DOC-0052-OTAS TMPC Pisco Camisea Marine Berth Information and Regulations Manual Pisco Camisea Marine Berth Information and Regulations Manual

Transcription

1 Pisco Camisea Marine Berth Information and Regulations

2 INDICE 1. INTRODUCTION GENERAL STANDARDS AND REGULATIONS SCOPE REFERENCE RESPONSIBILITIES OF THE SHIP OWNER AND MASTER EMERGENCY SITUATIONS PREVIOUS INFORMATION PRIOR TO ARRIVAL INSPECTIONS CONFERENCE PREVIOUS TO CARGO TRANSFER VESSEL/TERMINAL SAFETY CHECK LIST INFORMATION ABOUT THE VESSEL LOADING ARMS CONNECTION UNUSED FUEL AND/OR LOADING MANIFOLDS PROCEDURES TO LIMIT PRESSURE PULSATIONS ADVANCED NOTICE AND LOADING RATES WEATHER CONDITIONS MAINTAIN COMMUNICATION IN ENGLISH NON AUTHORIZED PERSONS OR SHOWING ALCOHOL SYMPTOMS BUNKERING, STORING AND VICTUALLING OF VESSELS FLAMMABLE LIQUIDS AND GASEOUS COMBUSTIBLES AT SHIP S STORES INERT GAS SYSTEM INCIDENTS AND/OR CASUALTIES THAT OCCUR DURING THE PASSAGE COMPLIANCE WITH INSTALLATION REGULATIONS LOADING PLAN AGREEMENT MEASUREMENTS AND SAMPLING OPERATIONS PREPARATIONS FOR LOADING OPERATIONS ACTIONS PRIOR TO STARTING THE LOADING OPERATION BEGINNING OF THE LOADING OPERATION DURING THE LOADING OPERATION END OF LOADING OPERATION DISCONNECTING THE LOADING ARM PREPARATION OF DOCUMENTS SECURITY SAFETY MOORING PLAN FIRE FIGHTING SYSTEM EMERGENCY TOWING CABLES GANGWAY AND OTHER WARNING SIGNS SMOKING PROHIBITION ACCOMMODATION DOORS AND PORTS Página: 2 de 73

3 4.7 FORECASTLE DOORS ON MAIN DECK FORWARD HATCHES AND BUTTERWORTH PLATES/VENT FLAME SCREEN SEGREGATED BALLAST TANK HATCHES ORIENTATION OF THE VENTILATORS SHIP S MAIN TRANSMITTING AERIALS AND RADAR ELECTRICAL EQUIPMENT AND PORTABLE LAMPS VENTILATORS AND AIR CONDITIONING UNITS GALLEY FIRES AND COOKING APPLIANCES ENGINE ROOMS AND BOILERS SIGNPOSTING OF THE INSTALLATIONS NON AUTHORIZED SMALLER BOATS HAZARDOUS OPERATION LOADING SIGN TANKWASHING MAINTENANCE AND REPAIR WORK STAFF ON BOARD SUSPENSION OF TRANSFER OPERATIONS EMERGENCY SHUT DOWN OIL SPILLAGE SIMULATION PROGRAMS PERSONAL PROTECTION EQUIPMENT PROCEDURE FOR ALARM ACTIVATION IN EMERGENCY SITUATIONS BALLASTING AND POLLUTION PREVENTION CLOSING OF SEA VALVES CONNECTED TO LOADING SYSTEM SCUPPERS AND DRAINS GAUGING INSPECTIONS OVER THE SIDES OF THE VESSEL INSPECTION OF THE PUMP ROOM PUMP ROOM BILGES BILGES SEWAGE PLANT OR RETENTION TANKS PROHIBITION OF OILY WASTE, SEWAGE AND GARBAGE FROM SHIPS SOOT BLOWING AND PREVENTION OF SPARKS BALLAST EMERGENCY SHUTDOWN IN ORDER TO PREVENT POLLUTION PROCEDURE IN THE CASE OF TANK OVERFLOW OR OTHER OIL SPILLS NOTIFICATION OF OIL SPILLAGE TO PORT AUTHORITIES LETTER "IN THE EVENT OF AN OIL SPILLAGE" INFORMATION ABOUT THE PISCO-CAMISEA MARINE TERMINAL GEOGRAPHICAL POSITION PILOTAGE TUGBOATS AND MOTORBOATS COMMUNICATIONS NOTICE OF READINESS (NOR) CHARACTERISTICS OF THE PISCO CAMISEA MARINE TERMINAL ADDITIONAL INFORMATION OF PISCO-CAMISEA MARINE TERMINAL LOCATION OF EMERGENCIES PHONES Página: 3 de 73

4 7.2 PRE-ARRIVAL INSPECTION PROCEDURE CHARACTERISTICS OF THE TUGBOAT - TOQUEPALA CHARACTERISTICS OF THE TUGBOAT - CALIPUY HANDLINER BOATS CHARACTERISTICS CHARACTERISTICS OF THE LOADING ARMS MARINE LOADING ARM LOADING FLEXIBLE HOSE OPERATING ENVELOPE SUMMARY OF PUMPING RATE PRESSURE AND TEMPERATURE CHART CHARACTERISTICS OF THE VESSELS TERMINAL REQUIREMENTS ALARM ACTIVATION PROCEDURES IN EMERGENCY SITUATION ON THE MARINE BERTH GLOSSARY AND TERMINOLOGY Página: 4 de 73

5 1. INTRODUCTION This manual is directed to Masters of tankers, users of the Terminal, Ship owners, operators and agents of the vessels that could be moored at the Marine Terminal operated by OILTANKING ANDINA SERVICES SAC (OTAS). In this manual is provided: Information about the Terminal, General Standards; and Security, Safety and Pollution Prevention Regulations. OTAS, has taken out special attention and detail in the writing of this document. Therefore accepts no responsibility for any errors, omissions, alterations or any consequences that may result from the use of or confidence in any information given in this manual. Moreover, the information contained in this manual relating to matters that are not directly connected with the port activities carried out by the Operator OTAS, such as sailing in territorial waters, coastal stations, their schedules and frequencies, intervention by authorities, tanks washing operations in port, etc., is only intended to give some useful references (which may vary at any time), in no way do they absolve the reader of his responsibility to know and fulfill the different national and international Laws and Regulations to which all vessels sailing in Peru s territorial waters are subject, and anyone using or mooring in its ports. Masters should be fully acquainted with their vessels and their safety equipment and they are therefore responsible for adopting the necessary measures in the event of an emergency on board. OILTANKING ANDINA SERVICES S.A.C., wishes to make clear that this manual is in no way intended to replace official regulations and/or publications. None of the information contained in this manual will relieve the Master of his responsibility in the area of safety and protection, either for his vessel or for the Marine Installations operated by OILTANKING ANDINA SERVICES S.A.C. Página: 5 de 73

6 2. GENERAL STANDARDS AND REGULATIONS 2.1 SCOPE These regulations apply to all vessels arriving at the Pisco Camisea Marine Terminal. 2.2 REFERENCE Tanker nomination questionnaire Propane material safety data sheet Butane material safety data sheet Naphtha material safety data sheet Diesel material safety data sheet MDBS material safety data sheet Nitrogen material safety data sheet of Petroleum Measurement Standard Chain of Custody of Ballast Water Samples PRMA-PERPIS Control de agua de lastre. PRQ-PERPIS-04-Anexo 2 External Customer Satisfaction Poll FORM-0211-OTAS TMPC Inspection of dolphin mooring hooks FORM-0217-OTAS-TMPC Confirmation of Receipt of Pisco Camisea Marine Terminal Information and Regulation FORM-0218-OTAS-TMPC Conference Prior to Cargo Transfer FORM-0219-OTAS-TMPC Pre Arrival Inspection Form FORM-0220-OTAS-TMPC Ship / Shore Safety Check List FORM-0221-OTAS-TMPC Check List - Berth FORM-0222-OTAS-TMPC Declaration of Security FORM-0223-OTAS-TMPC Loading Control LPG Carrier FORM-0224-OTAS-TMPC Loading Control Oil Tanker FORM-0225-OTAS-TMPC Letter of Protest FORM-0226-OTAS-TMPC Vessel Measurements / Ullage Report FORM-0227-OTAS-TMPC LPG Carrier Sounding and Capacity Report FORM-0228-OTAS-TMPC Model of Letter In the Event of Oil Spill Pollution FORM-0229-OTAS-TMPC Confirmation of Reception of MSDS FORM-0230-OTAS-TMPC Statement of Facts FORM-0231-OTAS-TMPC Mooring Plan FORM-0232-OTAS-TMPC Water Ballast Information Form FORM-0233-OTAS-TMPC Ship s Captain Commitment Regarding the Maneuvers Página: 6 de 73

7 FORM-0240-OTAS TMPC Shipment Summary FORM-0247-OTAS TMPC Mooring Lines Check List PCS-0148-OTAS TMPC Limits of Operation Procedure FORM-0148-OTAS TMPC Weather Evaluation Agreement FORM-0147-OTAS TMPC Weekly Forecast 2.3 RESPONSIBILITIES OF THE SHIP OWNER AND MASTER The Master of each vessel that arrives to the marine terminal and therefore representing to the ship owner and/or operator of the vessel together are responsible of the conditions and safety operation of the vessel. The present regulations and procedures, including the Pre arrival Inspection of the vessel, are established by OILTANKING ANDINA SERVICES S.A.C. The Master is responsible of the vessel, for the safe anchoring, later approaching, safe mooring / unmooring and loading operation concerned to the ship STAFF INVOLVED The present shall be followed by: The vessel and its crew. Visitors to the terminal and/or vessel. Government officials (Port State Control, Marine Authorities, Customs, Health and Safety Officials, Judicial Authorities, National Police, etc.) Ship owner s personnel or vessel s chandler and suppliers. Maritime Agency. Personnel who carry out maintenance jobs in the terminal. Marine Terminal personnel. Representatives of the product Owner(s) Terminal representatives. Independent inspectors. 2.4 EMERGENCY SITUATIONS In situations of emergency, all transfer operations are to be stopped immediately and vessel cast off. The following situations will be deemed emergencies: 1. Oil spillage or liquid gas leaks of any kind. Página: 7 de 73

