PDO BOOKLET- JULY 2010 (2).pdf

PETROLEUM DEVELOPMENT OMAN L.L.C.

MINA AL FAHAL

PORT REGULATIONS&

INFORMATION

July 2010

July 2010

TANKER DATA SHEET

MS / SS :- FLAG :-

PREVIOUS NAMES :- CALL SIGN :-

NAME OF MASTER :- TELEX No:-

SUMMER DWT :- TELEPHONE No:-

TROPICAL DWT :- FAX No :-

GROSS :- E-MAIL ADDRESS:-

NETT :- DATE OF LAST DRY-DOCK :-

SUMMER DRAFT :- CLASS SOCIETY :-

YEAR BUILT :-

AGENTS :- LLOYDS / IMO No :-

OWNERS NAME & ADDRESS : ........................................................................................................................................

................................................................................................................................................................................................

OPERATORS NAME & ADDRESS : ...................................................................................................................................

................................................................................................................................................................................................

LAST DISCH/LOAD PORT :-

NEXT PORT :-

DISCH PORT :-

P.O. Box 81, Postal Code 100 Muscat, Sultanate of OmanFacsimile : 24677106Tel. : 24 ....................

Incorporated in Oman by Royal Decree as a limited liability companyHead Office: Mina al-Fahal Commercial Registration No. 9999

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July 2010

Petroleum Development Oman L.L.C. The Master,

Mina al Fahal MS/SS : ....................................................................

OMAN. Date: / / 20.…

Dear Sir,

REQUEST FOR PILOTAGE AND BERTHING ASSISTANCE

On behalf of my Owners and/or demise charterer of my vessel (the “Owners”) I hereby request the berthing and unberthing services of Petroleum Development Oman L.L.C.(the “Company”) on the terms and conditions set out below.

............................................. Master. ............................................. Ship’s Stamp

CONDITIONS FOR BERTHING AND UNBERTHING SERVICES The Company provides Berthing Masters for vessels berthing at and unberthing from the Company’s berthing facilities. It is hereby agreed that the following conditions shall apply to the berthing and unberthing operations.

1. In all circumstances the Master of the vessel shall remain solely responsible for the safety of his crew and his vessel and for the proper navigation and berthing and unberthing of his vessel.

2. Berthing Masters (which term includes Berthing Master assistants) proceed on board vessels solely in an advisory capacity in order to assist the Master in the berthing and unberthing of the vessel and Berthing Masters shall be deemed to be and shall, whilst on board, become the servants of the Owners and under the control of the Master or other person in charge of the vessel.

3. Neither the Company nor any of its personnel (including the Berthing Master) shall be liable for any loss, damage or delay to the vessel and/or any third party property howsoever caused even if such loss, damage or delay is caused, or contributed to, by the negligence of the Company and/or its personnel (including the Berthing Master) and the Owners shall hold harmless and indemnify the Company and its personnel (including the Berthing Master) against all claims for any such loss, damage or delay and shall also indemnify the Company with respect to damage to any property belonging to the Company.

4. The Owners shall hold harmless and indemnify the Company and its personnel (including the Berthing Master) from and against all claims for damages for death or injury to any person howsoever caused even if caused, or contributed to, by the negligence of the Company and/or its personnel (including the Berthing Master).

5. This Agreement shall be construed and take effect in accordance with the laws of the Sultanate of Oman.

6. Any dispute arising from this Agreement shall be referred to a single arbitrator to be mutually agreed between the parties. If no single arbitrator is acceptable to both parties then each party shall nominate an arbitrator and these two arbitrators shall designate a third arbitrator. In the event that either party fails to nominate an arbitrator, as required above, within two months of that date then the other party may apply to the President of the Omani Commercial Court to nominate the third arbitrator.

7. The findings of the single arbitrator or the panel of three arbitrators shall be accepted as final and binding upon the parties.

8. The venue of the arbitration shall be Muscat, Sultanate of Oman. The rules for the arbitration shall be the UNCITRAL Arbitration Rules insofar as they do not conflict with the provisions of this agreement in which case the latter shall prevail. The language of the arbitration shall be English.

July 2010

Petroleum Development Oman L.L.C. The Master,

Mina al Fahal MS/SS : .................................................................


Dear Sir,

REQUEST FOR EMPLOYMENT OF TUGS

On behalf of my Owners and/or demise charterer of my vessel (the “Owners”) I hereby authorize Petroleum Development Oman L.L.C. (the “Company”) to supply such tug or tugs as it considers necessary for the moving of my vessel whilst entering or within or leaving the area of the Company’s terminal facilities on the terms and conditions set out below.

............................................. Master. ............................................. Ship’s Stamp

CONDITIONS FOR TUG SERVICES

It is hereby agreed as follows: -

1. For the purpose of these conditions the term “towing operations” shall mean when a tug or tugs is engaged in the towing of any vessel commencing from the time when the tug is in a position to receive orders direct from the vessel to pick up ropes or lines, or when the tow rope has been passed to or by the tug, or when the tug is in a position to commence holding, pushing, pulling, moving, escorting or guiding of or standing by the vessel or when the tug is in attendance upon or engaged on any manoeuver for the purposes of rendering assistance to the vessel, whichever is the earliest, and ending when the final orders from the vessel to cast off ropes or lines have been carried out, or when the tow rope has been finally slipped, or when the tug has ceased to attend upon or to be engaged on any manoeuver for the purposes of rendering assistance to the vessel and when the tug is safely clear of the vessel, whichever is the earliest.

2. With respect to any tug engaged in towing operations:-

(a) The Master and crew of the tug shall for the duration of the towing operations become the servants of the Owners and under the control of the Owners or his servants or his agents, and anyone on board the vessel who may be employed or paid by the Company shall be considered the servant of the Owners.

(b) Neither the Company nor any of its personnel shall be liable for any loss, damage or delay to the vessel and/or any third party property howsoever caused even if such loss, damage or delay is caused,or contributed to, by the negligence of the Company and/or its personnel and the Owners shall hold harmless and indemnify the Company and its personnel against all claims for any such loss, damage or delay and shall also indemnify the Company with respect to damage to the tug and any property belonging to the Company.

(c) The Owners shall hold harmless and indemnify the Company and its personnel from and against all claims for damages for death or injury to any person howsoever caused even if caused, or contributed to, by the negligence of the Company and/or its personnel.

3. This Agreement shall be construed and take effect in accordance with the laws of the Sultanate of Oman.

4. Any dispute arising from this Agreement shall be referred to a single arbitrator to be mutually agreed between the parties. If no single arbitrator is acceptable to both parties then each party shall nominate an arbitrator and these two arbitrators shall designate a third arbitrator. In the event that either party fails to nominate an arbitrator, as required above, within two months of that date then the other party may apply to the President of the Omani Commercial Court to nominate the third arbitrator.

5. The findings of the single arbitrator or the panel of three arbitrators shall be accepted as final and binding upon the parties.

6. The venue of the arbitration shall be Muscat, Sultanate of Oman. The rules for the arbitration shall be the UNCITRAL Arbitration Rules insofar as they do not conflict with the provisions of this agreement in which case the latter shall prevail. The language of the arbitration shall be English.

July 2010


MINA AL FAHAL

PILOTAGE INFORMATION EXCHANGE

THE MASTER DATE / / 20.…

MS/SS..................................................................... Vessel is to berth at SBM / CBM # ............. PILOT.........................................

Currents and tidal streams in the port area are variable but tend to be predominantly East to West or West to East in direction.

Initial approach into the restricted area will be made on a southerly course at a speed of approximately ....……to…...... knots.

Final approach to the CBM / SBM will be in an easterly or westerly direction at a speed of approximately.………to.......... knots whilst allowing for any localised currents or sets.

Given your arrival draft of .............…..m the minimum underkeel clearance expected will be .......…....... m whilst berthing.

The pilot is accompanied by Berthing Master Assistant .............…...........................who will accompany the mooring party forward and will advise on the preferred method of operation. He will be in direct contact with both the Pilot and mooring tugs by UHF radio.

The tugs will be utilised for berthing as follows:- Hoses……………………. Pick-up ropes……………………….

If the vessel is deep draft berthing to SBM 1 then an additional tug ……………….… will be on standby to assist as required.

In order to execute the mooring operation safely and effectively please provide the following information :-

Engine power in HP : ........……............. Main Engine type : DIESEL / TURBINE

Ahead (RPM) Speed (Kts) Astern (RPM)Any engine restriction : NO/YES ………mins

Percentage astern power of ahead………….%

Max No. consecutive starts…………….........…

Time engine last tested astern……………........

Dead Slow

Slow

Half

Full

Radar available & operational : 3 cm 10 cm Arpa (circle those applicable)

Speed Log available : Ground Track Doppler , Water Track Doppler , E. Magnetic , Pressure Type , MDGPS, GPS.

