. 350m. SPM chain stoppers as per OCIMF recommendations are required. (c) Navigation Aids The buoy is fitted with a navigation light flashing morse code G every 20 seconds with a range of 5 miles and a fog horn sounding morse code U every 20 seconds. 9

10 MALONGO OIL TERMINAL EXPORT BERTH # 3 (a) Location Malongo Export Berth # 3 is a crude oil export facility operated by Cabinda Gulf Oil Company (CABGOC). The SPM export buoy is located in 30.6m of water in position: Lat S Long E (b) Capacity Export vessels up to 325,000 DWT, max L.O.A. 350 m. SPM chain stoppers as per OCIMF recommendations are required. (c) Navigation Aids The buoy is fitted with a navigation light flashing morse code U every 20 seconds with a range of 5 miles and a fog horn sounding morse code U every 20 seconds. MALONGO OIL TERMINAL EXPORT BERTH # 4 (a) Location Malongo Export Berth # 4 is a crude oil export facility operated by Cabinda Gulf Oil Company (CABGOC). The SPM export buoy is located in 30.6m of water in position: Lat S Long E (b) Capacity Export vessels up to 325,000 DWT, max L.O.A. 350 m. SPM chain stoppers as per OCIMF recommendations are required. (c) Navigation Aids 10

11 The buoy is fitted with a navigation light flashing morse code U every 20 seconds with a range of 5 miles and a fog horn sounding morse code U every 20 seconds. 2.3 ENVIRONMENTAL CONDITIONS The rainy season begins in the middle of October and extends to the end of April. During this season and particularly between December and April, local thunderstorms can be experienced, accompanied by heavy rain for periods of 3 to 4 hours. Sudden squalls with wind gusts of 75 knots can be experienced. Waves of 10 to 15 feet can be expected during these periods. Wind speeds are generally not significant (less than 20 knots); strongest winds can be expected from the southwest quadrant. During the dry season (locally called Cacimbo ), generally May to September, a southwesterly swell affects the area, the long swell sometimes exceeds 10 to 15 feet in height. The prevailing current sets northwest to north-northwest and at times exceeds three knots. Current in the Cabinda area is affected by Congo River tidal flow, as well as heavy rain over the surrounding land area. Thus, particularly during the dry season, current setting to the south-southwest can be experienced. IN VIEW OF THE FOREGOING, MASTERS OF VESSELS CALLING AT THE CABINDA TERMINALS ARE ADVISED THAT UNDER NO CIRCUMSTANCES ARE ENGINE REPAIRS OR THE IMMOBILIZATION OF MAIN ENGINES PERMITTED WITHIN THE LIMITS OF THE TERMINALS. 2.4 COMMUNICATIONS Vessels bound for the Cabinda Terminals are required to advise their ETA: (a) To the office of the vessel s agent in Cabinda who will pass the information to Cabinda Gulf Oil Company (CABGOC) at Malongo. (b) Send by to the Cabgoc Marine Operation Team Leader at AMRMR@chevron.com. Phone number through the U.S. is and ask for Malongo ext The Marine Operation Team Leader will provide all pertinent information to the arriving export tanker via ALL VESSELS ETA messages are to be sent 72 hours, 48 hours and 24 hours for oil tankers and 7 days, 48 hours and 24 hours: 11

12 (a) (b) (c) (d) (e) (f) (g) (h) (i) Name of vessel. ETA in UTC (Angola time is UTC + 1 hour). Name of Master. Estimated arrival draft, fore and aft, and displacement. Quantity of segregated ballast on board. If vessel proceeding to any port (s) prior to Malongo, and if so, any delays anticipated. Quantity of cargo required and any special requirements. Vessel s Inmarsat phone, fax number and address. Any defects in the vessel or equipment affecting maneuverability, cargo handling or performance. VHF Facilities For short range communications, a VHF system is available. A Twenty-four hour watch is maintained on VHF Ch. 16 and 73. Call sign is MALONGO TERMINAL. 2.5 CARGO INFORMATION Cabinda Crude Cabinda Oil loaded at the Malongo Terminals will have an average API of Cargoes loaded at Malongo Oil Terminals may contain quantities of Hydrogen Sulphide. The maximum loading rate will be 46,000 bbls x hr at Berth # 1 when using the loading pump or 42,000 bbls x hr at Berth # 2 when using the loading pump. At Berth # 3 and # 4 the loading rate by gravity is approx bbls x hr and approx. 53,000 bbls x hr with loading pump. Nemba Crude Nemba Oil loaded at the Malongo Terminals will have an average API of Cargoes loaded at Malongo Oil Terminals may contain quantities of Hydrogen sulphide. The maximum loading rate will be 46,000 bbls x hr at Berth # 1 when using the loading pump or 42,000 bbls x hr at Berth # 2 when using the loading pump. At Berth # 3 and # 4 the loading rate by gravity is approx bbls x hr and approx. 53,000 bbls x hr with loading pump. 12