8 2. Port Closure declared by the Competent Authority, with this condition the actions to take will be evaluated and agreed between vessel s Master and Loading Master, taking into account the recommendations of the Pilot. 3. A fire or explosion in the vessel or terminal, however small it may be. 4. Situations where there are risks of attacks, sabotage attempts or attempted terrorist attacks. 5. Oceanographic conditions or adverse, causing the vessel to lose its safe mooring position. 6. Communications problems between vessel/terminal. 7. Collision of a foreign vessel to the operation against Terminal or ship that is alongside Terminal. 8. Any other situation that, it could possibly affect the safety of the transfer operation or result in an oil spillage incident. 2.5 PREVIOUS INFORMATION The exchange of information between the parties involved should ensure background knowledge as operations begin. Information should be exchanged through the vessel s shipping agent and the port operator, and should include: From the Terminal Operator: Provide drawings of the berthing and mooring installations and the layouts of the loading arms together with information about loading installations and cargo pumping rates, pressures and temperatures, as well as other environmental restrictions applicable to the Terminal; characteristics for approaching the Port and maximum speed and angle for approaching the Terminal. It will send in a timely way the Pisco Camisea Marine Berth through the Shipping Agent. Página: 8 de 73

9 2.5.2 From the Vessel: Will submit the tankers nomination questionnaire the same includes vessel characteristics (ship particulars), capacities of cargo tanks; drawing and international form pointing out the area where was carried out the ballast water exchange and mooring equipment arrangement From the Shipping Agent: It will provide to the vessel with the documentation required by the Port, Customs, Health and Safety and Immigration Authorities for the reception of the vessel. It will send to the Terminal the drawing and international form pointing out the area where the vessel carried out the ballast water exchange; ETA at 48 hours and 24 hours for vessels coming from internationals waters. It will send in a timely way this Information and Regulations to the vessel s Master. 2.6 PRIOR TO ARRIVAL Direct contact should be established between ship and shore through vessel s Maritime Agent, with updated information on the vessel s arrival and maneuver requirements, mooring arrangements and the general facilities available at the Terminal. Similarly, the Master should inform the Terminal of any conditioning of the loading tanks carried out during the passage, the draft and trim on arrival, maximum draft and trim expected when the loading is completed; functioning of the inert gas plant; oxygen content in the tanks; any deterioration that may have been produced during the voyage (or previously) in the lines, valves, bulkheads, hull and which could affect the transfer or cause pollution. Information will also be given on requirements for provisions and fuel. 2.7 INSPECTIONS Pre-arrival Inspection.- The Terminal Representative will carry out an inspection of the vessel before the vessel may proceed to the Marine Terminal, in order to verify the documentation and certificates of the vessel and its conditions of Página: 9 de 73

10 safety and functioning, in accordance with National and International regulations and without interfering with the inspection of the Maritime Authorities (Port State Control). (The Pre-arrival Inspection form can be found in FORM-0219-OTAS-TMPC Pre Arrival Inspection) Other inspections.- The Master or his representative will inspect the vessel while it is moored at the terminal, in order to ensure that the terminal s regulations and government regulations are constantly fulfilled. These inspections will include an inspection of the pump room (according to established standards), the loading deck, accommodation and the vessel s empty spaces, with a gas indicator to determine whether these areas are free of gas, and mooring ropes working (maintaining them with same tension and the frictional wear on the chock or rollers fairlead) according FORM-0247-OTAS TMPC Mooring lines Check List issued by Terminal representative, that will be carried out during pre-arrival inspection, after all fast and during whole loading operations. The Master or his representative will verbally communicate the results of each inspection to the Terminal Representative as soon as possible. The Terminal Representative may accompany the Master or his representative to ensure that the required inspections are indeed carried out. The Terminal Representative will not be responsible for determining or bringing attention to any violations of official standards and/or regulations. Neither will the Terminal Representative be responsible in any way for ensuring that the official inspections are carried out appropriately. Página: 10 de 73

11 2.8 CONFERENCE PREVIOUS TO CARGO TRANSFER The Conference Prior to Cargo Transfer form (FORM-0218-OTAS-TMPC) must be filled by Loading Master and Vessel s Representative during cargo key meeting before start loading operations. The loading transfer operations must be planned in advance. The Pre- Transfer conference ensures full and complete understanding of all the transfer procedures before, during and after the operation. During the conference, the actions to be taken in the event of emergency must be established. The staff of the vessel must be familiar with the Terminal s emergency installations, and the staff of the Terminal must, likewise, be familiar with the vessel s emergency installations and equipment. The Pre-Transfer conference concerning the loading operation must be carried out before operations are started. It must be carried out in the presence of the Master or his Representative, the Terminal Representative and the Representative of the Buyer/Seller or Agent (independent inspector). The Pre-Transfer conference is related to the safety planning of the operations. This document was developed to serve as a guide to the Masters and the Marine Terminal staff, with regard to their responsibilities before, during and after the transfer operation. During this conference, the following articles should be discussed and agreed upon: a. Distribution of load, quantities, segregations, beginning/end of each part of the load to be transferred. b. The loading sequence, pressure loading rates, the temperature of the products and the capacity of the refrigeration plant on the vessel for liquefying the vapors of the loading, given that there will be no vapor recovery at the Terminal in the case of LPG/C, and in the case of Tankers that will load naphtha should be agreed the loading rate employing the vapor control system. (as per ship design) Página: 11 de 73

12 c. The main procedure for communications between ship and shore to be followed during the transfer operations and any special communications procedure to be followed in the event of an emergency, including oil spillage. d. Notification of the Procedures/Contacts in the event of pump shutdown and/or closure of the emergency on-shore emergency valves, so that the vessel can receive notification. e. Timely notification of the Terminal s Representative in the event of valve failure, imminence of fluid release, or any other occurrence on board the vessel that may require immediate suspension of the loading transfer at the Terminal. f. The vessel and Terminal security officers will prepare the Declaration of Security according to ISPS code. Note: For additional information on this matter, please refer to the International Safety Guide for Oil Tankers and Terminals (ISGOTT), Chapters 4, 5 and VESSEL/TERMINAL SAFETY CHECK LIST The Ship/Shore Safety Check List form (FORM-0220-OTAS-TMPC) must be filled by Loading Master and Vessel s Representative after mooring lines inspection carried out by both representatives (vessel and terminal) All articles required by ISGOTT, the Marine Authority and OILTANKING ANDINA SERVICES S.A.C., must be inspected and found satisfactory. The Ship/Shore Safety Check List must be signed by both the Vessel Representative and the Terminal Representative, and a copy of the document will be given to each of them, and during loading operations, the checkpoints with code (R) will be reviewed by both parties according to established and agreed intervals. The vessel must comply with all the Official Regulations required by law, as well as internationally accepted practices. Página: 12 de 73

13 2.10 INFORMATION ABOUT THE VESSEL Prior to the load transfer, the vessel will provide the Terminal Representative with the following information: a. A copy of the Loading Plan/Stowage Plan b. A copy of the last 3 cargoes. c. A copy of tank cleaning procedures, if vessel carried out this operation before to arrival at terminal d. Ballast water reporting form. e. Notice of Readiness (NOR). f. Declaration of security. g. Cargo loading calculations before loading h. Vessel experience factor (VEF) 2.11 LOADING ARMS CONNECTION The dimension of the terminal s loading arms flanges was submitted to the vessel via tanker nomination questionnaires. All the extra spacers and/or reducers needed for the connection of the loading arm should be provided by the vessel. The cams connections will be adequately secured with the face of the flange appropriately aligned, the condition of the flange seal have been previously checked. For technical specifications and dimensions of loading arms, and flanges see Additional Information. Before the loading transfer has been initiated, the connection of the loading arms will be inspected by the terminal representative and by the Deck Officer, for possible leaks UNUSED FUEL AND/OR LOADING MANIFOLDS All the connections of the unused manifolds will have securely fitted with blank flanges. Página: 13 de 73

14 If the vessel is equipped with a stern discharge line, this will also be securely fitted with a blank flange. The loading manifolds must have connections and pressure gauges to measure the pressure of the loading, and the necessary elements to measure the temperature of the product to be transferred. The items 2.11 y 2.12 has been informed previously to vessel s Master before arrival, in accordance with Tanker Nomination Questionnaire PROCEDURES TO LIMIT PRESSURE PULSATIONS The effects of pressure pulsations are serious, as pressure surge can be produced, that can damage the pipeline systems or loading arms due to incorrect use of pumps and valves. The permitted transfer pressures and temperatures are fixed in the FORM-223-OTAS-TMPC Conference Prior to Cargo Transfer, according to the products to be transferred and will be registered in loading control FORM-223-OTAS-TMPC Loading Control LPG Carrier. The Marine Terminal Representative will receive notification from the vessel about any particular loading rate for its tanks, and which is required for certain products. It is important to avoid closing any of the system s valves in an untimely way, to avoid causing pressure pulsations. In the case of emergencies, the transfer will be stopped. During the transferring is required to change from one tank to another in the ship, the valve of the second tank will be opened first, before the valve of the first is closed. It is recommended to the ship crew to pay attention when these changes are planned to be done. The Terminal s representative will be notified when the loading operation is nearly finished (in accordance with the measurements of the vessel s or Terminal s tanks according agreement) in order to reduce the pumping rate for the topping off. Página: 14 de 73

15 2.14 ADVANCED NOTICE AND LOADING RATES In loading operations, the Marine Terminal Representative and the Vessel Representative will agree on the final topping off rate. The Vessel Representative will notify the Terminal Representative, thirty (30) minutes in advance, to decrease the topping off loading rate, and one (1) minute to finish (stop) WEATHER CONDITIONS Electrical storms or weather conditions may lead to a hazardous situation. In the case of electrical storms, the following operations, if underway, should be suspended immediately: loading transfer operations, ballasting, inert gas purging, tank cleaning or gas freeing. During electrical storms, the mast riser will be closed. Still fresh breeze can cause hazardous accumulations of hydrocarbon vapors on the deck of the vessel. Hydrocarbon vapors are flammable and toxic. Wind speed of less than five miles per hour is considered still fresh breeze. The presence of flammable vapors must be detected and precautions taken. Flammable and combustible liquids can generate hydrocarbon vapors. Liquid hydrocarbons with a flash point of less than 37.8 C (100 F) and a vapor pressure of no more than Kg/cm2 (40 psig) and 37.8 C (100 F) are considered FLAMMABLE. Liquid hydrocarbons with a flashpoint higher than 37.8 C (100 F) are considered COMBUSTIBLE. Ballasting and loading operations that can generate hydrocarbon vapors during still wind conditions will not be initiated or, if underway, they must be suspended MAINTAIN COMMUNICATION IN ENGLISH All the official Ship/Terminal communication and documentation will be carried out in the English language. Página: 15 de 73