Is there any equipment not fully operational that will effect the safe navigation or mooring of the vessel to the SBM

YES/NO List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Please be advised that the time your officers and crew were briefed on the Operational and Safety Requirements for the

mooring operation at Mina Al Fahal by my assistant was : ........................... hours.

Master ................................................. Pilot .................................................

July 2010

(EARLY DEPARTURE AUTHORISATION)

To whom it may concern,

DATE : .................................

I,........................................................ the Master of the MS/SS : ...............................................

authorise my agents, ................................................ , to sign all cargo documents, including Bills of

Lading, on my behalf, for the cargo loaded by my vessel at Mina Al Fahal commencing on

…...................... 20...

............................................... Master ............................................... Ship’s Stamp

This letter, or a similarly worded letter on Company headed notepaper if preferred, is to be given to the Petroleum

Development Oman pilot if you are authorising your agent to sign the Bill of Lading and all other relevant cargo

documents on your behalf

July 2010

Petroleum Development Oman L.L.C. From: The Master Mina al Fahal MS/SS : ...............................................................


Dear Sir,

I acknowledge receipt of the ESD radio and UHF radio (SBM 1 & 2 only)

INSURANCE (CLC)

I confirm that my vessel has pollution insurance with ………………................................................................

BALLAST

I certify that, to the best of my knowledge, the ballast I have to pump out prior to, or during, loading, is clean and free from any trace of oil.

DECLARATION

I hereby confirm that I am fully aware of the requirements contained in PDO’s Port Regulations & Information Book, and I acknowledge receipt of the same.

............................................... Master ............................................... Ship’s Stamp

July 2010


MINA AL FAHAL

On behalf of SHELL OMAN MARKETING COMPANY (SAOG)

EMERGENCY RESPONSE PROCEDURE

The Master

MS/SS : ......................................................... DATE : / / 20.…

Cargo Operations

Cargo nomination, loading sequences, line flush requirements and ship/shore stops as per attached

FAX dated: / / 20.…

Ship/ Shore Communication

1. Ship/Shore will stand by on VHF ch 6 at all times while on the SBM / CBM. UHF ch 1 is available as a back up, the radio being with the Berthing Master Assistant if aboard.

2. Normal contact person on shore is the Operation Supervisor call sign “Shell Oman”.

3. Ship contact person will be Master / Chief Officer / Officer of the Watch.

Emergency Procedure

In an event of any incident the following procedure should be followed

1. Call “Shell Oman” on VHF ch 6 and call “Emergency Stop Loading, Emergency Stop Loading”.

2. Vessel to take action as necessary to avoid escalation of the incident and advise Shell Oman.

3. Inform the Berthing Master Assistant / Pilot via UHF 1 or VHF 12.

4. Stand by for further instructions.

Master ................................................. Pilot .................................................

Mina al Fahal Port Regulations July 2010


MINA AL FAHAL

SAFETY REQUIREMENTSResponsibility for the safe conduct of operations on board your ship while at the terminal rests jointly with you, as the Master of the ship, and with the responsible terminal representative. We wish, therefore, before operations start, to seek your full co-operation and understanding on the safety requirements set out in the Ship/Shore Safety Check List which are based on safe practices widely accepted by the oil and the tanker industries.

These safety requirements are fully described in the International Safety Guide for Oil Tankers and Terminals (ISGOTT) and you are required to be fully aware of them. We therefore expect you and all under your command to adhere strictly to them throughout your stay in our terminal. We, for our part, will ensure that our personnel do likewise and co-operate fully with you in the mutual interest of safe and efficient operations.

Before the start of operations, and from time to time there after, for our mutual safety, a member of the terminal staff, where appropriate together with a responsible officer, will make a routine inspection of your ship to ensure that the questions on the Ship/Shore Safety Check List can be answered in the affirmative. Where corrective action is needed we will not agree to operations commencing or, should they have been started, we will require them to be stopped.

Similarly, if you consider safety is endangered by any action on the part of our staff or by any equipment under our control you should demand immediate cessation of operations, and bring this immediately to the notice of “Fahal Pilot” via the UHF radio Ch 1, or “Fahal Control” on UHF radio or VHF Ch 12. We reserve the right in the event of continued or flagrant disregard of the safety requirements by any ship to stop all operations and to order the ship off the berth for appropriate action to be taken by the Charterer and/or Owners concerned.

To assist you with ship/shore communications PDO will provide you with one UHF radio and a spare battery. This radio must be used as the primary means of communication during the vessels stay in port unless advised otherwise. The UHF radio channel frequency is monitored 24 hours a day by both “Fahal Pilot” and “Fahal Control”. The radio is the property of PDO and should be returned to the Duty Pilot at the completion of loading. The OOW must have access to this radio throughout the Port operations. SAFETY OF SBM OPERATIONSIt has been our experience that under certain conditions of wind, sea and current a vessel moored to the SBM has a tendency to “ride up” to the buoy. This condition exposes both the vessel and the SBM to the risk of damage; further, there is a danger of the mooring ropes fouling the SBM and causing substantial damage to pipework, with ensuing pollution, when the weight eventually comes on to these lines. Therefore an hourly checklist on SBM and hose equipment will be presented by the attending Berthing Master Assistant for counter signature by the Officer on Watch (OOW).

We therefore require that the vessel maintain a continuous forecastle head watch. The forecastle watchkeeper is required to report the SBM position in relation to the vessel’s bow at periods not exceeding 30 minutes to the OOW or sooner if there is any significant alteration or if the distance between SBM and Tanker is causing concern. To standardise the reporting of information, distances should be given in metres (hawser length 50 metres) and direction should be given using clock face notation i.e. 12 o’clock being right ahead, 9 o’clock and 3 o’clock being port and starboard beam respectively. If the distance between SBM and Tanker is causing concern the OOW should inform the attendant Berthing Master Assistant who will then proceed forward and if required contact a tug. Initially the tug would be used to push the ship clear but may also be made fast through the centre lead aft, using a ship rope mooring line. If, for whatever reason, the Master wishes to use the ship’s engine(s), he must abide by the conditions set out in paragraph 8.03.

Any untoward situation should be brought immediately to the attention of the Master and attendant Berthing Master Assistant, who will in turn call the Duty Pilot as necessary. We would point out that the responsibility for keeping a forecastle head watch rests with the vessel. We hereby advise you that all costs resulting from damage sustained by our SBM installation and attributable directly or indirectly to your vessel will be for your Owner’s/Charterer account, even if such damage is caused,


or contributed to, by the negligence of PDO or its personnel. “Fahal Pilot” and “Fahal Control” maintain a continuous watch on UHF radio and VHF Channel 12, should you have any problems the Duty Pilot is always available.

ENVIRONMENTAL PROTECTIONIn order to safeguard our mutual interests in the above matter, you should instruct your OOW’s to report on UHF radio to “Fahal Control”, every 2 hours, the quantity of oil received in metric tonnes on board your vessel.

The Berthing Master’s Assistant has been instructed to stop the discharge of any ballast water that he considers suspect. The Government of Oman is acutely aware of its environmental obligations. Any vessel found polluting Oman’s territorial water is liable to severe censure and a fine. To this end, aircraft and vessels of the Royal Oman Police patrol the coastal waters. Government Officials may also board the vessel and carry out port State control inspections. They will ask to sight the ship’s Oil Record Book, IOPP certificate and proof of membership of a recognised P&I club. Should pollution occur from your vessel, Petroleum Development Oman will mount clean up operations and the costs involved will be debited to your owners.

The Government of Oman will take the fullest action against any vessel, its Master or owner found dumping garbage and / or refuse into Oman’s waters contrary to the requirements of the MARPOL Annex V regulations.

ENFORCEMENT OF SECURITY IN MINA AL FAHAL AREAWith the risk of sabotage against tankers and tanker operations within the Gulf Area, strict enforcement of security precautions is advised.Unless you are requested by the Berthing Master Assistant or through VHF by Fahal Pilot to provide access, the pilot ladder/accommodation ladder should be kept at deck level.

The Port of Mina al Fahal has been fully certificated in accordance with the provisions of the International Ship and Port Facility Security Code Any suspicious activity in the vicinity of your vessel must be immediately reported to “Fahal Pilot” or “Fahal Control” on UHF radio or VHF Channel 12.

The Royal Oman Police (Coastguard Division), VHF channel 11, will undertake regular checks to enforce local security. Thank you for your co-operation in the above.