13 2.6 APPROACHES TO THE ANCHORAGE/PILOT BOARDING AREA. Normally all communications will be with the Malongo shore Terminal. When within VHF communication range the Master of the export tanker should ascertain berthing prospects from the Marine Operation Team Leader. Should it be necessary to anchor, then the vessel should proceed to the recommended tanker anchorage (see BA NM 3307/04) which is defined by coordinates: Lat s & South and Long s & East ANCHORAGE FOR ANY VESSEL IN ANY OTHER AREA WITHIN THE TERMINAL LIMIT IS PROHIBITED UNLESS SPECIAL CLEARANCE IS RECEIVED FROM MALONGO TERMINAL. 2.7 ARRIVAL AT PILOT STATION/ANCHORAGE AREA Means of access to vessel by the Cabgoc Mooring Master shall be provided in accordance with the requirements of SOLAS, and early advice will be given by Cabgoc Mooring Master regarding the side of the vessel where access should be provided. At night the access area shall adequately illuminated to provide for the approach and boarding of the Mooring Master, Government Officials and for Cabgoc representatives. The Conditions of Entry Into and Use of Cabinda Terminal and Agreement for Hiring of Tugs will be presented to the Master of the export vessel and shall be signed by him on behalf of himself, the vessel and her Owners prior to the departure from the Pilot Station and commencement of berthing operation. The Notice of Readiness will be accepted between the hours of 0600 and 1800 for the Malongo SPM Oil Terminal, provided that the Cabgoc representative is satisfied that the export vessel is apparently in all respect ready to moor and load. Notice of readiness will not be accepted during a period when berthing is suspended on account of adverse weather, or when an export vessel arrives prior to the date upon which it is nominated to load. The foregoing paragraph notwithstanding, in no event shall a Notice of Readiness, whether previously accepted or not, be valid or binding on the Terminal unless and until such time as the export vessel, her tanks and equipment, are in fact, in every respect in the proper condition and operation to receive the cargo. 13

14 2.8 PILOTAGE The Mooring Master will board the vessel at the Pilot Boarding Area located in coordinates : Lat South and Long East. All maneuvering of vessels within the Cabinda Terminals mooring areas is to be done only in accordance with the advice of the Cabgoc Mooring Master, subject to the understanding that in all cases and circumstances the Master of the vessel being maneuvered shall remain solely responsible on behalf of his vessel and the vessel s Owners for the safety and proper maneuvering of the vessel. Cabgoc Mooring Master will remain on board throughout the export vessel stay on the berth to coordinate transfer operations; therefore, suitable and Officer standard accommodation shall be provided for him on board the export vessel. The services of a Mooring Master are provided upon the express understanding and condition that when a Mooring Master furnished by Cabgoc goes aboard an export vessel for the purpose of assisting such vessel, he becomes for such purpose the servant of the Owners of the export vessel, and Cabgoc shall not be liable for any damage, loss or injury which may result from the advice or assistance given or made by such Mooring Master while aboard or in the vicinity of such vessel. 2.9 MOORING/UNMOORING ARRANGEMENTS Malongo SPM Operation a) Mooring/unmooring operations will normally be undertaken on a 24 hour basis under normal weather conditions with the Cabgoc Mooring Master s agreement. b) Before arrival at the boarding area, it will be necessary to ensure that the following minimum moorings are ready for use on the forecastle of the export vessel on arrival at the SPM berth: Two (2) messenger ropes, 200m long and minimum 4 inches circumference, preferably floating and stowed on drums and in line with the chain stoppers, and two mooring ropes and a strong messenger at aft station. c) Berth #1,#2, #3 and #4 are each equipped with 2 mooring hawsers, each being 18 inches circumference x 67m feet long. Attached to each hawser is a chafe chain, support buoy and a 10 inch circumference x 67m long pick-up rope. When the vessel is within reasonable distance of the buoy, the starboard 14