16 2.17 NON AUTHORIZED PERSONS OR SHOWING ALCOHOL SYMPTOMS The Master of the Vessel will be responsible for any non-authorized persons boarding or permanence in the vessel, as well as persons showing alcohol symptoms, in the event of any damage to the personnel and material of the Maritime Terminal caused by such persons interfering with the transfer operations. If necessary, such persons will be arrested and confined or removed from the vessel BUNKERING, STORING AND VICTUALLING OF VESSELS Bunkering, storing and victualing of vessels will not be permitted in the Marine Terminal (vessels should make provisions with their maritime agents to carry out bunkering or victualing outside the Terminal s installations, before or after its entry or departure from the marine terminal). If the above mentioned criteria are not fulfilled, OILTANKING ANDINA SERVICES S.A.C., reserves the right to take the appropriate action FLAMMABLE LIQUIDS AND GASEOUS COMBUSTIBLES AT SHIP S STORES Flammable gases and liquids that are used as fuels for the lifeboats and other approved equipment, will be marked, labeled and kept in approved containers. The containers will be stowed in areas selected by the Master INERT GAS SYSTEM Every tanker requiring the use of inert gas system must have their cargo tanks inerted before any transfer operation. On cargo tanks inspection and testing is desirable that the oxygen content is less than 8%. If the oxygen content exceeds 8%, no transfer operations will begin until the oxygen content can be reduced. Página: 16 de 73

17 Regarding gas carriers the hold spaces must be inerted or pressurized with dry air. Before and after loading operations, the loading arms must be inerted with Nitrogen. The inert gas pressure in the loading tanks will be reduced for the purposes of sampling, gauging and inspection, with the authorization of the Terminal Representative. Any vessel with an inert gas system must have portable instruments to gauge hydrocarbon and oxygen vapor concentrations in an inert atmosphere, and a gas gauge. All tanks should have the fittings necessary to allow the use of portable instruments INCIDENTS AND/OR CASUALTIES THAT OCCUR DURING THE PASSAGE It is the Master s responsibility to inform the Marine Terminal Representative of any incident or casualty that occurs during the passage that could be cause for concern, for example: breakdown of machinery, fire, groundings, collision, hull leakage, structural damage, malfunctioning of the safety equipment, etc. Such information, whenever possible, will be given prior to mooring and as soon as possible after mooring. In all cases, the initial notification will be prior to loading transfer. A verbal report will be sufficient as initial notification. A written report will be prepared as soon as possible, if requested by the Marine Terminal Representative COMPLIANCE WITH INSTALLATION REGULATIONS All Deck Officers, before assuming responsibilities for deck watch, will read and agree to comply with the standards and regulations outlined therein. Failure to comply with these standards and regulations may result in the Marine Terminal, stoppage of the loading operation and removing the vessel from the Marine Installation. Página: 17 de 73

18 The Master or his representative will need to sign a receipt acknowledging that he is familiar with the present standards and regulations of the platform. Refer to FORM-0217-OTAS-TMPC Confirmation of Receipt of Information and Regulations where a copy of the receipt is given LOADING PLAN AGREEMENT The written operational agreement between the vessel representative and the Terminal Representative regarding the exchange of information on the characteristics of the Loading Plan and pumping requirements will be recorded in the Planning document, which will specify which tanks, which loading lines and which pumps are to be used during the operation, maximum pressure admitted, maximum and minimum temperatures, ballast operations, tank changes, avoidance of product contamination, vapor recovery system, precautions to avoid accumulation of static electricity, ensuring that efforts are not exceeded, final fill rate, etc. See Additional Information for pressures, temperatures and pump rate MEASUREMENTS AND SAMPLING OPERATIONS Measurements of the cargo tanks will be carried out in coordination with the Vessel Representative, the Representative of the product owner or Consignee (Surveyor) and the Terminal Representative. Measurements will be carried out in accordance with the International Standards and Procedures already established for these operations; the of Petroleum Measurement Standards (MPMS). API Chapter 3, 4, 12 & 17 (ASTM D-1250 and I.P. 200). Due to the volatility of the loading, measurements and samplings will be carried out in a closed system and the UTI measuring instrumentation will be used in accordance with good safety practice and manufacturers instructions. Vessels equipped with inert gas will have closed measuring systems. These tanks may be measured or samples may be taken without reducing the pressure of the inert gas. Página: 18 de 73

19 For LPG carriers, samples will be taken from the sampling point indicated for the liquid samples. One sample will be for analyzing corrosion and another for chromatographic analysis. And independent surveyor is responsible to take samples of the product loaded as per Terminal and buyer requirement PREPARATIONS FOR LOADING OPERATIONS Owner or Vessel Representative (Shipping Agent) The Master of the Vessel or his Representative will inform the Marine Agency about the vessel s ETA. It is the Shipping Agent responsibility to advise the Port Authorities, Customs, Security Guards and Authorities in general of the arrival of the vessel. The Owner via Agent will communicate the latest ETA to the Terminal Representative. The Owner will coordinate mooring operations with the designated Pilot Product Owner or Consignee The Product Owner (Buyer) or Consignee will designate an Independent Inspector to be his representative before the Master of the Vessel and the Terminal Representative for each loading operation. The Inspector will supervise the quality and quantity of the loading, and ensure that the consigned volumes are really transferred in the vessel cargo tanks. Página: 19 de 73

20 Terminal Representative (Loading Master) The Terminal Representative will confirm the vessel about the quantity of product consigned to the vessel in accordance with the loading plan agreed with the vessel s representative. He will inform to the Plant operators about the loading sequence. The Terminal Representative is responsible for ensuring that the vessel s loading operations are carried out in accordance with the operation and safety procedures established in this. He must ensure that the Independent Inspector carries out measuring, sampling and calculation procedures in accordance with the standards established ACTIONS PRIOR TO STARTING THE LOADING OPERATION Ship owner The Master or his representative hand will over the loading documents. He confirms in writing his acceptance of the loading plan and conditions for the loading and/or required rates. Product owner or consignee The Inspector or Representative of the product owner or consignee will note down the vessel draft of forward and after, information that will be used to apply ullages corrections by trim and list. He will inspect the vessel s tanks in the presence of the Vessel Representative and the Terminal Representative and proceed to take the parameters of the product in the tanks, which should be verified together with the representatives according to the case of each product. Temperatures Pressures Ullages or sounding Bottom and sediment water (BS&W) Página: 20 de 73

21 The Inspector will record these measurements in the respective Measurements Report and the Vessel Representative will record them in his control book. Once the measurements have been taken, both registers are compared. In the case of discrepancies, the tanks will be measured again. The Inspector will report a certificate of tank s inspection OBQ Terminal Representative Before boarding, he will record the forward and after vessel draft. This information will be used to apply ullages corrections by trim and list. Sign acceptance of the Notice of Readiness given by the Master. Coordinate the final loading plan, which will be confirmed in writing. Order the connection of the loading arm to the vessel s manifolds. Verify sampling of products. Verify gauging of the product in the tanks: temperatures, ullages and BS&W, together with the Vessel Representatives and the User. It will be issued the Letter of Protest to reserve the responsibilities of the Terminal, and its installations (FORM-0225-OTAS-TMPC Letters of Protest) BEGINNING OF THE LOADING OPERATION Ship Owner The Vessel Representative notifies when the vessel is ready for the transfer, once the quality of the Product has been accepted. Terminal Representative Página: 21 de 73

22 Once the activities prior to the loading transfer have been finished, both at the Terminal and in the tanker, the representative will communicate with the Pump Station staff and order loading operations to begin DURING THE LOADING OPERATION Ship Owner He carries out the inspections described in Chapters 2.9 and 4. Likewise, he will give all information referring to the loading operation asked by the Inspector and/or Terminal Representative. Representative of the Product Owner or Consignee (Independent Inspector) The Inspector on board receives the information about the preliminary liquidations of the Terminal from the Inspector at the Plant, in order to compare the volume received with the volume consigned. He coordinates with the representatives of the vessel and the Terminal to calculate the loading rate of the product. He will take samples of the product loaded for the necessary analysis. Terminal Representative Keep permanent communication with the Plant. Prepares documentation required by the Terminal for the control of loading operations (mooring arrangement, temperature and pressure control, pump schedule control, etc.). He is the responsible for ensuring that all safety conditions are complied with during the transfer operation. He will monitor all the equipment on the platform, for which it is necessary to distribute duties and responsibilities to the personnel in his charge (Supervisors, Operators and others) 2.29 END OF LOADING OPERATION The Independent Inspector (representative of the Product Owner or consignee) with the participation of the Vessel and Terminal Página: 22 de 73

23 Representatives will measure ullages and/or soundings of all the tanks (including the slop tanks), recording measurements, temperatures, pressures. Once the respective calculations have been made, the data will be recorded in the measurements report and one copy of it will be signed by the Vessel Representative and the Independent Inspector and given to the Terminal Representative. The Independent Inspector and the Terminal Representative will compare the volumes received in the vessel s tanks with the volumes pumped from the Terminal s tanks. When the volumes measured differs by 0.5%, it will be reinspected the tanks and calculated in order to examine the reason for the difference and define responsibilities and the necessary letters of protest will be issued DISCONNECTING THE LOADING ARM When the loading operation is completed and the loading pumps have stopped working, the valves in the line will be closed and the loading arms will be drained to the vessel with the Propane or Nitrogen vapors, according to the case. The product of the headers will be drained towards the main line of the product with the Propane or Nitrogen vapors before initiating the disconnection of the loading arms. Immediately after the disconnection, the blank flanges will be installed in the vessel s manifold valves. In the area of the vessel s manifold, vapors may appear from the flammable loading, which should be avoided. If they cannot be avoided, it must be ensured that no ignition sources exist or will be created in this area PREPARATION OF DOCUMENTS Once the figures on board have been verified with the Vessel Representative and the Terminal Representative, with the figures dispatched by the Plant, the Independent Inspector will prepare the such documents: measurements report, timing sheet, cargo tanks inspection, OBQ, calculations of Vessel experience factor (VEF), Página: 23 de 73