Yours faithfullyFor Petroleum Development Oman LLC

Senior Port Operations Supervisor


INDEX

1. 00 BERTH INFORMATION

2. 00 DESCRIPTION OF BERTHS 2.01 SBM 1. 2.02 SBM 2. 2.03 SBM 3. 2.04 LOADING RATES 2.05 HOSE CONNECTION 2.06 COASTAL TANKER MOORING

3.00 NAVIGATION AND OCEANOGRAPHIC INFORMATION 3.01 CHARTS & SAILING DIRECTIONS 3.01 TIDAL INFORMATION 3.02 SEA ANCHORAGE 3.03 APPROACH / DEPARTURE CHANNEL

4.00 COMMUNICATIONS 4.01 RADIO ADVICE REQUIRED PRIOR TO ARRIVAL 4.02 VHF COMMUNICATIONS 4.03 COMMUNICATIONS DURING CARGO OPERATIONS 4.04 EMERGENCY PROCEDURES 4.05 EX EQUIPMENT

5.00 PILOTAGE INFORMATION 5.01 PILOTAGE 5.02 BOARDING FACILITIES 5.03 APPROACHES TO THE BERTH 5.04 ANCHORS 5.05 DRAFTS 5.06 DRAFT/LOADED DISPLACEMENT LIMITATIONS

5.07 BERTHING AT SBM’s5.08 CBM’S5.09 TUGS

6.00 DOCUMENTATION REQUIREMENTS 6.01 HEALTH REQUIREMENTS

PAPERS REQUIRED ON ARRIVAL1.2 CARGO DOCUMENTATION - AUTHORISATION LETTER1.3

7.00 SPECIAL REGULATIONS 7.01 INERT GAS OXYGEN CONTENT 7.02 BALLAST

8.0 SAFETY PROCEDURES 8.01 COMPLIANCE WITH REGULATIONS/SAFETY GUIDELINES

8.02 IMMOBILISATION OF ENGINES8.03 USE OF ENGINES WHILST MOORED TO THE SBM

8.04 FORECASTLE HEAD WATCH 8.05 FIRE WIRES 8.06 SHIP/SHORE CHECK LISTS 8.07 USE OF RADIO EQUIPMENT WHILE LOADING 8.08 AIR CONDITIONING

PREVENTION OF PRESSURE SURGES1.9 LOADICATOR – STABILITY AND STRESS1.10 CLOSED LOADING1.11 H2S1.12 WEATHER CRITERIA1.13

9.0 SECURITY PROCEDURES 9.01 SHIP/SHORE SECURITY 9.02 DECLARATION OF SECURITY

10.0 FURTHER INFORMATION AND FACILITIES 10.01 BERTHING MASTER’S ASSISTANT (BMA) 10.02 SUPPLIES AND SERVICES 10.03 ALCOHOL 10.04 NO FISHING 10.05 ISRAELI BOYCOTT

10.06 SHORE LEAVE10.07 LOCAL CURRENCY


MINA AL FAHAL TERMINAL INFORMATION AND REGULATIONS

COUNTRY: SULTANATE OF OMAN LOCATION: 23° 40’ N 058° 30’ E Local time UTC + 04 hours.

1.00 BERTH INFORMATION

Nameof

Berth

Typeof

Berth

Depth Alongside(Metres)

Max Draft Arrival

(Metres)

Max Draft Departure (Metres)

Max Dist Bowto Manifold

(BCM)

MaxDeadweight

(Tonnes)

MinDeadweight

(Tonnes)

Max Maniflod HT AboveSea Level

ProductsHandled

SBM 1

SBM 2

SBM 3

ECBM

SBM

SBM

SBM

CBM

34

43

20

6.0

18.5

N/A

14

3.0

21

N/A

14

4.5

173 m

191 m

111 m

N/A

350,000

554,000

100,000

3,000

40,000

40,000

7,000

N/A

N/A

N/A

N/A

N/A

Crude Oil

Crude Oil

White Oils & Chemicals

Gas Oil

DEPTH ALONGSIDE REFERS TO CHART DATUM

2.00 BRIEF DESCRIPTION OF BERTHS

SBM 1 and 2 are owned by PDO. SBM 3 is owned by Shell Oman Marketing (SOM).PDO Marine Department operates and maintains all three buoys.

2.01 SBM 1.

Light Fl W 2sExport of Crude Oil and Long Residue2 x 30" submarine pipelines for Crude and 1 x 30" pipeline for the Long Residue. Length 3,139m each.Ship to provide 1 / 2 x 16" connections for Crude oil. (As advised by Duty Pilot)

2.02 SBM 2. Light Fl W 5sExport of Crude Oil.1 x 40" submarine pipeline for Crude export, length 4,261m2 x 10" into 1 x 16" submarine pipeline for Bunker Fuel export.Ship to provide 1 / 2 x 16" connections for Crude Oil. (As advised by Duty Pilot)

2.03 SBM 3.

Light Fl(3)WImport and export of Gas Oil, Mogas, Jet A1, Condensate and MTBE. Each hose can be used for any of these products except MTBE which must be through the outer hose only. This will be advised by Shell Oman Marketing prior to arrival.The Inner product hose (forward manifold connection) 1 x 200m, 8" ID terminating in 8" hose connection to ship’s manifold.The Outer product hose (aft manifold connection) 1 x 200m, 8" ID terminating in 8" hose connection to ship’s manifold is MTBE resistant and only this hose is to be used for MTBEShip to provide 1 or 2 x 8" connections.The crossing of hoses is not permitted.


2.04 LOADING RATES

Crude Oil 1 hose connected Max Rate 5600 m3/hr (35,200 Bbls/hr) 2 hoses connected Max Rate 11200 m3/hr (70,400 Bbls/hr) White Oil Import per hose Max Rate 1400 m3/hr (8,810 Bbls/hr) White Oil Export per hose Max Rate 1400 m3/hr (8,810 Bbls/hr)

CBM Max Rate 788 m3/hr (4,950 Bbls/hr)

Crude is loaded by gravity. The maximum rates described above are only available from certain shore tanks when loading to one SBM. Rates will fluctuate as tank levels change. “Fahal Control” will inform the vessel of any changes in rate. The Duty Pilot will advise expected maximum and average loading rates. Vessels may request any loading rate, but in order for the shore meters to function correctly, a minimum loading rate of 10000 to 12000 Bbls/hr should be maintained.“Fahal Control” can supply information on the total cargo on board on request.

2.05 HOSE CONNECTION

Hose connections will be made on the port side amidships. Crude loading ships should fit 2 x 16" reducers or number as directed by the pilot upon boarding. The crane or derrick should be rigged with equipment, in good condition and have a minimum SWL of 10 Tonnes.

White Oil vessels berthing on SBM 3 should fit 8" reducers. The crane or derrick should have a minimum SWL of 5 Tonnes. On the CBM there must be a stern manifold crane fully certified with SWL of 2 Tonnes. The hose is connected to the vessels stern discharge line via a single 6" connection. Hose connection and disconnection is carried out by the ship’s crew with advice from the Berthing Master Assistant.

2.06 EAST CONVENTIONAL BOUY MOORING (CBM)

There is 1 inshore berth for coastal tankers. Pilotage is compulsory for berthing, whilst a tug must be in attendance for unberthing and escorting the coastal tanker clear from the Port Area. Berthing is only permitted in daylight, whilst unberthing is permitted day or night. Permission must be obtained from “Fahal Pilot” on VHF channel 12 prior to departure.

Coastal tankers will not be berthed if wind is more than 10 knots and/or sea wavelets are more than 0.5 metres in height.

The maximum draft permissible is 4.5 metres. Vessels moor using both anchors forward and ships mooring ropes to a buoy on each quarter. Vessel must have fully operational anchor equipment with minimum of 6 shackles on each the anchor cable.

On the East CBM (white oils) the hose connection is 6" with a total length of hose available 6 x 30ft.

Approximate density of water : 1025.


3.00 NAVIGATION AND OCEANOGRAPHIC INFORMATION

3.01 CHARTS & SAILING DIRECTIONSSee British Admiralty charts 3522 & 3518.Also Oman Government Charts (Royal Navy of Oman) 254 and 255. Sailing directions refer British Admiralty NP 63 Persian Gulf Pilot.

3.02 TIDAL INFORMATIONNo tidal restrictions on berthing and unberthing. Tidal currents in the area are predominantly East / West setting. Tidal information is based on Muscat.

3.03 SEA ANCHORAGE Recommended 2 to 4 Miles West or Northwest of Fahal Island and at least 2 miles off the Oman Coast.

Before anchoring, tankers should contact “Fahal Control” on VHF Channel 12 for a designated anchorage. In all cases tankers are required to anchor at least 2 miles west of Fahal Island and at least 2 miles off the Oman coastline.

Note: - The following positions are foul due to lost anchors or cables:

1. Fahal Is Light 121 deg x 2.95’ 2. " " " 150 deg x 3.4’ 3. " " " 126 deg x 1.16’ 4. " " " 144 deg x 2.5’

Vessels at anchor wishing to carry out maintenance activities involving disabling the main Engine, and/ or overside testing of lifeboats, should gain permission from the Director of Ports via their agent.