15 of the two ship s messengers will be picked up by the mooring launch and made fast to the starboard floating SPM pick-up line. The ship s line, used as a messenger, will then be used to heave the mooring arrangement on board the export vessel, until the 76mm diameter chafing chain is in a position to be secured to the starboard chain stopper. This is done so that the starboard hawser will be outside and clear of the ship s fairlead. The port side mooring will then be secured in the same way. d) Power is required to be available at all times on all deck winches and windlass while the export vessel is in the berth. e) Two mooring lines shall be available aft, secured to the bitts and of sufficient length to enable a tugboat to pick up the eyes and tow on it to realign the vessel if necessary. Buoyant lines are requested. However it is normal practice to use the tug-boat towing line which is equipped with a strong messenger in order to pick it up and to secure it on the export tanker aft bitts. This tug will normally be secured prior to hose connection HOSES HANDLING Malongo Oil Terminals After the vessel has been securely moored, two (2) 16 in. floating hoses will be connected to the export vessel s port side manifold. The floating cargo hoses are fitted with camlock type couplings to fit 150 ASA for 16 in. flanges. A hose gang will remain on board to attend to all hose operations, but the export vessel s crew shall provide assistance as and when necessary on the advice of the Cabgoc Mooring/Loading Master. At such times an export vessel s deck officer shall be in attendance. The export vessel will be required to have ready a hose handling crane at the port manifold with a SWL of not less than 15 tons for the lifting and connection of the hoses. The export vessel s crew will be responsible for handling the hoses and required to operate crane or winches. Every care should be taken during the hose handling operations to avoid serious damage to the hoses and ancillary equipment by contact with plate edge, rails, etc. Special tools equipment will be supplied from the line boat when the Cabgoc Mooring Master boards. Before hose handling operations begin, manifold oil containment facilities shall be ready for use and adequate quantities of absorbents available for rapid deployment in the event of spillage. 15

16 2.11 DEBALLASTING OPERATIONS - OIL TERMINALS Export vessel are required to arrive with sufficient ballast or cargo and adequately trimmed for safe maneuvering, with the propeller submerged and in no case less than 30% SDWT. Cabinda Terminals have no ballast reception or slop disposal facilities, and therefore, export vessels are required to arrive with sufficient segregated ballast. Export vessel arriving with ballast unsuitable for pumping to the sea may be rejected for loading, or will be required to keep that portion of their contaminated ballast on board. Cabgoc will not accept any claims for vessel unable to meet such requirement. IT IS STRICTLY AGAINST THE LAW TO POLLUTE THE WATER OF THE REPUBLIC OF ANGOLA. ANY MASTER, HIS VESSEL AND OWNERS, WILL BE SUBJECT TO PROSECUTION BY THE ANGOLAN AUTHORITIES IF SUCH POLLUTION DOES OCCUR TRANSFER OPERATIONS - OIL TERMINAL The Cabgoc Mooring Master will remain on the export tanker throughout the transfer operation and will coordinate all activities on board the export tanker with the shore terminal. The maximum loading rate available for the transfer operation varies at different berths at but in no circumstance will the export vessel be requested to load at a rate faster than that required by her Master. At all times during the transfer operation a responsible deck Officer shall be in charge of operations. A deck watch in contact with the control room is required to continuously patrol the cargo deck and monitor the export vessel manifold area and the mooring hawsers. When the responsible Officer has declared the export vessel ready to load with all necessary valves open, the Cabgoc Mooring Master will give instructions to commence the transfer at a slow rate as agreed during the pre-transfer conference. As soon as flow is confirmed and the integrity of the transfer hose connection is established, the export vessel may request an increase to the previously agreed loading rate. At any time during the transfer operation, the rate can be reduced as requested by the Master or responsible Officer of the export vessel. At no time should vessel restrict or shut down against the flow and a CABGOC supplied pressure recorder will be installed by the Mooring Master down stream of the ship s manifolds to keep record of events. At least 2 main cargo tanks valves must be fully open at all times when loading above 25,000 barrels per hour. 16