24 sampling report, pressures and temperatures report, quality certificate, figures after loaded, letters of discrepancies and letters of protest, etc. Once these documents have been signed by the vessel representative, he will give a copy to the Terminal Representative, in accordance with Pluspetrol instructions. The Master or his representative at the end of the loading will issue the following documents as statements of facts, tanks inspections and ullaging after loading, pilot card, ballast water form, loading control, letter of protest. The Bill of Lading and cargo manifest will be prepared by the Owner s agent as per Pluspetrol instructions. All the documents will be signed accordingly and distributed to all the parties involved. The Terminal representative at the end of the loading operations will issue the following documents and in the manual DOC PERPIS 0009 (FOP7). FORM-0230-OTAS TMPC Statement of facts FORM-0219-OTAS TMPC Pre arrival inspection FORM-0218-OTAS TMPC Conference Prior to Cargo Transfer FORM-0220-OTAS TMPC Ship shore safety check list FORM-0221-OTAS TMPC Check list berth FORM-0223-OTAS TMPC Loading control LPG carrier FORM-0224-OTAS TMPC Loading control Oil tanker FORM-0225-OTAS TMPC Letter of protest FORM-0232-OTAS TMPC Ballast Water Information Form FORM-0222-OTAS TMPC Declaration of security FORM-0229-OTAS TMPC Confirmation of MSDS Reception FORM-0231-OTAS TMPC Mooring Plan FORM-0233-OTAS TMPC Ship s Captain Commitment Regarding the Maneuvers FORM-0240-OTAS TMPC Resumen del Embarque FORM-0247-OTAS TMPC Mooring Lines Check List FORM-0148-OTAS TMPC Weather Evaluation Agreement FORM-0147-OTAS TMPC Weekly Forecast PRQ-PERPIS-04 External Customer Satisfaction Poll Página: 24 de 73

25 3. SECURITY OILTANKING ANDINA SERVICES SAC and Pluspetrol are currently committed to all aspects of Security and consider it one of the key factors in the operation. For this reason the measures included in the ISPS code have been implemented in the Port Installations of the Pisco Camisea Marine Terminal, as well as the activities associated with the operations carried out at the Fractionating Plant situated near Lobería beach in the Pisco bay. Further information can be found in the manual of ISPS code, a transcription of the Declaration of Security will find in FORM-0222-OTAS TMPC Declaration of Security 4. SAFETY This is exclusive to the operation of tankers that carry out hydrocarbons loading operations at the Pluspetrol Pisco Camisea Marine Terminal operated by OILTANKING ANDINA SERVICES S.A.C. Terminal operations counts on with 2 tugboats, 2 line handling boats, 1 passenger boat and 2 oil spill recovery boats, which are the only vessels authorized to carry out any operation within the facilities of the Terminal. 4.1 MOORING PLAN The tankers/vessels will moor at the Platform of the Marine Terminal which has dolphins with mooring and breasting hooks. The Masters are responsible for ensuring that the mooring lines are in optimum conditions. The anchors of the vessel will not be used in the mooring maneuvers The mooring winches will be in optimum working conditions. Dolphin structures There is a distribution of four (4) Mooring Structures, which have three quick release hooks and four (4) Breasting Structures, which have two Quick release hooks, to which the vessel will be moored, with: Página: 25 de 73

26 An arrangement of Head and Stern Line, Breast Line and Spring Line, and a similar arrangement on the bow, conditions can be reinforced if required as per weather and sea conditions. The mooring conditions to be implemented at this Terminal are described in the Additional Information Remarks: a. In conditions of irregular swell or bad weather, it will be necessary to consider additional mooring lines according to each case. b. Once is all fast, it is the responsibility of the Master and his crew to maintain the correct tension of the mooring lines while the vessel is moored at the Terminal. c. After completion mooring maneuvers, the Loading Master jointly with the vessel s representative, will carry out periodic inspections to verify the working conditions of all mooring lines. d. All costs and delays that lead to non-compliance with the conditions laid out above, will be the responsibility and at the risk of the vessel. e. Any defect that is known in the vessel s mooring system, or limitation in the brakes of the mooring winches should be made known to the Port and Terminal Authorities respectively, in order to allow the necessary precautionary measures to be taken. f. In order to avoid damage to the installations, the mooring lines will remain tight, and working at all times during the loading operation. g. Under no circumstances will a combination of synthetic mooring lines and wires will be authorized. h. Once the vessel is in its position and safely moored, ensure that all the winches are fast, not leaving them in constant tension or automatic position. Página: 26 de 73

27 i. Ensure that the vessel is moored with sufficient mooring lines, in terms of both quality and quantity, to prevent the vessel from breaking mooring lines due to sudden changes in wind and sea conditions. j. The Masters of the tankers will take care to ensure that mooring procedures are adhered to. Note: See the mooring plan in the FORM-0231-OTAS-TMPC Mooring Plan. 4.2 FIRE FIGHTING SYSTEM Immediately previous to or upon arrival of the vessel at the Terminal, and before loading transfer operations begin, the fire hoses will be ready and connected to the main fire hose, the fire pumps will be prepared for immediate use. Two fire hoses will be situated forward and aft of the loading transfer manifold on the main deck of the vessel. The water pressure available will be sufficient for the main fire hose of the vessel, while the vessel remains moored at the terminal. Depending on the design of the vessel s fire pump and prevailing weather conditions, it may be necessary for the fire hoses to be prepared and connected to the starboard side of the vessel. These hoses will be in addition to those required by section mentioned above. The system s monitors will be directed at the manifold and ready for operation. Two dry chemical extinguishers of 25 lbs will be used in the vessel s manifold. The Platform has a dry firefighting system which is fed through either of the two pumps (one Diesel, one Electrical) with sea water, whose accessories are: 2 water/foam monitors and 3 Hydrants with 2 ½ valves. Attached is a diagram of the system for additional information PCAM-550-DL-Y There are 3 of CO2 and 15 PQS portable extinguishers and 3 PQS wheeled type of twenty one extinguishers located in the Platform. In addition there are two fire extinction systems in the berth control system (FM-200) and operators room (EA-227). Página: 27 de 73

28 4.3 EMERGENCY TOWING CABLES According to recommendations from both the OCIMF for operators of tankers and gas carriers and ISGOTT, there should be steel wires hanging permanently in the bow and stern area for safety purposes so that in an emergency the tug boats can pull the vessel out in the shortest time possible. For vessels of 20,000 to 100,000 DWT, wire 28 mm thick and 45 long will be used with a break limit of 100 Tones. 4.4 GANGWAY AND OTHER WARNING SIGNS All access from the loading platform to the vessel and vice versa will be via the Gangway, for which purposes the established procedures will be followed. If, for reasons of safety or protection, access should be necessary through the respective embarking platform of the vessel with the help of boats, permission will only be given by the Protection Official of the Port Installation. An advertisement will be hung up in the gangway of the vessel s access stairway, with the following inscription: Warning: No Naked Light. No Smoking. No Visitors. No cellular phones. Advertisements will be permanently displayed in conspicuous places on board the vessel, indicating the areas where smoking or naked lights are prohibited. 4.5 SMOKING PROHIBITION Smoking is strictly prohibited while the vessel is moored at the Loading Platform, except in the places authorized by the Master in the accommodation wings of the vessel, and which have previously been agreed on with the Terminal Representative (Loading master). Página: 28 de 73

29 Failure to comply with this rule will lead to the stoppage of loading transfer operations. Investigations into the facts may result in legal action. 4.6 ACCOMMODATION DOORS AND PORTS All the external doors and portholes of the accommodation will be kept closed while the vessel remains in the terminal. 4.7 FORECASTLE DOORS ON MAIN DECK FORWARD Forecastle doors and portholes will remain closed to avoid the accumulation of gases on the inside. 4.8 HATCHES AND BUTTERWORTH PLATES/VENT FLAME SCREEN All the hatches and Butterworth plates will be properly closed. All ullage holes will be properly fitted with flame screens that are in good condition. All pressure vacuum valves of the vent system will have properly installed flame arrestors or screens that are in good working condition. The use of aluminum in the Butterworth safety covers is not permitted. 4.9 SEGREGATED BALLAST TANK HATCHES Segregated ballast tank hatches should be kept closed when handling loading or ballasting. If adequate tank venting is not otherwise provided, however, segregated ballast tank hatches may have to be opened during loading or discharging of segregated ballast. Segregated ballast tank hatches should be clearly marked ORIENTATION OF THE VENTILATORS Before starting and during the loading transfer operations, all ventilators will be oriented to prevent the entry of flammable gas. If ventilators are so located that flammable gas can enter, regardless of the direction in which they are oriented, they should be covered or closed. Página: 29 de 73

30 Mechanical ventilation systems serving the pump rooms shall be in use during all operations SHIP S MAIN TRANSMITTING AERIALS AND RADAR The vessel s main radio transmitting aerials are to be switched off while moored at the terminal. An advertisement will be hung up in the radio room warning against the use of radio equipment during the transfer of flammable loadings. The vessel s radar will not be used during the operation, unless the Master, in coordination with the Terminal Representative, establishes the conditions under which it may safely be used. Only the use of intrinsically safe, officially approved radios is permitted during the product transfer operations, using the frequencies approved by the competing authorities. Only the USE OF EXPLOSION - PROOF MOBILE PHONES is permitted in the accommodation areas previously designated by the Master of the Vessel and the Terminal Representative, where there is no accumulation of explosive gases ELECTRICAL EQUIPMENT AND PORTABLE LAMPS Electrical equipment or portable lamps that are not intrinsically safe, used on deck and other hazardous areas, must be disconnected from the electricity supply. All flashlights that are used must be approved and certified explosion proof VENTILATORS AND AIR CONDITIONING UNITS All the ventilators will be properly oriented to avoid flammable gas entering into the accommodation area. Mechanical ventilators must be stopped if there is gas present in the engine room. The air conditioning system must work in a closed circuit. Página: 30 de 73

31 4.14 GALLEY FIRES AND COOKING APPLIANCES Galley burners should be efficient enough to ensure that no sparks or fire can be generated. Flues or chimneys should be cleaned at regular intervals. There must be an adequate number of extinguishers, in accordance with the vessel s firefighting plan, which will be operative and ready for use. Grease or oil will be removed from the smoke extraction system, and cloths with grease or oil will be disposed of appropriately. While the vessel is moored at the terminal, the use of electrical cooking appliances and other appliances, such as electric stoves and toasters, will only be permitted if there is no danger and only in kitchens or authorized places ENGINE ROOMS AND BOILERS Diesel generators, burners, inert gas generators and pipeline systems, gas manifolds and flame arrestors will be kept in perfect working conditions and will be kept clean. The blowing of boilers is prohibited while the vessel is moored at the terminal. If any sparks are generated, the necessary measures will be taken immediately to eliminate the sparks, even if that means turning off the boilers. Highly volatile cleaning solvents will not be used in the engine room under any circumstances whatsoever SIGNPOSTING OF THE INSTALLATIONS The extremes of the Terminal have the following nautical signposts: Position Mooring Structure on the extreme west side Mooring Structure on the extreme east side Página: 31 de 73