Additionally they should advise Fahal Pilot or Fahal Control on VHF ch 12, prior to, and on completion of this work

3.04 APPROACH / DEPARTURE CHANNELOpen approach. Keep a distance off Fahal Island of at least 1 mile. Prudent navigators should be aware of the 14m patch on the eastern side close to Fahal Island.


4.00 COMMUNICATIONS

4.01 RADIO ADVICE REQUIRED PRIOR TO ARRIVALETA messages should be sent at least 5 days prior to the first day of accepted date range, with updates every 24 hours prior to arrival to PETROMAR MUSCAT, Telex 5212 ON, Fax +968 24675150. Any change in ETA in excess of two hours, within the final 48 hours, must be advised immediately.

The 5 day message should contain the following information:a) E.T.A. in local time, and date in plain language.b) Time vessel will tender NOR if different from abovec) Confirmation that vessel is fully inerted, all tanks less than 8% 02.d) Last port of call.e) Next port of callf) Quantity of cargo required, in bbls.g) Time required for deballasting, if prior to loading.h) Max. Draft on arrival, and trim.i) Max. Draft on departure.

Hose handling crane or derrick, and SWLj) Bow to manifold distance, in metres k)

l) Number, Type, Size and SWL of Bowstoppers for securing SBM mooring chains.m) Vessel’s Flag of Registry.n) Master’s name.

Any fault or condition on the vessel which, could adversely effect performanceo) Statement from the Master confirming all lifting appliances to be utilised at the port are in good p) order and certification is up to date. Whether any maintenance or repairs is planned in the anchorageq) Vessel’s NRTr) Maximum H2S levels (PPM in vapour) measured in cargo tankss) Maximum loading rate with only one hose connected.t) ISPS – security level.u)

NB: Pilot will inspect chain register/wire certificates on boarding or before hose connection.

4.02 VHF COMMUNICATIONS

VHF communications should be established as soon as possible and at least 2 hours prior to arrival with “Fahal Control” or “Fahal Pilot” on VHF Channel 12. The range of the station is approximately 50 miles, but may be reduced to 20 miles when approaching from the East due to the screening effect of the mountains. This station may call ships on Channel 16, but a watch will not be maintained on Channel 16. All vessels when in port or lying off Mina al Fahal should keep watch on Channel 12. The mooring tugs are also equipped with VHF channel 12.When anchored you are requested to inform “Fahal Control” of the following:-1) Time of Anchoring.2) Bearing and Distance from Fahal Island.3) Your Notice of Readiness time. 4) Cargo Request in Bbls at 60ºF.5) Ship maximum loading rate 1 & 2 connections.6) Quantity of SBT to be discharged in MT.

4.03 COMMUNICATIONS DURING CARGO OPERATIONS UHF radio is provided for communication between ship/shore/tug and is utilised throughout all operations. Cargo operations are conducted via “Fahal Control” on UHF with VHF ch 12 as back up. All vessels must have VHF ch 12 available in their Cargo Control Room. As an alternative hand held VHF radios under the direct control of the OOW are acceptable.

Vessels are required to give 1 hour, 30 minutes, 15 minutes, 5 minutes and “standby for stopping” notification prior to completion of cargo.

For vessels undertaking cargo operations on SBM 3 / CBM communications are with Shell Oman Marketing on VHF Channel 6. Call Sign “Shell Oman”


4.04 EMERGENCY PROCEDURESFor vessels loading CRUDE OIL, an Emergency Shutdown Radio (ESD) will be left on board. This radio should be kept at all times in the possession of the OOW. The Berthing Master Assistant prior to commencement of cargo operations will demonstrate the operation of this radio. IN AN EMERGENCY THE ESD RADIO SHOULD BE ACTIVATED AND THEN A VERBAL “EMERGENCY STOP” MESSAGE PASSED BY VHF CH 12 AND UHF CH 1 RADIO TO “FAHAL CONTROL”.

For ships loading products at SBM 3 the emergency stop is conducted using VHF radio ch 06 (Shell Oman) and UHF ch 1 radio (Fahal Pilots). The Duty Pilot will advise which system will be in operation.

4.05 EX EQUIPMENT

All equipment to be used outside the accommodation block of the vessel to be EX classed and correspondingly approved.

The Shore UHF radio is EX class 1, the ESD radio is not EX classed and shall only be used inside the accommodation block.


5.00 PILOTAGE INFORMATION

5.01 PILOTAGEContact “Fahal Pilots” on VHF Channel 12 for berthing Information.

The Pilot and Berthing Master Assistant will board the vessel either 1 mile to the east of the Mina Al Fahal Fairway Buoy or 1.5 miles north east of Fahal Island as directed by VHF. The portside crane / derrick should be rigged and standing by ready to lift the hose securing equipment.

Harbour steaming is deemed to start at this point.

5.02 BOARDING FACILITIESVessels berthing at Mina al Fahal should have pilot and accommodation ladders, constructed in accordance with IMO SOLAS Regulation 17 and rigged to IMO requirements and IMPA recommendations.

Under all weather conditions a pilot ladder is used for boarding the vessel. This may be in combination with an accommodation ladder. A pilot ladder should not be used alone for distances greater than 9m. The ladders should be clean and in good order.

If the Pilot considers the accommodation or pilot ladder to be unsafe he should not permit boarding of the vessel until the fault has been rectified. All ladders should be secured and clear of any possible discharges from the ship. It should be firmly against the shipside and about 3m above sea level. Construction of pilot ladders should be in accordance with IMO SOLAS Regulation 17.

Safe access to the vessel’s deck should be provided from the ladder and a lifebuoy and line ready at hand. At night the ladder and access to deck should be well lit. The rigging of the ladder and embarkation and disembarkation of personnel should be supervised by a ship’s officer. Bags and cases should be taken on and off the vessel using a heaving line and not carried up and down the accommodation ladder by hand. Bags should only be transferred once the pilot ladder and accommodation ladder are clear of personnel to avoid the heaving line hitting these personnel The following checks will be carried out prior to loading by the Pilot or Berthing Master Assistant

Check of Oxygen content in all cargo tanks. Vessel to ensure that all cargo tanks are fully (i) inerted on arrival to avoid delay in loadingCheck of the Register of Lifting Equipment. Certification for the crane or derricks and their (ii) wires with the relevant manufacturer’s data and the test dates of the whole equipment. Vessel to ensure that these certificates are available to the PilotCheck of all Clean and Segregated Ballast Tanks to confirm they are free of oil prior to (iii) deballating. Vessel to ensure that the ballast is clean and tanks are ready for inspectionCheck on the validity of the document of compliance and safety management certificate (iv) under the ISM code SOLAS protocol, (1994 amendment). Vessels which fail to produce these documents will be in contravention of Omani Government regulations with attendant penalties

5.03 APPROACHES TO THE BERTHOpen sea. For the borders of the Restricted Area see Port Regulations and attached Port Plan. Under no circumstances must vessels enter the Restricted Area unless accompanied or advised by a Mina al Fahal Pilot. (See also BA 3518 or OMAN 255 / 254)

5.04 ANCHORSIn order to prevent damage to SBM moorings and submerged pipelines, anchors are to be secured in the seagoing condition before the ship enters the Restricted Area. (See BA 3518 / OMAN 255 / 254 or attached Port Plan). Under no circumstances is the seagoing security of the anchors to be altered whilst the vessel is moored to the SBM.

5.05 DRAFTSAll vessels scheduled to berth at MAF SBM’s must arrive with the propeller fully immersed and with the forward and aft drafts deep enough in order to:

Positive Stability.a) Allow safe handling of the vessel in the prevailing weather conditions for the area.b) Prevent the bow riding above the fendering on the SBM.c) Allow connection of the mooring hawser, whilst maintaining a safe distance from the SBM.d)


In order to comply with the above, as a minimum the vessel should have her propeller immersed with a maximum trim of 1.5% LOA.

Vessels will not be permitted to berth if the above conditions can not be followed at all times. NB. It is the vessel’s responsibility to ensure that drafts and trim are maintained in such condition that the vessel can safely unberth and manoeuvre at all times. The above drafts and trim should be complied with at all times on the SBM. At the Pilots discretion, especially during winter months, or if bad weather is forecast, a minimum Deadweight restriction may be placed on the vessel

5.06 DRAFT/LOADED DISPLACEMENT LIMITATIONSSBM 1 Maximum draft during berthing operations is 18.5 metres. Maximum 350,000 Tonnes Loaded Deadweight.SBM 2 No draft restriction, maximum 554,000 Tonnes Loaded Deadweight.SBM 3 Maximum draft 14.0 metres or maximum 100,000 Tonnes Loaded Deadweight.E CBM Maximum draft arrival of 3.0 meters, maximum draft on CBM of 4.5 meters and maximum

deadweight of 3,000 Tonnes.