17 The Cabgoc Mooring Master should be given advance notice by the Master or responsible Officer of the export vessel when a reduction of loading rate is required. Vessel may request a shore stop at the end of transfer operation however it will remain entirely ship s responsibility that cargo quantity meets and does not exceed (MAXIMUM) vessel requirements. There are no facilities available to discharge ashore any quantity of cargo should the vessel overload. After completion of loading, various documents, including Bill of Lading, Cargo Manifest, Ullage Report, Certificate of Quality, Certificate of Quantity, Certificate of Origin and Port Time Log will be completed and all such Documents will be signed by the Master of the export vessel prior departure. If required or requested by the Master, the Agent for the export vessel may sign the cargo documents on behalf of the export vessel s Master SIMULTANEOUS DEBALLASTING AND LOADING OF CARGO TANKS. OIL TERMINALS Vessels shall be capable of loading cargo and discharging ballast simultaneously. Vessels are also required to maintain a minimum of 30% of Summer Deadweight at all times. Vessels that are unable to comply with this requirement will not be accepted at the Terminal. A suitable trim to avoid the floating hoses being trapped underneath bow of the export vessel must be maintained at all times. These operations shall be done at the sole responsibility of the export vessel, its Master and Owners. The most stringent care and attention shall be taken by the export vessel throughout, whose Owners, shall remain fully responsible for, and indemnify and hold Cabgoc, its parents companies, subsidiaries and affiliates for any cost fine, and expenses, of every kind whatsoever, arising out of, on account of, or in any way connected with the simultaneous deballasting and loading of the export vessel BUNKER AND FRESH WATER Bunkers and Fresh Water are not available at the Cabinda Terminals AGENCY 17

18 CABGOC does not perform any vessel agency functions. Vessels calling at the Cabinda Terminals are required to arrange their own agency representation from an agency operator in Cabinda SHIP REQUIREMENTS All requirements of an export vessel will be handled by the vessel s agent. No stores of any kind are available. Limited medical facilities are available only in an emergency. Repairs will not be permitted when the export vessel is in the loading berth. Repair facilities are not readily available. Masters are advised that shore leave is not permitted. Crew changes are only permitted in emergency situations and then only when personnel involved hold all necessary valid certificates and documents. PART 3 - TERMINAL SAFETY REGULATIONS 3.0 SAFETY REGULATIONS Nothing in these regulations will relieve Masters of their responsibility in observing the normal safety, fire prevention and security precautions. Cabgoc Mooring Masters are authorized to advise and request Masters to take additional measures to ensure safe operations should circumstances so require. Cabgoc Mooring Masters are also authorized to suspend transfer operations in the event of an infringement to safety regulations or if any other hazardous situation is encountered. The following safety regulations have been developed in an effort to reduce the possibility of an incident involving fire, explosion or other hazard. 3.1 SAFETY REQUIREMENTS Masters will be given the Cabgoc Berthing and Loading Documents by the Cabgoc Mooring Masters prior to commencement of berthing operations. These include Conditions of Entry and appropriate Safety Check Lists which require a signed acceptance by the Master BEFORE berthing can commence. 3.2 SAFETY CHECK LIST 18