32 Type of sign: Lighthouses on ferry posts. Day A lighthouse with a fluorescent red ferry post 8 meter high on the platform and 15 m.a.s.l. Night Self-contained automatic lights with solar panels or equivalent energy system, reaching 2 nautical miles and visible from the horizon. Working lights are white in color with a span of the whole working area (organized vertically downwards). The inspection of the Terminal s nautical signals, is in charge od Loading Master through duty Supervisor of Terminal, who according FORM-0219-OTAS-TMPC Pre-arrival Inspection, is the responsible to communicate to vessel s master and pilot about functionality of those, before starting mooring maneuvers NON AUTHORIZED SMALLER BOATS No boat will come alongside or remain alongside a tanker while it is handling volatile or flammable loading, or is ballasting when tanks are not gas-free, without prior authorization from the Terminal Representative. When a boat is authorized to come alongside the vessel, an official from the vessel will explain the rules such as no smoking, no naked light, no use of unauthorized cooking appliances, etc. These same rules must be observed and complied with on board the smaller boat HAZARDOUS OPERATION LOADING SIGN While the tankers are moored at the terminal, and in accordance with International Regulations, they will display the following signs: During the day: Flags "B" and H At night: a light which is perfectly visible from all directions (360 ) Página: 32 de 73

33 4.19 TANKWASHING For reasons of safety, the vessels may not carry out these operations while they are moored at the Platform MAINTENANCE AND REPAIR WORK While the vessel is moored at the platform any type of repair and maintenance work is prohibited, unless it has been authorized by the Port Captaincy and the Pluspetrol Supervisor of the Marine Terminal STAFF ON BOARD The Master will at all times keep sufficient crew on board to manage the loading operations safely and unmooring of the vessel in the event of an emergency. He must ensure that regulations regarding minimum safety provisions are complied with SUSPENSION OF TRANSFER OPERATIONS Terminal: The Terminal Representative may suspend transfer operations if any of the present standards and regulations are not observed and strictly complied with, or if any other danger exists. Notice will be given to the Master or his Representative prior to such action. Tankers: The Master or his representative will suspend transfer operations if they feel the terminal operations are unsafe, or any other danger exists. Notice shall be given to the Terminal Representative prior to such action. If the loading tanks are not inertized, the loading transfer operation cannot begin, until the plant has been repaired or an alternative source of inert gas has been supplied to the vessel. Página: 33 de 73

34 Note: If transfer operations and ballasting should have to be suspended due to reasons mentioned above or any others, the party initiating the suspension will immediately notify the other party of his reasons and, when possible, the necessary corrective measures will be taken EMERGENCY SHUT DOWN Should any incident aboard or in the Terminal be detected, the transfer operations will be suspended immediately. The plant will be notified, the loading pumps will be stopped immediately using the emergency shutdown devices, and the valves will be closed using the emergency shutdown devices. The plant will be notified of the activation of the emergency shutdown devices. Among the situations that will give rise to an emergency shutdown are the following: The irregular swell or strong waves which may cause the vessel to move from its position in the Terminal. The loading arms incorporate an audible and visual alarm system, which will initiate the automatic shutdown of the pumps and the closure of the block valves and the later automatic disconnection of the loading arm (Emergency Release System). In the event of fires or where gas has been detected, the alarm system will activate its shutdown and emergency release system. The spillage or leakage of product and/or fire during product transfer OIL SPILLAGE SIMULATION PROGRAMS As part of its continuous Safety and Environment program, OILTANKING ANDINA SERVICES S.A.C., carry out simulations of oil spillage in the sea. It will be necessary to coordinate previously with the Vessel s representatives in order to carry out these practices together in the most effective way possible. Página: 34 de 73

35 OILTANKING ANDINA SERVICES S.A.C., will keep a rapid response team ready to prevent spillages in the sea when transfer operations to the ships are being carried out. When loading Diesel a 100 meters permanent boom is always deployed. More information can be found in the Terminal s Contingency Plan PERSONAL PROTECTION EQUIPMENT Any staff boarding the vessel or participating in the mooring/unmooring procedure or connection/disconnection operations of loading arms must have appropriate and adequate PPE for the working conditions. All equipment must be approved and have characteristics that comply with international standards and practices PROCEDURE FOR ALARM ACTIVATION IN EMERGENCY SITUATIONS The described limits are established in the PCS-148-OTAS-TMPC Limits of Operation Procedure, which is applied in all loading operations at Pisco Camisea Marine Terminal, considering: Wind The limit values set for the stop, loading arms disconnection and unmooring of the vessel from PCMT, were based on the maximum wind speed established in the design of loading arms, and the statistical study of maximum wind speed during port closures. This information has been validated by External Consultant Report Current WIND Stop Disconnection Unmooring Knots Knots Knots The currents velocity values were determined by the oceanographic conditions, which are under the vessels of real form during loading operations; and have been compared with the average velocity values Página: 35 de 73

36 during port closures in years This information has been validated by External Consultant Report. CURRENT Stop Disconnection Unmooring Knots Knots Knots Op Factor (Height times period of wave) For the Pisco Camisea Marine terminal (TMPC) case, it was considered to stablish as variable to control the OP Factor that is determined by multiplying the average wave height by the wave period. The following values were defined based on the evaluation of the meteorological conditions carried out during loading operations at the Terminal. OP FACTOR Variable Stop Disconnection Unmooring Wave period (s) Wave height (m) >1.60 (*) >1.80 (*) >2.00 (*) Values ranges to consider =>25.6<30.6 =>30.6<34.0 =>34.0 (*) Average wave height (meters) 5. BALLASTING AND POLLUTION PREVENTION All vessels that are intended to get alongside the Terminal and before enter to Peruvian waters will exchange the ballast water at least 200 miles from any shore and/or 2,000 meters deep, according to California Ballast Water Management Protocol. OILTANKING ANDINA SERVICES SAC and Pluspetrol are making every possible effort to avoid contaminating the sea. This policy requires maximum collaboration and the fulfillment of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). Note FORM-0232-OTAS-TMPC Ballast Water Information. Página: 36 de 73

37 5.1 CLOSING OF SEA VALVES CONNECTED TO LOADING SYSTEM Before product loading is begun, all sea suction and discharge valves connected to the loading system will be securely shut and lashed, and stern discharge and other lines not in use will be blanked off. Immediately after loading has begun, a responsible Officer will carry out an inspection over the sides of the vessel in the vicinity of all sea valves, to ensure that there are no leaks. A responsible Officer will carry out a similar inspection periodically throughout the loading transfer operations. Loading operations will not start until FORM-0217-OTAS-TMPC Confirmations of receipt of Regulations del TMPC of the present has been completed and signed. 5.2 SCUPPERS AND DRAINS All deck scuppers or drains will be properly plugged. Scupper or drains that are properly fitted with mechanical-type plugs may not require cementing. Drip trays will be placed under flanged connections on vessel s manifold so as to collect any oil spillage. Such drip trays must be totally dried. Inspection carried out is registered in the Ship/Terminal safety check list 5.3 GAUGING The vessel will inform the Terminal Representative hourly of the quantity of loading that has been loaded. Likewise, an Independent Inspector will carry out the gauging of the loading hourly. The Terminal Representative will inform the vessel of the shore figures. If there are considerable differences between ship and shore figures (higher or lower than 0.5%), the transfer operations will be suspended until the reason for the difference has been explained or the comparison between the quantities is correct (FORM-0225-OTAS-TMPC Letters of Protest). Página: 37 de 73

38 Loadings that generate static charges while they are being handled will not be hand-gauged with steel equipment. If steel tapes are the only tapes available, the gauging will not be required (check with sampling procedures and manual gauging operations). 5.4 INSPECTIONS OVER THE SIDES OF THE VESSEL The Representative of the vessel will carry out frequent inspections over the sides of the vessel to ensure that there are no leaks or spillage of products into the sea. Frequent inspection means at least once an hour or more if circumstances require. 5.5 INSPECTION OF THE PUMP ROOM During the loading operation, the Representative of the vessel will carry out frequent inspection of the pump room in accordance with national and international safety regulations, to determine that these areas are free of gas and that there are no leakages from the pumps or pipelines. A frequent inspection means one inspection at least every hour or more if circumstances require. 5.6 PUMP ROOM BILGES Any leaks in the pump room will be stopped and any loading in pump room bilges shall immediately be transferred to the vessel s slop tank. Pump room bilges shall be kept dry and gas-free at all times. 5.7 BILGES Under no circumstances may the bilge waters be discharged into the sea while the vessel is alongside the Terminal. Overboard discharge valve from Oily water separator must be locked and sealed in closed position. Inspection is carried out in the pre-arrival inspection (FORM-0219-OTAS-TMPC Pre Arrival Inspection) by the Terminal representative. Página: 38 de 73

39 5.8 SEWAGE PLANT OR RETENTION TANKS When the vessel is moored, its waste water plant should be in service in automatic control and, if necessary, it will use its retention tank. Overboard discharge valve from sewage plant must be locked and sealed in closed position. Inspection is carried out in the pre-arrival inspection (FORM-0219-OTAS-TMPC Pre Arrival Inspection) by the Terminal representative. 5.9 PROHIBITION OF OILY WASTE, SEWAGE AND GARBAGE FROM SHIPS Waste or garbage of any kind will not be discharged into the sea while the vessel is moored at the terminal. According to the provisions of EIA, the Terminal will not accept any residue from ships. If they need help in the disposal of waste should hire services of authorized third force by competent authorities. The same must be carried out in bay (out from Terminal) SOOT BLOWING AND PREVENTION OF SPARKS There will be no blowing of boilers or funnel uptakes while the vessel is moored at the Terminal. Vessels carrying products must be fitted with flame screens on the funnels. Should sparks be generated, the necessary measures will be taken to eliminate them immediately, even when this means extinguishing boiler fires BALLAST Vessels designated to get alongside the Pisco Camisea Marine Terminal before entering to Peruvian waters will exchange ballast water in areas at least 200 miles from any shore or at least 2,000 meters deep, when is proceeding from any port that is not Peruvian, and 12 miles from the coast when is proceeding from any Peruvian port. Ship Master will send Página: 39 de 73