5.07 BERTHING AT SBM’sVessels berth head on to a single buoy mooring system comprising of nylon grommet-type-mooring lines, which terminate with chafe chains for securing on board using the vessels bow chain stoppers. Vessels which are not fitted with approved 76mm tongue or hinged type bow stoppers will not be accepted for loading operations at Mina al Fahal. Vessels must comply with the arrangements as per OCIMF Standard of Equipment for Bow Mooring.SBM 3 comprises of only one mooring line and chafe chain.

Two suitable messengers of 28 mm minimum diameter rigged to individual winches should be provided by the ship to lift the end of the two 80 mm diameter polypropylene pick-up ropes from the tug. A Pilot and Berthing Master Assistant will board the vessel for mooring and will advise the details of the mooring procedure.

5.08 CBM’sOne CBM operates in Mina Al Fahal. The East CBM is for white oils. The CBM is owned by Shell Oman. Berthing is only during daylight hours.Maximum mean wave height is 0.5m and mean wind speed of 10 knots for berthing.Vessels report to Fahal Pilot VHF Ch.12 for berthing and unberthing. Normal pilot boarding positions are 1 mile east of the Mina Al Fahal Fairway Buoy or as directed by Fahal Pilot. No pilot required for unberthing. Tug boat will escort the vessel to clear of restricted area. Cargo operations will be suspended when weather conditions exceed above 20 knot winds and 1.0m wave heights or as defined by the duty pilot.

5.09 TUGSOn arrival at the Pilot boarding position a tug will bring the Pilot and Berthing Master Assistant to the point of access. The manifold equipment box etc may be taken onboard once the vessel is fast at the SBM, using the port derrick or crane, though under certain conditions at the pilot’s discretion this may be done on the lee side prior to berthing. Whilst berthing, one tug will assist with connecting the pickup ropes, whilst a second tug will keep the hoses clear on the final approach.

Once the vessel is securely moored, the Berthing Master Assistants, who are familiar with local conditions, will call a tug for assistance if considered necessary. This will be in direct response to the safety conditions mentioned earlier with regards to the distance and position of the SBM. Ships should have soft “floating” ropes ready by the centre lead aft, for use by the tug, if found necessary.

On departure, to assist the vessel in manoeuvring clear from the SBM, a tug(s) may be instructed by the Pilot to push on the port/starboard bow, and/or port/starboard stern.

Tugs are equipped with fire fighting capabilities and will react to requests for assistance should a fire break out on the vessel.

Tugs at Mina Al Fahal, all are on call 24 hrs a day. This can be supplemented if required by additional tugs from Mina Sultan Qaboos. If the Master requires either option of additional tugs then a request should be made to “Fahal Pilots” via VHF ch 12 or UHF radio.


6.00 DOCUMENTATION REQUIREMENTS

6.01 HEALTH REQUIREMENTSThe vessel’s agents should be telexed with details of any sickness on board. Vaccinations can be given by the Port Health Officer on arrival. A doctor and dentist are available. Patients should be able to speak Arabic/English or be accompanied by a competent interpreter and should bring their passports. To avoid delay to patients a form containing the following information must be sent in triplicate with every patient.

Name, address and telex address of ship’s owners.Name of ship.Rank and name of patient.Nature of complaint (in general terms).

6.02 PAPERS REQUIRED ON ARRIVAL FOR PILOT : 2 copy of Crew List. 1 copy of Ship Security Certificate. FOR SHORE AUTHORITIES: 4 copies of Crew List. 2 copies of vaccination list. 1 copy Declaration of Personal Effects. 1 copy Bonded-Stores List.

CARGO DOCUMENTATIONPetroleum Development Oman follows the Early Departure Procedure for completion of cargo documents. The Pilot on departure requires the ships metric tonne cargo loaded figure within one and a half hours upon completion of loading. The unberthing operation will commence immediately after the hoses are disconnected with the vessel being told to anchor until the vessel provides a ship figure if this is not made available prior to the Pilots departure.

On departure you will be given a provisional Certificate of Quantity and Quality with all shore figures entered. These shore figures are provisional only and may be subject to change by Government officials. Confirmation or any amendment will be telexed to you from your agent within 3 days of your departure and the figures should then be transferred to your cargo documents, as Master, you are required to sign cargo documents with the cargo figures omitted as presented by the shore officials. These will include Cargo Manifest, Receipt documents, Ullage report some of which will be returned ashore for despatch as instructed by consignee/shipper. If you do wish to use the Early Departure Procedure, you may authorise your agent to sign the documents on your behalf. You will be given the EARLY DEPARTURE AUTHORISATION letter which can be duplicated to your own headed note paper which confirms that you will be authorising your agent to sign the Bills of Lading and other relevant cargo documents on your behalf. The original of this letter is to be returned to the Pilot for use by the Terminal and Government officials whilst you retain a copy for your local agent.

Upon receipt of confirmation of the shore figures and if you are authorising your agent you are requested to contact your agent and instruct him to sign the cargo documents on your behalf.

Before your ship is released, we require you to return to the Pilot the completed PDO ullage report, a copy of the Vessels Experience Factor, the Berthing Master Assistants’ safety check lists, the ESD and UHF radio. The Pilot will receive all Letters of Protest at the same time. The Berthing Master Assistant has been instructed not to sign for any papers.


7.00 SPECIAL REGULATIONS

7.01 INERT GAS OXYGEN CONTENTAll vessel’s cargo tanks are to be inerted. The Oxygen content of all cargo tanks are to be maintained at less than 8% by volume during operations.

During approach to the berth, the Berthing Master Assistant will test 2 cargo tanks. Tanks to ensure that oxygen content is less than 8%, using vessel’s equipment.

All tankers fitted with an Inert Gas system which are found to be non-operational on arrival at Mina al Fahal will not be accepted for cargo or ballast operations until such deficiencies are rectified. Any failure of the Inert Gas system during cargo or ballast operations will result in an immediate suspension of such operations and the removal of the vessel from the berth until such time as repairs have been carried out and the system is once again operational. Certain wind conditions may bring vented gases back down on to the deck level, even from specially designed vent outlets. Efforts should be made to increase the pressure on the Inert Gas main, especially if Hi Jets are fitted, resulting in the gas dispersing higher above the main deck. The pressure in the Inert Gas main should subsequently be reduced during topping off to avoid entrainment of oil into the venting system. At all times when high, and potentially dangerous, levels of gas are detected or suspected on deck, all non essential work should cease, and only essential personnel should remain on deck, taking all precautions. In addition, when the last cargo carried was a sour crude, tests should be made for hydrogen sulphide. If a level in excess of 10 PPM is detected no personnel should be allowed to work on deck unless they are suitably protected.

7.02 BALLAST

With effect from November 1, 2009, all ships, regardless of flag, will be required to exchange, treat or deliver to a shore reception facility all ballast water taken up outside the Regional Organisation for the Protection of the Marine Environment (ROPME) Sea Area*. This comprises the states of Bahrain, Iran, Iraq, Kuwait, Oman, Qatar, Saudi Arabia and the United Arab Emirates.

Vessels arriving from the outside the ROPME Sea Area are to exchange ballast water in waters at least 200 metres deep and 200 nautical miles from the nearest land. If this is not possible for safety reasons, ballast may be exchanged in areas within 200 nautical mile limits, as long as such exchanges are more than 50 miles from the nearest land and in waters at least 200 metres deep.

If a ship cannot exchange ballast in the specified depths or at the required distance from land, it will be required to provide the respective port authority with the reason why exchange cannot be achieved. Further ballast water management measures may also be required.

Ballast which has been treated with a ballast water treatment system approved in accordance with IMO standards need not to be exchanged.

Ships will be required to have on board an approved ballast water management plan in accordance with the IMO standards. Ships should also have and maintain a ballast water record book.

*the ROPME Sea Area (RSA) is defined as extending between the following geographic latitudes and longitudes, respectively: 16˚ 39`N, 053˚ 03`30`È ; 16˚ 00`N, 053˚ 25È ; 17˚ 00`N, 056˚ 30È ; 20˚ 30`N, 060˚ 00È ; 25˚ 04`N, 061˚ 25È.

There are no Ballast reception facilities. Ballast is to be pumped overboard. Vessels must arrive with clean pumps and lines.

CBT tankers are not acceptable Mina Al Fahal.


8.0 SAFETY PROCEDURES

8.01 COMPLIANCE WITH REGULATIONS/SAFETY GUIDELINESVessels must comply with local and International Regulations, ISGOTT and OCIMF recommendations.

8.02 IMMOBILISATION OF ENGINES

Engines are required to be maintained at 10 minutes notice whilst berthed at the SBM. Immobilisation is not permitted.No testing or maintenance of life-saving appliances, fire-fighting system, or essential ships machinery is permitted whilst berthed at PDO facilities.