19 On completion of berthing and prior to the commencement of deballasting or cargo loading, the Cabinda Safety Check List will be completed following a joint inspection by the Cabgoc Mooring Masters and responsible Officer. The Cabgoc Safety Check List is based on the recommendations of the latest edition of the International Safety Guide for Oil Tankers and Terminals (ISGOTT). 3.3 INERT GAS SYSTEM (A) All crude tankers scheduled to load at Malongo Terminals are required to have the I.G.S. plant fully operative and the tanks inerted throughout the lifting. The Oxygen content of all cargo tanks should be maintained below 8% by volume. The Cabgoc Mooring Master will check random tanks upon boarding. FAILURE TO COMPLY WITH THIS REQUIREMENT WILL RESULT IN THE VESSEL BEING DELAYED OR REJECTED. Should the IGS breakdown during loading, ALL CARGO OPERATIONS WILL BE STOPPED AND THE VESSEL MAY BE ORDERED TO VACATE THE BERTH. The cost of any such delays will be for the vessels account. (B) TANKS INSPECTION, GAUGING, SAMPLING, WATER DIPS AND TEMPERATURE Vessels shall comply with closed sampling-gauging and venting procedures. Should it be necessary for tanks to be inspected, then it should only be done on a tank-by-tank basis prior approval from the Marine operation Team Leader The system shall be maintained at about 200mm water gauge except for the individual tank to be opened which, if possible, is to be isolated from the system and the sighting port opened with care. On completion of inspection the tank shall be secured and re-pressurized. The next tank is not to be isolated and opened until the preceding tank is secured and open to the IG system. All gauging, sampling, water dips and temperatures will be taken either through special fittings provided or if it is necessary to open up tanks for this purpose, then this will be done one tank at a time as described above. 19

20 3.4 EMERGENCY PROCEDURES As required by the Cabinda Terminals CONTINGENCY PLAN, the Master of the export vessel and the CABGOC Mooring Master should discuss and agree upon the action to be taken in the event of an emergency or a fire on board the export tanker or storage vessel, if applicable. This should include means of communication and emergency procedures. 3.5 OPERATING PROCEDURES Procedures for cargo and ballast operations shall be agreed between the CABGOC Mooring Master and the vessel s Master and Chief Officer. The export vessel shall provide the CABGOC Mooring Master with a detailed loading and ballast plan. 3.6 FIRE PRECAUTIONS The export vessel s fire fighting appliances, including main and emergency fire pumps, shall be kept ready for immediate use, and pressure shall be maintained at all times on the fire main while in the berth. Before operations commence, at least two fire hoses with jet/fog nozzles shall be laid out on the tank deck, connected to the fire main and tested as required by the CABGOC Mooring Master. The two fire monitors immediately adjacent to the manifold should be elevated and ready for immediate use. Two portable extinguishers, preferably of the dry chemical type, shall be available in the vicinity of the manifold area. Should fire occur on an export vessel or where applicable a storage vessel, the Master or responsible ship s officer of such vessel shall make an immediate signal by prolonged blasts on the ship s whistle and by sounding the fire alarm, and will also place the engine on standby. All transfer operations will cease immediately. The export vessel shall be solely responsible for and shall be capable of fighting any fire on board without assistance from CABGOC resources. 3.7 CONDITIONS TO BE OBSERVED ON BOARD THE EXPORT VESSEL DURING TRANSFER/DEBALLASTING OPERATIONS. (a) A responsible, English speaking ship s officer is required to be on deck or in the control room at all times. A continuous deck watch is to be 20

21 maintained to ensure moorings are carefully tended and cargo hoses are under observation at all times. (b) Towing off wires shall be made fast to bitts as far forward and aft as possible on the starboard side. The wires shall be in good condition, at least 1 1/8 in. (28mm) diameter, and secured with at least five turns or have the eye on the bitts. At vessel discretion the outboard eye shall be maintained standing-by on main deck or at a height of between 1-2 meters above sea level at all time using a small diameter heaving line for this purpose. (c) All doors, port holes and opening leading from or over looking the main deck to accommodation, machinery spaces and forecastle shall be kept closed. Cargo control room doors opening on to or above the main deck may be opened momentarily for access. (d) All ventilators through which gas can enter accommodation or machinery spaces shall be suitable trimmed. Air conditioning units shall be stopped or operated in a recirculation mode. Positive pressure shall be maintained in the accommodation to prevent gas entering the spaces. Window type air conditioning units shall be electrically disconnected. (e) The venting of the vessel s tanks shall take place only through the common inert gas mast riser. (f) If for any reason there is poor dispersion which results in an accumulation of gas on or about the decks of the export vessel or if appropriate a storage vessel, loading shall be stopped or the loading rate into a particular tanker or tanks reduced at the discretion of either the CABGOC Mooring Master or the responsible ship s officer. (g) The vessel shall by day fly Flag B of the International Code, and by night an all-round red light. 3.8 SMOKING Smoking is strictly prohibited while at the berth except in designated areas which have been jointly approved by the Master and by the CABGOC Mooring Master. Smoking notices specifying the designated smoking areas shall be exhibited in conspicuous places on board the vessel. Where smoking is approved on vessels, approval may be withdrawn by the CABGOC Mooring Master if circumstances so warrant. 3.9 MATCHES AND LIGHTERS 21