40 by fax to his Maritime Agent the Ballast Water Reporting Form after ballast water exchange is completed in accordance with California Ballast Water Management Protocol, attaching a drawing pointing out the area where was carried out the ballast water exchange, which is compulsory to all the vessels coming to load at the Pisco Camisea Marine Terminal. The Master is responsible for ensuring that his vessel keeps at least 30% of her deadweight for safety reasons, and a trim of 1.5 meters as maximum while moored at the Terminal. Under no circumstances will dirty ballast, contaminated water, bilge water or oils be discharged into the Terminal s waters. The vessel will abide by the recommended procedure for ballasting as set out in the International Chamber of Shipping/Oil Companies International Marine Forum booklet, Prevention of Oil Spillage through Loading Pump Room Sea Valves. The terminal will issue a ballast water control form, in the same is showed if the ship carried out a deballasting (volume deballasted) or was not carried out deballasting, this can be find in the FORM OTAS-TMPC Ballast Water Information EMERGENCY SHUTDOWN IN ORDER TO PREVENT POLLUTION If the vessel needs to stop the loading operation suddenly, it will be necessary to notify the Terminal Representative on board immediately. The Plant operator shall be advised prior when an ESD must be carried out at the platform PROCEDURE IN THE CASE OF TANK OVERFLOW OR OTHER OIL SPILLS In the event of any tank overflow or other kind of oil spill, the Master of the vessel or his representative will detain all loading or fuel transfer operations immediately and inform the Terminal Representative on board. Página: 40 de 73

41 Should an oil spill occur from the vessel, it is the responsibility of the Master or his representative to act immediately to clean up the spill. If the Official responsible for the vessel does not take appropriate action immediately, the Terminal Representative will start cleaning up operations and the costs of the spillage will be at the expense of the Ship Owner. The Ship Owner or his representative may be required to post security for the cleanup operation and the cost of the damages caused by the spill, prior to the departure of the vessel from the Terminal. In the event of any kind of spillage, loading transfer operations will not be resumed until the cleaning activities have been completed in the area of the Terminal, the necessary repairs have been carried out on board and there is no longer any danger. The necessary authorizations must be obtained from the Port Authority and the Marine Terminal prior to resuming transfer operations NOTIFICATION OF OIL SPILLAGE TO PORT AUTHORITIES In the event of an oil spillage, the Master of the vessel or the Officer in charge will be responsible for informing the Port Authority immediately LETTER "IN THE EVENT OF AN OIL SPILLAGE" In the event of an oil spill into the waters of the Terminal as a result of any operation on board the tanker, the Terminal Representative on board will give the Master a letter, as laid out in FORM-0228-OTAS- TMPC Letter in the Event of Oil Spill Pollution 6. INFORMATION ABOUT THE PISCO-CAMISEA MARINE TERMINAL 6.1 GEOGRAPHICAL POSITION The Marine Terminal is situated at 2 miles from the Lobería beach area, some 15 km south of the city of Pisco, in the Province of Pisco, department of Ica. Página: 41 de 73

42 The location of the Terminal is considered to be in the area of influence of the National Reserve of Paracas, one of the country s most important marine reserves. For this reason, looking after the environment of this area is extremely important. Geographical position LATITUDE 13º S LONGITUDE 76º W 6.2 PILOTAGE All maneuvers made in the Marine Terminal must be assisted by marine Pilots who are duly authorized and registered by the competing authorities and who have experience of the area. The Terminal reserves the right to reject any Pilot who may not be in conditions to maneuver in its Terminal. Pilotage is compulsory for mooring and unmooring and the presence of the Pilot is compulsory on board the vessel during all cargo operations in the Terminal. An area of 600 meters in diameter has been determined where the vessel must remain in wait for the Pilot designated for the maneuver, after the vessel has been awarded the Free Pratique. The ship s Master, chief officer or duty officer must call to maritime Pilot, before any possibility of repositioning the ship, any incident; need to push by tug boats, lines slacken or heaving up or others. In case of irregular oceanographic conditions or forecasts of irregular swell, the Pilots should advice according to his experience to vessel s Master, the permanence of this at the Marine Terminal, and ready to cast off the vessel from the platform. In case of breakage of mooring lines, it will be the ship representative, who will coordinate with the Pilot who is under his instructions the amendment of the broken mooring lines; if necessary the ship representative and / or Pilot will request to the Loading Master the use of tugs boats. Página: 42 de 73

43 Characteristics of the vessels the same carries LPG, Diesel, MDBS and Naphtha suitable to operate in the Marine Terminal and the Terminal requirements are described in Additional Information. The mooring plan is available in FORM-0231-OTAS-TMPC Mooring Plan Further information can be found in the Maneuvering Study included as Document Number PCAM-0550-ET-S-8003 in the Request For Quotation (RFQ) Nº A SC003 carried out by Pluspetrol Peru Corporation S.A. in November 2003 for the Operation and Emergency Response Services in the Marine Berth Pisco Camisea. This document describes the pilotage zone, the anchorage zone, the approaching of the vessel and the mooring and unmooring maneuvers with the different size of vessels as per the Marine Terminal design. The relationship of work and/or activities that corresponds to intervene or leading maritime practice, are described in INS OTAS-TMPC Directiva para normar las disposiciones generals y especificas de los elementos participantes en las maniobras con buques en el TMPC 6.3 TUGBOATS AND MOTORBOATS All the vessels that carry out mooring or unmooring operations at the platform are compulsory to be assisted by two tugboats, and two maneuvering boats (motorboats) for the transfer of the mooring lines. The bollard pull and characteristics of these tugboats are described in Additional Information. The tugboats are under orders of the Pilot who will require them to escort the vessel while approaching the Terminal and later on for mooring and unmooring and repositioning operations. These tugboats are designed as per the Marine Terminal requirements (42 Tons Bollard Pull) and work exclusively for the Pisco Camisea Marine Terminal operations. The tugboats after mooring maneuvering of the vessel will remain near the area of operation, just to assist or push the vessel when is necessary in order to keep position in case of abnormal or strong winds or swells. This activity will not be considered as additional charges for the vessel. Página: 43 de 73

44 The line handling boats are also under orders of the Pilot as he will require them for handling the ropes. The technical characteristics of these boats are described in Additional Information. During the loading operation one motor boat will remain near the area of operation to support any eventuality and also will make tours inspections for security around the platform and risers. Further information can be found in the Maneuvering Study described above. 6.4 COMMUNICATIONS All vessels heading to the Marine Terminal are required to provide the following information: Time and date of departure from the last port, and its ETA at the port of destination All vessels entering in territorial ocean waters must communicate with the statutory marine traffic station and follow the communication schedules established until their arrival at the port of destination. Confirmation of ETA must be given 72, 48, 24 and 12 hours before arrival through the Shipping Agent. Failure to comply with this requirement may produce delays that will be imputable to the vessel. All messages should be sent to the Shipping Agent in the port, saying the following: Please, send a copy to OILTANKING ANDINA SERVICES SAC and the Supervisor of Pluspetrol Marine Terminal. In the message, which is to be sent 72 hours prior to arrival, the Master must include the following information: Name of the Vessel, Flag, OMI number and Port of Registration. TRB, SDWT LOA and Draft on arrival. Draft on arrival (Stern, Bow and Center) Length, Breadth and Depth If there is any loading in transit: Total quantity of loading on board in Metric tons, Cubic Meters and Barrels to 60 F. Information on API, Temperature ( F.), Pressure and specific gravity for each product, according to each case. Página: 44 de 73

45 Indicate if de-ballasting is to be carried out at the same time as the loading operation (It should maintain at least 30% of its DWT at all times during demurrage at the Terminal). Manifolds; type, number and diameter. Expiry date and last yearly renewal of the Safety Construction and I.O.P.P. certificates. Name and type of Civil Liability Certificate (C.L.C.) or Financial Guarantee, and P. & I. Club. Programmed Loading Plan and maximum rates, temperatures and pressures required. Requirements and any other communication that the Master of the Vessel considers necessary (take information requirements into account in accordance with the ISPS Code). 6.5 NOTICE OF READINESS (NOR) The note will be addressed to: OILTANKING ANDINA SERVICES S.A.C. It will be received: In the Pisco Camisea Marine Terminal once completed mooring lines inspection at Terminal, or when precise or appropriate instructions are given by the Supervisor of the Marine Terminal appointed by Pluspetrol. 6.6 CHARACTERISTICS OF THE PISCO CAMISEA MARINE TERMINAL Nautical Charts In the Nautical Charts published by the Hydrography and Navigation Bureau of the Peruvian Navy, the terminal is situated in chart Masters are advised to refer to the Sailing Directions Book, Volume II HIDRONAV th Edition 2001, published by the Hydrography and Navigation Bureau of the Peruvian Navy, the lights and nautical signs list HIDRONAV-33 and the Tides Table 2003 HIDRONAV-31 published by the Hydrography and Navigation Bureau of the Peruvian Navy Winds Average annual wind speed in Pisco oscillates between 2.0 km/h and 9.95 km/h. The average monthly oscillation in wind speed in the Pisco Página: 45 de 73

46 area is almost homogeneous during all the months of the year, although in the months of Spring and Summer the wind speed is more intense than in the Winter months. This is probably due to the strong thermic gradient between the sea and the continent during the summer months. The average monthly oscillation presents speeds of between 7.46 and 5.00 km/h recording the highest speeds in the months of December and January and the lowest in June and July. The prevailing direction of the winds is from the South. Data bases have been used to obtain wind speeds. The maximum recorded is 45 km/h. Predominantly the incidence of wind is between 5.7 km/hr and 14.4 km/h and the direction is mostly SW. It is important to mention that the sharp contrast in the warming of the desert coast and the warm waters of the ocean gives rise to strong winds known as Paracas, which can go beyond 35 Knots, and in general appear in winter and can last for one to three days Waves Waves increase from inside Paracas Bay towards the port of Pisco, with values of between 0.30 and 0.60 m in normal wave conditions in the breaking zone and average maximum periods of 12 seconds. The prevailing direction of the sea cam is from S-SE with a 64.1% occurrence. Other directions have a lower incidence. The waves can reach heights of 1.5 to 2 meters Tides The tides that characterize the zone are predominantly of the semidiurnal type (two high tides and two low tides in 24 hours). The mean amplitude of the tide is to the order of 0.58 m. while the amplitude in syzygy (full moon and/or new moon) is 0.76 m. It is worth mentioning that during the presence of the El Niño phenomenon, the sea s watermark increases by between 0.30 m and 0.40 m over what is normal Sea Currents Sea current patterns in Pisco are the result of local winds, tides and local effects. Local winds are weak and the variation in the tide is small. Página: 46 de 73