8.03 USE OF ENGINES WHILST MOORED TO THE SBM.The responsibility to keep clear of the SBM rests with the Master. The use of the Tug should always be considered as the first option to move the ship clear.The second option is to request additional tugs.If the Master then considers that the use of the ship’s engine is still required, then prior to using the ship’s engine the Master should ensure that the following conditions are met: 1 :- The Master is in direct contact with the Pilot on the shore radio or the Pilot is onboard.2 :- Cargo operations are suspended, Hose valve and Manifold valves shut.3 :- BMA & Chief Officer are on the Foc’sle with ships crew.

8.04 FORECASTLE HEAD WATCHAs described in ISGOTT, a continuous forecastle head watch must be maintained on the SBM. Any untoward situation including the hawser support buoys fouling the hawsers must be brought immediately to the attention of the Master and the Berthing Master Assistant who will in turn call the Pilot as necessary. We would point out that the responsibility for keeping a forecastle head watch rests with the vessel.

8.05 FIRE WIRES One suitable fire wire should be prepared aft, rigged from the starboard side poop deck and hanging two metres above the water.

8.06 SHIP/SHORE CHECK LISTS

As per ISGOTT Ship / Shore safety checklist, periodically inspections will be undertaken as defined during the ship shore safety meeting. A ship’s officer should accompany the Berthing Master Assistant during these inspections.

The safety requirements in the checklist are fully described in the International Safety Guide for Oil Tankers and Terminals (ISGOTT) and you are required to be fully aware of them. We therefore expect you and all under your command to adhere strictly to them throughout your stay in our terminal. We, for our part, will ensure that our personnel do likewise and co-operate fully with you in the mutual interest of safe and efficient operations.

If we observe any infringements on board your ship of any of these safety requirements we shall bring this immediately to the attention of yourself or your deputy for corrective action. If such action is not taken in reasonable time we shall adopt such measures as appear to us most appropriate to deal with the situation and shall notify you accordingly.

8.07 USE OF RADIO EQUIPMENT WHILE LOADINGThe ship’s main transmitter and radars must not be used while the vessel is moored to the SBM. There is no restriction on the use of satellite communication. All other transmitting equipment including VHF, AIS are to be set on low power (1W).

8.08 AIR CONDITIONINGDue to the climatic conditions of the area, vessels not fitted with a working air conditioning system pose a threat to the safety of the loading operation. Only in exceptional circumstances when a vessel has demonstrated its ability to comply with all conditions on the ISGOTT Safety Check list, will a vessel without air conditioning be accepted for loading. During all periods of loading air conditioning systems must be in re-circulation mode.


8.09 PREVENTION OF PRESSURE SURGESRecent incidents have highlighted the need for greater care and attention during loading operations at SBM terminals. The necessity to prevent pressure surges is paramount. In order to avoid such incidents, you are asked to ensure that loading rates are reduced in ample time whenever necessary i.e. topping-off, changing tanks etc. You are always to inform “Fahal Control” before you enter your final centre tank or pair of wing tanks. The need for caution can not be overstated.In the event of an emergency “STOP CARGO”, the vessel’s valves should remain open until “Fahal Control” informs the vessel that flow has stopped.

8.10 LOADICATOR – STABILITY AND STRESSVessels are required to have a working loadicator, certified by Class, and prior to arrival the vessel stability and stress calculations are to have been calculated for all conditions of the forthcoming loading and/or deballasting. Random checks may be made by the Duty Pilot during loading and/or deballasting to ensure that the Bending Moments and Shear Forces experienced by the vessel are not in excess of the safe limits.

8.11 CLOSED LOADING/DISCHARGINGVessels loading crude and/or residue or discharging products must be able to do so with all tanks closed. Tank venting is only permitted via a mast riser or suitable high velocity vents. Any vessel unable to comply with this requirement will not be permitted to load or discharge.

8.12 H2SAll vessels coming to Mina Al Fahal are required to report the H2S content in their tanks (in ppm) prior to arrival.Vessels arriving with H2S will be requested to reduce the level in the vapour space to the minimum possible, using the procedures laid down in there operating guidelines. This shall include but not be limited to blowing down the cargo tank vapour spaces and loaded tank isolation.All personnel to be supplied and use H2S personnel meters when on the deck of the vessel.

8.13 WEATHER CRITERIABerthing/unberthing and hose handling operations will be cancelled or aborted if any of the following weather/sea conditions are exceeded, and the port is then deemed to be closed due to weather. Day Time Night TimeMean wind speed of 30 knots. Mean wind speed of 25 knots.Sea height of 3 metres. Sea height of 2 metres.Swell height of 3 meters. Swell height of 2 metres.Visibility less 0.5nm Visibility less 0.5nm

Hose handling operations will also be cancelled or aborted if at any time the tug master or pilot considers that the safety of the tug and its crew is compromised due to excessive sea state or adverse weather conditions.

Cargo suspended at mean wind speed 30 kntsCargo hose disconnected mean wind speed 35 kntsVessel sail mean wind speed 40 knts.

All of the above are at the discretion of the pilot / Master.

Loading must be suspended, and venting stopped, if there is a lightning storm in the vicinity.

Refer to Section 5.08 for CBM criteria


9.0 SECURITY PROCEDURES

9.01 SHIP/SHORE SECURITY The Port of Mina al Fahal has been fully certificated in accordance with the provisions of the International Ship and Port Facility Security Code (ISPS Code).

In today’s climate of increased security risk to tankers and tanker operations, strict enforcement of security precautions is advised.

Any suspicious activity in the vicinity of your vessel must immediately be reported to “Fahal Pilot” or “Fahal Control” on UHF Radio or VHF Channel 12. The Duty Pilot or Control Room Operator will then contact the Port Facility Security Officer as required and take action as seen necessary.

The Royal Oman Police (Coastguard Division), VHF Channel 11, undertake regular checks in accordance with the Port Facility Security Plan, to enforce local security.

The Port Facility Security Officer’s (PFSO) details are as follows:

Name :- Malik Saif Al-Barhi Contact Details: Office Number: + 968 2467 0217 Mobile Number: + 968 9947 8415

Security – Duty Officer: Mobile Number: + 968 9947 2041

If, for any reason, a visiting vessel is operating at a higher security level than that of Mina al Fahal Port (as set by the Oman Government), and a Declaration of Security is required, the Declaration can be found in this Port Information Booklet. The Duty Pilot berthing the ship, who is approved to complete this form on behalf of the PFSO, will complete this Declaration in conjunction with the Ship Security Officer or Master as applicable.


9.02 DECLARATION OF SECURITY

DECLARATION OF SECURITY(To be completed for all ships interfacing with NPA facilities)

FA

CILITY IN

FOR

MATIO

N

FACILITY NAME: ____________________

PFSO NAME: ______________________

DESIGNATED ALT: __________________

24 HR CONTACT NO. ________________

RADIO CHANNEL: ___________________

SH

IP INFO

RM

ATION

SHIP NAME: __________________________

FLAG/REGISTRY: ______________________

COMPANY NAME: ______________________

MASTER NAME: _______________________

SSO NAME: __________________________

24 HR CONTACT NO. ___________________

This Declaration of Security, dated ____________, is valid from _______________ until ______________, for the above listed ship/port facility interface activities under Security Level ______.

Facility Ship1. Communications established between the ship and port facility:

a. Means of raising alarm agreed between ship and port facility. _______ _______

b. Ship/port facility report/communicate any noted security nonconformities and notify appropriate government agencies. _______ _______

c. Port specific security information passed to ship and notification procedures established (Specifically who contacts local authorities, National Response Centre and ROP Coast Guard).

_______ _______

2. Responsibility for checking identification and screening of:a. Passengers, crew, hand carried items and luggage. _______ _______b. Ship’s stores, bunkers, cargo and vehicles. _______ _______

3. Responsibility for searching the berth/pier directly surrounding the ship. _______ _______4. Responsibility for monitoring and performing security of water surrounding the ship. _______ _______

5. Verification of increased security level and implementation of additional protective measures. _______ _______

6. Establish protocol to coordinate response between ship/port facility to acts that threaten either the ship or the port facility _______ _______

The signatories to this agreement hereby certify that security arrangements for both the port facility and the ship during the specified ship/port facility interface activities are in place and maintained.

___________________________________(Signature of Master or Ship Security Officer)

_____________________________________(Signature of PFSO or Designated Alternate)


10.0 FURTHER INFORMATION AND FACILITIES

10.01 BERTHING MASTER ASSISTANT (BMA) - Loading Master The Berthing Master Assistant, acting as shore representative, they may remain aboard at the SBMs. If required the vessels may be requested by the pilot to provide him with a standby area (e.g., mess room) and meals.As Oman is a Muslim country the appropriate type of food, i.e. no pork, pork products or alcohol should be supplied. Any failure to comply with this request may result in delays to the vessel and complications with the local authorities.