22 The carrying and use of matches and lighters is prohibited on board the export vessel while at berth except under controlled circumstances in the designated smoking areas PORTABLE R/T SETS. LAMPS AND HAND LAMPS Portable R/T sets, lamps and hand lamps, or other electrical devices shall not be used unless approved as intrinsically safe. The use of portable electric lamps and equipment on extension cords or wandering leads is prohibited in any cargo or adjacent ballast space, pumproom, hold or anywhere over the cargo forecastle, bunker compartment, hold or anywhere over the cargo tanks. Portable domestic radios, photographic flash equipment, portable electronic calculators, tape recorders and any other battery powered equipment not approved as intrinsically safe must not be used on the tank deck area of either vessel or in any other place where hazardous vapors may be encountered MOVEMENT OF TUGS, WORKBOATS AND OTHER CRAFTS During transfer operations no craft shall be allowed alongside an export vessel unless approval has been given by the CABGOC Mooring Master and agreed by the Master of the export vessel REPAIR WORK A vessel when in berth shall be maintained in a state of readiness for vacating the berth under full engine power at short notice. Therefore, no repairs will be permitted. The testing of any electrical equipment, including radar, radio and domestic electrical equipment is prohibited unless the permission of the CABGOC Mooring Master has been granted. Tank cleaning and gas freeing shall not be carried out while in the berth. Chipping and scraping on the deck or hull will not be permitted PREVENTION OF SPARKING AND EXCESSIVE SMOKE Soot blowing and excessive smoke are prohibited, and immediate steps shall be taken to eliminate any sparking from funnels/stacks. All vessels shall be fitted with stack flame arresters AVOIDANCE OF OIL POLLUTION - CRUDE OIL VESSELS During transfer operations all scuppers shall be effectively plugged. Fixed manifold oil containment shall be in place, and no leakage or spillage of oil or 22

23 water that can possibly contain oil shall be allowed to escape overboard. Scupper plugs may be removed to drain off accumulations of water periodically and replaced immediately after the water has been run off. Manifold containment should be drained before transfer operations commence. Any leakage or spillage must be reported immediately to the CABGOC Mooring Master. Should oil spillage occur during deballasting or loading operations, then all such operations shall cease immediately and action taken to control and contain the spillage. Cleaning up operations shall be started immediately, and loading operations will not be resumed until remedial action has been completed to the satisfaction of the CABGOC Mooring Master. No hazardous material shall be thrown overboard, nor shall any other objectionable material, either solid or fluid, be thrown overboard from the vessel GALLEY STOVES AND OTHER COOKING EQUIPMENT The use of galley stoves and other cooking equipment shall be permitted, provided the Master and CABGOC Mooring Master agree their use TRANSMITTING AERIALS When a vessel is on the berth, the main transmitting equipment, including secondary/emergency transmitters, shall only be used with the approval of the CABGOC Mooring Master. At all times antennas for such equipment should be grounded. Satellite communications equipment may only be used with the approval of the CABGOC Mooring Master TANK LIDS - CRUDE OIL VESSELS All cargo tank lids, ullage and sighting ports shall be securely closed before berthing or unberthing operations commence. During cargo transfer operations all cargo, ballast and bunker tank lids and tank washing openings shall be securely closed UNUSED CONNECTIONS All unused cargo and bunker connections shall be properly blanked, fitted with a gasket and bolted with at least a bolt in every other hole at the manifold. Stern cargo pipelines (if fitted) shall be isolated forward of the aft accommodation by blanking or removal or by a spool piece. Any part of a COW or slop transfer system which extends into machinery spaces shall be securely blanked and isolated on the tank deck. 23