47 According to the Sailing Directions of the Peruvian coast, the sea currents in this sector are insignificant. Speeds of the surface currents fluctuate between 0.30 and 0.15 m/sec., with an average speed of 0.25 m/sec., while speeds of sea bottom currents fluctuate between 0.27 and m/sec, with an average speed of 0.20 m/sec. Within the bay of Paracas and according to different measurements carried out, the circulation shows us that in spite of the area s lack of depth, the flows generally do not follow one same direction in the water column. On the contrary, on some occasions it has been observed that the direction of the surface current is opposite and of a different intensity to the sea bottom current Irregular Swell On our coast, the irregular swell waves have a different period to the waves that characterize the zone. The first appear in periods of between 18 and 20 seconds, while the others reach our beaches in periods that oscillate between 10 and 14 seconds. In winter, the frequency of occurrences is high, falling noticeably between the months of November and February, which does not mean that they do not appear, and sometimes with even greater intensity, some years, with the presence of the "El Niño" phenomenon, when the irregular swell may be more destructive, impeding the normal progress of activities at the port. A fact worth mentioning is that on average, according to statistics, from 1995 to 2002, we have had 62 days of irregular swell during the year, which means 303 days of normal conditions, 43 days of slightly irregular waves, 15 days of moderately irregular waves and 4 days of strongly irregular waves. When oceanographic perturbations experiment creating abnormal sea conditions, in that cases the swell can reach heights of 1.5 m to 3 m. this condition is alerted by Hydrography Maritime Authority Sea Bottom The area is characterized by a sea bottom with a slight slope with very dense sandy gravel with isobaths almost parallel to the coastline. Between the coast and 10m depth, the slope is approximately 0.8%. At greater depths, a slighter slope of 0.6% can be observed, and the sea Página: 47 de 73

48 bottom is made up of strata of soft organic lime with a layer of sandy gravel Weather Conditions The average weather of Pisco is governed by the dynamic of the High Pressure system of the South East Pacific, whose center is usually situated at Latitude 30 south and Longitude 90 west. This condition has a dominating effect along the Peruvian coast resulting in a low, arid coast with occasional vegetation. During the year moderate differences can be observed in climatic conditions. Mean annual temperature is 19.2 degrees centigrade with fluctuations of between 6.5 in winter and 22.5 in summer. Relative annual humidity is 84% and mean annual precipitation is only 1 mm. Atmospheric pressure varies between 1007 and 1016 hpa or mb Limits to operational and meteorological conditions for the mooring and unmooring of the vessels. When irregular sea swell occurs with waves higher than 1.2 meters and/or wind speeds are greater than 24 Knots, mooring of the vessels at the Marine Terminal should be avoided Meteorological conditions during the loading of the vessel. The meteorological conditions will be monitored while the vessel is moored and during loading operation. If an increase in wind to strong force and abnormal swells high heights are observed, each scenario will be considered in order to reinforce the mooring lines or/ and to call the necessary assistance of the tugboats to push the vessel to reduce movement or separation of the vessel from the dolphins. If sea and winds conditions reach the maximum Limits agreed by shipterminal in the safety check list should be carried out the stoppage of the loading operation and the withdrawal of the ship from the terminal as necessary. The reference values of the wind speed for the mooring/unmooring maneuvers and loading operations will be provided by the Platform Supervisor, additionally a support will provided by the Loading Master s reading values, through a portable anemometer. Página: 48 de 73

49 Areas of Influence during a Contingency We include this paragraph due to the great importance of preserving the habitat in the bay of Paracas. Here is a summary of the possible directions a feather or sea stain would take in the event of a product spillage near the Pisco Terminal due to the effect of the currents. AREAS OF INFLUENCE AREA I (NORTH) AREA II (SOUTH) AREA III (CENTER) SEASONS SUMMER WINTER FALL AND SPRING SUMMER WINTER FALL AND SPRING SUMMER WINTER FALL AND SPRING DESCRIPTION Lowest probabilities in the year. During this period, the winds, waves and sea currents have the highest intensity of the year and in consequence, the most probable area of influence is from the North. Period of transition with variable phenomena from year to year. Forecasts should be verified, but the phenomena are less intense and probable than in winter. During this period, the winds, waves and sea currents are at their least intense in the year and as a consequence, the most probable area of influence is from the South. Lowest probabilities in the year. Period of transition, with variable phenomena from year to year. Forecasts should be verified, but they are of less intensity and probability than in Summer. Lowest probabilities in the year. Maximum attention to irregular swell forecasts. The higher the intensity and persistence of the irregular swell, the greater the possibility of a spillage concentrating in the central area. Period of transition with variable phenomena from year to year. Forecasts should be consulted, but the phenomena are of lower intensity and probability than in Summer. During the El Niño phenomena, winds, waves and sea currents that come from the South have minimum intensity in the year, and the winds and currents intensify towards the South, carrying waters from the Pisco river. As a consequence, the most probable area of influence is the South. Página: 49 de 73

50 Characteristics of the Marine Berth The Marine Terminal consists of a Loading Platform, 4 Mooring Structures or Dolphins, 4 Breasting Dolphins, a Gangway Platform and one Incinerator Platform. The vessel enters the Terminal at an angle of 275 and moors at the portside of the Platform. Each of the Mooring dolphins has three quick release hooks and the Breasting dolphins have two quick release hooks, which capacity are described as follows: 1. - Mooring Dolphins D3, D4, D5 y D6 (with 2 hooks): Safety working load (SWL) per each hook: 1000 Kn = Tn. Testing load per each hook: 1500 Kn = Tn. Release load per each hook: 1000 Kn = Tn. Capacity of the assembly base: 2000 Kn = Tn Mooring Dolphins D1, D2, D7 y D8 (with 3 hooks): Safety working load (SWL) per each hook: 1000 Kn = Tn. Testing load per eachhook: 1500 Kn = Tn. Release load per each hook: 1000 Kn = Tn. Capacity of the assembly base: 3000 Kn = Tn. Página: 50 de 73

51 It is possible to moor vessels 24 hours a day (both during the day and at night). Type of Product: Propane, Butane, Naphtha and Diesel/MDBS Number of submarine pipelines: Four (4). Diameter of submarine pipelines: o 20" Ø for Propane o 20 Ø for Butane o 24 Ø for Naphtha o 10 Ø for Diesel/MDBS Number of Loading Arms o 2 Loading Arms of 12 for Propane, Butane and Naphtha o 1 Loading Arm of 8 for Diesel Maximum Draft: 12.5 meters Maximum Length: 230 meters Maximum DWT permitted: 56,800 tons Orientation of the Marine Berth: 275 The Terminal has an alternative loading system using flexible hose: Nafta flexible hose: Type : Multi-Oil Blue GG-200 Nominal diameter : 200mm / 8 Maximum operating pressure : 125 psi GLP flexible hose: Type : Multi-GLP White SS-200 Nominal diameter : 200mm / 8 Página: 51 de 73

52 Maximum operating pressure : 125 psi 7. ADDITIONAL INFORMATION OF PISCO-CAMISEA MARINE TERMINAL 7.1 LOCATION OF EMERGENCIES PHONES ADDRESS TERMINAL PORT KM. 39 : SAN MARTIN PUNTA PEJERREY RD. PARACAS - PISCO TELEPHONE : NEXTEL : : *4117 BERTH : * HSE SUPERVISOR : * PLUSPETROL PERU CORPORATION : PORT CAPTAINCY : *1462 FIRE DEPARTMENT : SOCIAL SECURITY HOSPITAL : CIVIL DEFENSE : NATIONAL POLICE OF PERU (SAN ANDRES) : PORT FACILITY PROTECTION OFFICIAL : *7128 Página: 52 de 73

53 7.2 PRE-ARRIVAL INSPECTION PROCEDURE PREVIOUS CONDITIONS Vessels: All the vessels that plan to operate in the must obey the following: Submit the Form (Tanker Nomination Questionnaires) with all the necessary information to the commercial department of Pluspetrol Peru Corporation S.A. Have received the complete Data Brochure (Information and Regulations ) of the Marine Berth and the pre arrival procedure inspection, before entering the Marine Berth. Submit by their maritime agents the following information, before arrival: Security level regarding ISPS code. Water ballast management since the vessel enters Peruvian waters Cargo tank conditioning during the trip. Draft and trim at arrival, maximum draft and trim after loading Inert gas plant operative; oxygen content in the tanks. Failure or any problem occurred during the voyage in valves, bulkheads and hull that can cause pollution. Hull protection impressed current Cargo tanks maximum pressure setting relief valves Manifold arrangement Liquefaction plant capacity Cargo tanks capacity and cargo in transit. To obtain the final approval of the Terminal Operator as per pre arrival inspection All documents filled and ready for authorities and receptioning of the vessel Terminal Operator: Will deliver the following to maritime agent the Terminal Data Brochure of the berth with: Página: 53 de 73

54 Pre arrival procedure inspection Information of the mooring arrangements and the loading arms Maximum pumping rate, pressure and temperatures Environmental restrictions of the terminal Tug characteristics Weather restrictions for mooring and unmooring Loading arms operational limitations Maritime Agent: Receives from the Terminal operator both the data brochure of the terminal and the pre arrival Procedure inspection that will then be delivered to the vessel in time before arrival. Receives from the vessel all the required information from the terminal, and delivers them with a copy, to the Marine Terminal Supervisor of Pluspetrol. Informs the vessel about all the documents needed for: Port Captaincy Customs Health authorities Immigrations Other authorities Pre arrival Inspection The Pre-arrival inspection form (FORM 0219 OTAS-TMPC Pre-arrival Inspection) includes checking of: Statutory Certificates, last Vetting, CLC certificate, ISM certificate, certificate of fitness, safety and firefighting equipment, mooring arrangement etc. This inspection will not interfere with the Port State Control. The vessel will report through its local agent on the operations of ballast water exchange before arriving at the port, sending the ballast water reporting form, graphic and photograph of the nautical chart The Terminal Representative will proceed to the vessel in the anchorage zone and will embark after free pratique was given, to perform the pre arrival inspection. After the pre-arrival inspection has been performed, the Terminal representative (Loading Master or assigned person) informs to the pilot Página: 54 de 73