10.02 SUPPLIES AND SERVICESA wide range of marine lubricants are available which are supplied in drums and should be arranged via agent.Fresh water, garbage reception facilities and gasoil are available ex barge and should be arranged via vessel’s agents.There are 24-hour laundry facilities. Stores (fresh, frozen and bonded) are available, but at least 24 hours notice to vessel’s agents is required.Repatriation may be carried out, but vessels are asked to give maximum notice to agents, in order that visas can be obtained. (Advisable at least 2 days notice).

Only small hand carried items of stores and repatriation may be undertaken at the SBMs, but only from a Petroleum Development Oman approved agents launch. Cranes or derricks shall not be used at any time, including lifting items of stores onboard. Permission must be obtained from the Duty Pilot prior to the launches being allowed alongside.

All other facilities are not permitted whilst the vessel is loading at the SBMs

10.03 ALCOHOLThe import of liquor or alcohol of any sort into the Sultanate is strictly prohibited. Therefore nobody is permitted to bring liquor ashore from vessels in the port and under no circumstances should liquor or other items be traded with local fishermen in exchange for fresh fish under penalty of suspension of operations and removal from the buoy.

10.04 NO FISHINGFishing by any means is prohibited on SBM 1, 2 and 3 and East CBM.

10.05 ISRAELI BOYCOTTThe Sultanate of Oman is one of the countries subscribing to the Israeli Boycott.

10.06 SHORE LEAVENo shore leave is permitted whilst the vessel is berthed to an SBM.

10.07 LOCAL CURRENCY

Oman Rial. R.O 1 = US $2.6

July 2010

PETROLEUM DEVELOPMENT OMAN

EMERGENCY SHUT DOWN – LOADING CRUDE(ERICSSON P500)

IMPLEMENT THE FOLLOWING PROCEDURE IN THE EVENT OF THE VESSEL REQUIRING AN EMERGENCY STOP FOR CRUDE OIL OR RESIDUE LOADING.

1) SWITCH ON THE EMERGENCY SHUTDOWN RADIO (ESD) BY PRESSING THE BLUE BUTTON WITH THE LETTER “I” AND CHECK THAT IT IS DISPLAYING “PDO SHUTDOWN” ON THE SCREEN.

2) DEPRESS THE RED BUTTON WITH WHITE TRIANGLE TO ACTIAVTE THE ESD.

TO DO A RANGE TEST AFTER SWITCHING ON THE RADIO, DEPRESS THE BLUE BUTTON WITH THE LETTER “S”. THE RADIO WILL SHOW “RANGE TEST” AND IF THE TEST IS SUCCESSFUL “RECEIVED” WILL BE DISPLAYED ON THE SCREEN.

NOTES1 THE EMERGENCY SHUTDOWN RADIO (ESD) MUST REMAIN IN POSSESSION OF THE OOW IN

CHARGE OF CARGO OPERATIONS AT ALL TIMES

2 IN ORDER TO PREVENT AN ACCIDENTAL STOP AND TO CONSERVE THE BATTERY, THE EMERGENCY SHUTDOWN RADIO (ESD) MUST REMAIN SWITCHED OFF UNTIL NEEDED

3 THE UHF RADIO MUST REMAIN SWITCHED TO CHANNEL 1 AT ALL TIMES

Additionallyon UHF CHANNEL 1 and/or VHF CHANNEL 12 CALL:

“FAHAL CONTROL”

“BUOY............”

[[EMERGENCY STOP LOADING, EMERGENCY STOP LOADING]]

July 2010

PETROLEUM DEVELOPMENT OMAN

EMERGENCY SHUT DOWN – SBM 3 / CBM WHITE OILS

IMPLEMENT THE FOLLOWING PROCEDURE IN THE EVENT OF THE VESSEL REQUIRING AN EMERGENCY STOP FOR LOADING WHITE OILS ON SBM 3

On VHF CHANNEL 6 and UHF CHANNEL 1 CALL:

SHELL OMAN

BUOY THREE / CBM

“EMERGENCY STOP LOADING,EMERGENCY STOP LOADING”

SBM REPORTING GUIDE

12’ OCLOCK

TANKER

01’ OCLOCK11’ OCLOCK

02’ OCLOCK10’ OCLOCK

03’ OCLOCK09’ OCLOCK SBMSBM

SBMSBM

SBMSBM

SBM

Movement of the tanker to SBM

SBM

Tanker

50 M

45 M

35 M

30 M

SHIP / SHORE SAFETY CHECK LIST

Ships Name: …………………………..… SBM: ................. Date: ....... /….... / 20…....

Time of Arrival: ……..……

Coding of items: A – Agreement P – Permission R – Re-Check

Part A - Bulk Liquid – General – Physical Checks Ship Terminal Code Remarks

1 There is safe access between the ship and shore R

2 The ship is securely moored R

3 The agreed ship/shore communication system is operative A R UHF Ch 1/VHF Ch 12/TETRA

4 Emergency towing-off pennants are correctly rigged and positioned. R Fwd:On deck. Aft:Over side.

5 The ships fire hoses and fire fighting equipment are positioned and ready for immediate use. R

6 The terminal’s fire fighting equipment is positioned and ready for immediate use. R

7 The ship’s cargo and bunker hoses, pipelines and manifolds are in good condition, properly rigged and appropriate for the service intended

8 The terminal’s cargo and bunker hoses or arms are in good condition, properly rigged and appropriate for the service intended

9 The cargo transfer system is sufficiently isolated and drained to allow safe removal of blank flanges prior to connection.

10 Scuppers and save-alls on board are effectively plugged and drip trays are in position and empty R

11 Temporarily removed scupper plugs will be constantly monitored. R

12 Shore spill containment and sumps are correctly R

13 Ships unused cargo and bunker connections are properly secured with blank flanges fully bolted

14 The terminal’s unused cargo and bunker connections are properly secured with blank flanges fully bolted

15 All cargo, ballast and bunker tank lids are closed.

16 Sea and overboard discharge valves, when not in use are closed and visibly secured.

17 All external doors, ports and windows n the accommodation, stores and machinery spaces are closed. Engine room vents may be open. R

18 The ship’s emergency fire control plans are located externally. Location:

19 Fixed IGS pressure and oxygen content recorders are working. R

20 All cargo tanks atmospheres are at positive pressure with oxygen content of 8% or less by volume. P R

Part B - Bulk Liquid – General – Verbal Verification

21 The ship is ready to move under its own power P R 10 minutes notice

22 There is an effective deck watch in attendance on board and adequate supervision of operations on the ship and in the terminal. R

23 There are sufficient personnel on board and ashore to deal with an emergency. R

24 The procedures for cargo, bunker and ballast handling have been agreed. A R

25 The emergency signal and shut down procedure to be used by the ship and shore have been explained and understood. A

26 Material Safety Data Sheets (MSDS) for the cargo transfer have been exchanged where requested. P R

27 The hazards associated with toxic substances in cargo being handled have been identified and understood

H2S content: ……….Benzene content: ………..

28 An international Shore Fire connection has been provided. Location: …………….

29 The agreed tank venting system will be used A R Method: ……………

30 The requirements for closed operations have been agreed. R

31 The operation of the P/V system has been verified.

32 Where a vapour return line is connected, operating parameters have been agreed. A R

33 Independent high level alarms, if fitted are operational and have been tested. A R

34 Adequate electrical insulating means are in place in the ship/shore connection. A R

35 Shore lines are fitted with a non-return valve, or procedures to avoid back filling have been discussed. P R

36 Smoking rooms have been identified and smoking requirements are being observed. A R Nominated smoking rooms:

37 Naked light regulations are being observed. A R

38 Ship/shore telephones, mobile phone and pager requirements are being observed. A R

39 Hand torches are of an approved type.

Ship/Shore Check list 1/3 July 2010

40 Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.

41 Portable VHF/UHF transceivers are of an approved type.

42 The ship’s main radio transmitter aerials are earthed and radars are switched off.

43 Electric cables to portable electrical equipment within the hazardous area are disconnected from power.

44 Window type air conditioning units are disconnected.

45Positive pressure is being maintained inside the accommodation, and air conditioning intakes, which may permit the entry of cargo vapours, are closed.

46 Measures have been taken to ensure sufficient mechanical ventilation in the pumproom. R

47 There is provision for an emergency escape.

48 The maximum wind and swell criteria for operations have been agreed. AStop cargo at: 30 KntsDisconnect at: 35 KntsUnberth at: 40 Knts

49 Security protocols have been agreed between the Ship Security Officer and the Port Facility Security Officer, if appropriate. A

50Where appropriate, procedures have been agreed for receiving Nitrogen from shore, either for inerting or purging ship’s tanks or for line clearing into the ship.