24 3.19 SEA AND OVERBOARD DISCHARGE VALVES Crude oil vessels shall have sea chest and overboard discharge valves connected to the cargo system closed and sealed with numbered seals. When sealing is not practicable, as with hydraulic valves, some suitable means of marking should be used to indicate that the valves are to remain closed. Except in an emergency, these seals shall be removed only with the approval of the CABGOC Mooring Master. A careful watch shall also be maintained to ensure that oil is not leaking through sea and overboard discharge valves. The pumping of engine room bilges and the disposal over side of oily waste is prohibited for ALL vessels BREAKDOWN OF COMMUNICATIONS In the event of a total breakdown of radio communications on export vessel during cargo transfer operations, then the operations shall be immediately suspended and not resumed until satisfactory communications are reestablished EMERGENCY ESCAPE Means for emergency escape shall be provided preferably on the starboard side of the export vessel. For security reasons such means is to be stowed at deck level in such a manner as to be ready for expeditious use in an emergency. Such means shall be of adequate length to reach the water at all times RADAR - SATELLITE COMMUNICATIONS TERMINALS-CLOSED CIRCUIT TELEVISION The use of this equipment for any purpose is prohibited during the period that the export vessel is in berth, except with the approval of the CABGOC Mooring Master CARGO TANK VENTING - CRUDE OIL VESSELS IGS venting will be permitted during loading operations, and this should only be done via the IGS common mast riser. For gauging sampling etc. controlled release of inert gas will only be permitted with the approval of the CABGOC 24

25 Mooring Master and permission from the Marine Operation Team Leader. (see 3.3) LIST/TRIM During cargo or ballast transfer operations, excessive list or trim should be avoided. If required for any reason, the CABGOC Mooring Master must be consulted CONDITIONS REQUIRING IMMEDIATE ACTION Deballasting and cargo transfer operations shall not be started, or if started, shall be suspended by either the responsible officer of the export vessel or the CABGOC Mooring Master when any of the following conditions is noted: (a) On the approach of and during electrical storms, heavy rainstorms or period of high winds, all tank openings and cargo valves shall be closed. A crude loading vessel is to be inerted with the IGS plant on line. (b) (c) (d) (e) If a fire occurs on the export vessel or any craft in closed proximity. If there are insufficient competent personnel aboard the export vessel to safely handle the operation in progress, and to handle any emergency situation. If a spill occurs either aboard the vessel or on the buoy, if the cargo hose fails, or leaks are encountered at flanges and connections. If any other emergency situation arises which, in the opinion of the export vessel s responsible officer or the CABGOC Mooring Master, constitutes a potential hazard to either the vessel or facilities EMERGENCY CONTINGENCY PLAN The emergency plan may be invoked by the CABGOC Mooring Master or the Master of the export tanker. In case of a major incident, the export vessel will be unberthed immediately. Appropriate action is to be taken by the vessels, such as: Sounding emergency alarm. 25

26 Stopping of all transfer operations. Alerting tugboats. Mobilization of emergency teams and fire fighting equipment. Unberth export vessel. See Mooring Masters Berthing/Loading Documents for details of Cabinda Terminals Contingency Plan. PART 4 - ISPS CODE AND TERMINAL SECURITY REGULATIONS 4.1 COMMUNICATION PRIOR ARRIVAL Vessels are requested to contact the Cabgoc Malongo PFSO (Port Facility Security Officer) five days before arrival for exchange of security information. The PFSO addresses are asecur7@chevron.com and apatrol2@chevron.com. 4.2 COMMUNICATION PRIOR ARRIVAL AND ON LEAVING MALONGO CONCESSION Prior approaching on arrival and leaving on departure the Malongo concession tankers must contact the CABGOC Security call sign RO (ROMEO OSCAR) on VHF channel 16 and advise tanker name, ETA, arrival or departure as appropriate NOT TO BE USED FOR NAVIGATIONAL PURPOSES 26

27 27

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