55 and Captain, the vessel IS AUTHORIZED to initiate mooring operations in the the Terminal as scheduled by the commercial department. If a comment is present or not in accordance with any requirements of the Terminal during the pre-arrival inspection, the captain of the ship must be remedied and then request a new inspection of the target point, proceeding in these cases as follows: Request to the representative of the vessel, the approximate time it will take to remedy the non-compliance, to determine if the personnel at both aboard vessel and in the Marine Terminal proceeds to land or remain on hold. The terminal representative shall issue a letter of protest, describing in detail the reasons why the ship was not authorized. Clearly indicating in the letter of protest, the delay time will be considered from the time you completed the pre-arrival inspection, until the vessel is authorized at the completion of the new inspection. The delays or costs to correct any deficiency observed in the inspection will be entirely the responsibility of the vessel and in no case assumed by the Terminal Operator or Pluspetrol Perú Corporation S.A Mooring equipment, ropes and wires regulations Regarding OCIMF international standard for mooring operations and equipment, the following is recommended: Synthetic ropes Modern polypropylene mixture ropes contain a proportion of synthetic fibres such as polyester and they have superior qualities to the traditional polypropylene rope. High-modulus synthetic ropes provide an alternative to conventional synthetic ropes and wires. There are two types of high-modulus rope - Aramid and HMPE (high-modulus polyethylene). Polypropylene rope has approximately the same elasticity as polyester rope, but is significantly weaker than either polyester or nylon. The use of polypropylene ropes for moorings is not recommended. Página: 55 de 73

56 Splicing of ropes is acceptable, but reduces the strength of the rope by about 10%. Splices in eyes and for repairs should have a minimum of 5 tucks. It must be use mooring lines of the same diameter and material. Mooring lines should be arranged so that all lines in the same service are about the same length between the ship and the Terminal hooks. Mixed Wires The Terminal will accept the use of mixed wires as mooring lines, only for LPG vessels of 78,500 cubic meters. Documentation A file showing the locations of the winches should be maintained. Test certificates for mooring lines, Mandel/Tonsberg shackles and synthetic tails should clearly show to which winch each particular component has been fitted. Records should include: o Individually identified and tagged mooring lines to allow them to be traced; o A log of where they are deployed; o Records of regular inspections; o Records of maintenance. Mooring winch brake design capacity is the percentage of the minimum breaking load of a new mooring rope or wire it carries, at which the winch brake is designed to render. Winch brakes will normally be designed to hold 60%-80% of the line s minimum breaking load and will be set in service to hold 60% of the mooring line s minimum breaking load. Brake holding capacity may be expressed either in tons or as a percentage of a line s minimum breaking load. Página: 56 de 73

57 7.3 CHARACTERISTICS OF THE TUGBOAT - TOQUEPALA Year of construction 2002 Constructor Bonny Fair Development ltd. Shipyard Guandong,China Class BV 13/3 TUG deep sea Flag Perú Channel OA-3467 Official No IO EM Length 26 mts Hose 9.4 mts Point GT TONS NT 73 TONS Motor Propulsion (2) X rpm Model (2) 3512B Caterpillar Generators (2) x 85 KW Caterpillar SR4 Propellors / 2 fixed steps with nozzle Size 2200 mm. 4 palas Maximum speed 12 Knots Cruise speed 10 Knots Bollard pull 42 tons Fuel type Diesel-2 Consumption top speed 100 gal /hr Consumption economic speed 80 gal/hr Stand by 35 gal/hr Generators 2.1 gal/hr Fuel tank capacity 145 m3 Water tank capacity 25 m3 Tow winch aft Yes Brake effort 80 tons Fire Pump 400 m3/hr Monitor (2) 200 m3/hr VHF JRCJHS-25 Página: 57 de 73

58 7.4 CHARACTERISTICS OF THE TUGBOAT - CALIPUY Year of construction 1997 Constructor Dearban Tuzia Shipyard Istambul Turkey Class Lloyd Register Flag Peru Channel OA-2976 Official No CO SM Length 25 M Hose 9.1 M Point 4.6 M Draft 4.1 M GT TON NT TON Motor Propulsion (2)Caterpiller rpm Generators (2) Caterpiller Kva Propellor / screw (2) fixed steps 2050mm dia. with nozzle Max speed 12 nudos Cruise speed 10 nudos Bollard pull 44 ton Fuel Consumption. 90 gal/hr Consumption economic speed 65 gal/hr Consumption stand by 35 gal/hr Diesel tank capacity 75 m3 Water tank capacity 18 m3 Bow Winch Si Stern Winch Si Brake effort 80 Fire Pump 365 m3/hr Monitors 1(180) m3/hr SSB Radio 1 furuno VHF 1 sailor GMDSS VHF 1 furuno Crew 3 Sea Trial 15/11/02 Página: 58 de 73

59 7.5 HANDLINER BOATS CHARACTERISTICS Name DIXIE V Lenght Breath 3.85 GRT Depth 2.09 Year completed construction 1982 Engine model Detroit diesel 6l-71 Serial 6ª Power 300 HP Type of fuel DIESEL-2 Total capacity 300 galones Type of navigation Trafico bahia Hull material Alumínium Register number CO EM Máxima Capacity 20 persons Porto f registry Callao Name Alcatraz Lenght 9.80 Breath 2.7 GRT 4.94 Depth 1.10 Year completed construction 2004 Engine model General motors V6 Serial Power 218 HP Type of fuel Diesel Total capacity 120 galones Type of navigation Trafico bahia Hull material Fibra de vidrio Register number CO EM Máxima Capacity 7 personas Port of registry Pisco Página: 59 de 73

60 7.6 CHARACTERISTICS OF THE LOADING ARMS Arm Tag MZZ 6015 MZZ MZZ Arm Diameter Design Pressure Design Temper ature 12 inches 360 PSIG -50/125 F 12 inches 360 PSIG -50 /125 F 8 inches 275 PSIG 15 /125 F Design Flow BL/HR BL/HR 5000 BL/HR LETTER DIMENSION DESCRIPTION FIGURE mm A Distance from jetty face to center line of 3050 riser B Distance from jetty face to berthing 1400 line(compress) B* Distance from Jetty face to berthing line 2480 (Relaxed) C Minimum distance of manifold 1800 D Maximum distance to ships side 4700 E Drift 2250 E* Surge 5000 F Distance from dock to highest water level 5490 (HHW) G Difference between HHW and lowest 1310 water level H Distance from LLW to ships manifold 3560 I Distance from HHW to ships manifold J Height from top of jetty to max 2000 obstruction K Distance between center line of riser 3500 L Top of jetty to flange 1000 M Minimum manifold spacing 2500 N Maximum manifold spacing 3500 O Available jetty length P Available jetty width (loading arm area) 8000 Página: 60 de 73

61 I Oiltanking Andina Services S.A.C. 1 FIGURE 1 2 Marine arm operating envelope and loading platform dimensions J L P JETTY FACE BERTHING LINE A B* C B D E K K O N M 45 NOTES: 46 (1) Refer to Table-3 on Page 4 to find all values relative to letters above 47 E* E* H G F LLW SPOT C L HHW Página: 61 de 73

62 7.7 MARINE LOADING ARM MMZ-6015 MMZ-6020 Size 12" 12" Operation Hydraulic Hydraulic Seals PTFE PTFE Ship Inlet Connection Flange - Product Line 12" ANSI 150 lbs Camlock RF ANSI 150 lbs Camlock RF - Vapour Line 8" ANSI 150 lbs Camlock RF ANSI 150 lbs Camlock RF Standpost Inlet Connection Flange - Product Line 12" ANSI 300 lbs Camlock RF ANSI 300 lbs Camlock RF - Vapour Line 8" ANSI 150 lbs Camlock RF ANSI 150 lbs Camlock RF Operation Pressure - Product Line 12" 8.6 bar 8.6 bar - Vapour Line 8" 0.2 bar 0.2 bar Design Pressure - Product Line 12" 25.0 bar 25.0 bar - Vapour Line 8" 10.0 bar 10.0 bar Operation Temperature -43 C up to 46 C -43 C up to 46 C Design Temperature -46 C up to 51 C -46 C up to 51 C Weather Conditions - Design wind speed parked position 81 knots 81 knots - Design wind speed operation 30 knots 30 knots - Design wind speed service position 30 knots 30 knots Max Flow Rate 2,400 m 3 /h 2,400 m 3 /h Página: 62 de 73

63 MZZ-6320 Size 8" Operation Hydraulic Construction Carbone Steel Seals Viton Ships inlet connecting flange 8" ANSI 150 lbs camlock RF Standpost inlet connecting flange 8" ANSI 300 lbs RF Operation Pressure 2.1 bar Design Pressure 19.0 bar Test Pressure 28.5 bar Design Temperaure -10 C up to 51 C Weather Conditions - Design wind speed parked position 81 knots - Design wind speed operating 30 knots - Design wind speed service position 30 knots Product Characteristic Diesel Max. Product flow rate 800 m 3 /hr 7.8 LOADING FLEXIBLE HOSE NAFTA GLP Type MULTI-OIL BLUE MULTI-LPG WHITE Length 12 meters 12 meters Nominal diameter 200 mm (8 ) 200 mm (8 ) Connection flange ASA 300 ASA 300 Flange Material Carbon Steel Stain Steel Operating Pressure Working pressure, max. 8.5 bars 8.5 bars Operating Pressure, max bars 14.0 bars Bursting Pressure, min bars 70.0 bars Weight per meter kgs kgs 7.9 OPERATING ENVELOPE The operating envelope is the design limits within the arm can move when connected to a ships flange, taking into account the ship full or Página: 63 de 73

64 empty of product, tidal changes and drifting of the ship along and away from the berth. The Marine Loading Arm operating for this installation is shown in Envelope drawing (Fig: 1). This represents the maximum ships manifold movement that can be accommodated by the reach of the Marine Loading Arm and should not be exceeded. Any adaptor spool pieces fitted to the ship s flange should not extend outside operating envelope. When an adaptor spool piece is used it should be as short as possible and should be supported where practical to limit the forces applied to the ships flange. Position of Ship s Manifold Flange The Marine Loading Arm should only be connected to vertically faced ship s flanges that face the jetty as stated on envelope drawing. Ship s flanges that face any other direction must be fitted with suitably angled adaptors Flange Dimensions The Marine Marine Loading Arms are equipped with ANSI 150lbs RF Camlook Coupling allowing connection to ship s flanges only. Suitable spool pieces have to be used if ship s flange does not correspond to the specification of installed flange. The spool pieces should be as short as possible. Página: 64 de 73

65 Emergency Release System 4 Emergency release is effected automatically by an emergency disconnection sequence control. "Emergency Release" is a quick separation of the Marine Loading Arm from the ship after operation of two valves closing. 1. Position indicator 2. ERC release valve with proximity switch (Armed Valve) Ball valve open proximity switch covert 3. Hydraulic limit switch 4. Emergency-release coupler 5. Product valve 6. Hydraulic limit switch Página: 65 de 73