A P

Inert Gas System Arrival O2 :……………%51 The IGS is fully operational and in good working order. P

52 Deck seals, or equivalent, are in good working order. R

53 Liquid levels in pressure/vacuum breakers are correct. R

54 The fixed and portable oxygen analysers have been calibrated and are working properly. R

55 All the individual tanks IG valves (if fitted) are correctly set and locked. R

56All personnel in charge of cargo operations are aware that, in the case of failure of the inert gas plant, discharge operations should cease and the terminal be advised.

Crude Oil washing

57 The Pre-Arrival COW check-list, as contained in the approved COW manual, has been satisfactorily completed.

58 The COW check-lists for use before, during and after COW, as contained in the approved COW manual, are available and being used. R

Tank Cleaning

59 Tank cleaning operations are planned during the ship’s stay alongside the shore installation. Yes/No Yes/No Delete Yes or No as appropriate.

60 If ‘yes’, the procedures and approvals for tank cleaning have been agreed.

61 Permission has been granted for gas freeing operations. Yes/No Yes/No Delete Yes or No as appropriate.

Part C – Bulk Liquid Chemicals – Verbal Verification

1 Material Safety Data Sheets are available giving the necessary data for the safe handling of the cargo.

2 A manufacturer’s inhibition certificate where applicable, has been approved. P

3Sufficient protective clothing and equipment (including self-contained breathing apparatus) is ready for immediate use and is suitable for the product being handled.

4 Counter measures against accidental personal contact with the cargo have been agreed.

5 The cargo handling rate is compatible with the automatic shutdown system, if in use. A

6 Cargo system gauges and alarms are correctly set and in good order.

7 Portable vapour detection instruments are readily available for the products being handled.

8 Information on the fire fighting media and procedures have been exchanged.

9 Transfer hoses are of suitable material, resistant to the action of the products being handled.

10 Cargo handling is being performed with the permanent installed pipeline system. P

11Where appropriate, procedures have been agreed for receiving nitrogen supplied from shore, either for inerting or purging ship’s tanks, or for line clearing to the ship.

A P

DECLARATIONWe, the undersigned, have checked the above items in Part A and B, and where appropriate Part C, in accordance with the instructions, and have satisfied ourselves that the entries we have made are correct to the best of our knowledge.

We have also made arrangements to carry out repetitive checks as necessary and agreed that those items with code ‘R’ in the Check-List should be re-checked at intervals not exceeding ……….. Hours

If to our knowledge the status of any item changes, we will immediately inform the other party.


Vessel Name: …………………..………………………………..

For Ship For Shore

Name: Name:

Rank: Position or Title:

Signature: Signature:

Date: Date:

Time: Time:

Record of repetitive checks:

Date Time Initials for Ship Initials for Shore

0000 – 0600

0600 – 1200

1200 – 1800

1800 – 2400

0000 – 0600

0600 – 1200

1200 – 1800

1800 – 2400

0000 – 0600

0600 – 1200

1200 – 1800

1800 – 2400

0000 – 0600

0600 – 1200

1200 – 1800

1800 – 2400

0000 – 0600

0600 – 1200

1200 – 1800

1800 – 2400

0000 – 0600

0600 – 1200

1200 – 1800

1800 – 2400

((White copies of Check List to be handed over to Pilot prior sailing))


July 2010


MINA AL FAHAL

HOURLY SBM AND HOSE CHECKS

MS/SS : ...................................................... SBM : …............... Date / / 20.…

The following check list is to be completed every hour by the Berthing Master Assistant, and countersigned by the OOW to state that the Berthing Master Assistant has completed hourly checks of the SBM, hawsers, support buoys, and hoses. The Duty Pilot is to be informed by UHF ch 1 if any situation is found not to be correct, otherwise 4 to indicate all is correct.

TimeSBM

Position Direction / Distance

Hawser(s)Support Buoy(s)

HosesShip/Shore Difference

(MT)Remarks BMA Name

Signed

BMA OOW

000001000200030004000500060007000800090010001100120013001400150016001700180019002000210022002300

Date / /

000001000200030004000500060007000800090010001100120013001400150016001700180019002000210022002300

WHITE COPY IS TO BE RETURNED TO THE PILOT PRIOR TO DEPARTURE

July 2010

VESSEL’S EXPERIENCE FACTOR

CHIEF OFFICER - PLEASE COMPLETE AND RETURN TO PILOT BEFORE SHIP SAILS

MS/SS : .............................................................. DATE : ………….............................

CARGO LOAD PORT PRODUCT DATESHIP’S FIG(M.T./Bbls)

SHORE FIG(M.T./Bbls)

1ST LAST

2ND LAST

3RD LAST

4TH LAST

5TH LAST

6TH LAST

7TH LAST

8TH LAST

9TH LAST

10TH LAST

TOTALS

V.E.F. =TOTAL SHIP FIGURES

= =TOTAL SHORE FIGURES

NOTE:- Exclude voyages with part cargoes and transhipment. SHORE FIG : Exclude first voyages after a shipyard repair or dry-dock. SHIP FIG : ___________Exclude first voyage after a non-oil cargo. DIFFERENCE : Use a minimum of five voyages. (Ten is preferable). AVE DIFF : Exclude all voyages prior to cargo tank modifications (if any) ADJ SHIP QUANTITY :

TABLES USED: ………………… CHIEF OFFICER:…………………………. (Signature)

July 2010

Vessel’s Ullage Report

CHIEF OFFICER - PLEASE COMPLETE AND RETURN TO PILOT BEFORE SHIP SAILS

MS/SS : .............................................................. DATE : ………….............................

TANK PORT CENTRE STARBOARD

NO. M. (ft) Cm. (Ins) M. (ft) Cm. (Ins) M. (ft) Cm. (Ins)

AVERAGE TEMPERATURE .......................°F API .............................

QUANTITY LOADED - SHIPS FIGURES ................................................ METRIC TONNES

DO NOT INCLUDE OBQ, AND DO NOT APPLY VEF

July 2010


MINA AL FAHAL

PILOTAGE INFORMATION EXCHANGE (UNMOORING)

THE MASTER DATE / / 20.…

MS/SS............................................ SBM # ..……......... PILOT.........................................

UNMOORING PROCEDURE

On departure to assist the vessel in manoeuvring clear from the SBM, tug(s)………………/………………. will be instructed by the Pilot to push on the port / starboard bow and/or the port / starboard quarter.

Additionally, tug………..………… will be keeping the hoses clear whilst unberthing.

Usually the vessel will first let go the PORT mooring. The pickup rope should then be run off the winch drum in a controlled manner, with the messenger connection eventually lowered to the tug. Once the tug crew has disconnected the messenger from the pickup rope, the mooring tug will take the bight of the pickup rope and tow it clear from the vessel and SBM. This will then be made fast on the floating hoses to keep it clear of the vessel. Once the port pickup rope is clear of the vessel, the tug will standby to retrieve the starboard pickup rope from the water once it is disconnected, or push on the bow or stern as instructed by the pilot.

The STARBOARD mooring will then be released, slacking down the rope until the chafe chain is in the water and there is no weight on the pickup rope. The pickup rope should then be run off the winch drum in a controlled manner and the pickup rope disconnected from the messenger by the ship’s crew. The ship will then be free to move astern while the remainder of the pickup rope is lowered out through the fairlead.

In the event that this procedure has to be deviated from, there will be a full discussion between the ship’s officer and the Berthing Master Assistant on the focsle and between the ship’s Master and the Pilot on the bridge.

Once clear of the hose string the vessel will be turned to clear the SBM and set on a course to leave the restricted area.

The Pilot is accompanied by Berthing Masters Assistant .........................................who will assist the mooring party forward and will advise on the preferred method of operation. He will be in direct contact with both the Pilot and mooring tugs by UHF radio.

PLEASE ENSURE THAT THE NUMBER OF PERSONNEL ON FOCSLE ARE KEPT TO A SAFE MINIMUM.

In order to execute the unmooring operation safely and effectively please provide the following information :-

Deepest Draft : ………................................. Engines and steering gear tested prior to departure at :- ……....................

Radar available & operational : 3 cm 10 cm Arpa (circle those applicable)

Speed Log available: Ground Track Doppler , Water track Doppler , E. Magnetic , Pressure Type , GPS Speed.

Is there any equipment not fully operational that will effect the safe navigation or unmooring of the vessel to the SBM

YES/NO List……………………………………………………………………………………………………………

Please be advised that the time your officers and crew were briefed on the Operational and Safety Requirements for

the unmooring operation at Mina Al Fahal by the berthing master assistant was : ........................... hours.

ESD & UHF Radios returned to pilot : Yes / No UHF radio, charger and battery returned to BMA : Yes / No

Master................................................. Pilot…...................................................

PDO BOOKLET- JULY 2010 (2).pdf

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Transcript of PDO BOOKLET- JULY 2010 (2).pdf