ONGC Petro additions Limited 4th Floor, 35, Nutan Bharat Co-operative Housing Society Limited, R.C. Dutt Road, Alkapuri,

Vadodara, Gujarat – 390007

RFQ FOR CONTRACT OF AFFREIGHTMENT

Enquiry No. OPaL/BDA/MM/ENQ/COA/14/2019-20

Offers Required Need firm offer(s) to be accepted for Charterers’ approval in line with OPaL guidelines and with owner’s authority of offer - L1 offer meeting Enquiry

Firm offers to be received by

1430 HRS IST on 19.06.19

Post Evaluation Charterers reply by

1700 HRS IST on 22.06.19

CHARTERING ENQUIRY OPaL INVITES OFFERS AGAINST THE FOLLOWING ENQUIRY FOR COA (CONTRACT OF AFFREIGHTMENT) FROM JUL’2019 TO AUG’2019+30 DAYS, COASTAL MOVEMENT AS PER THE TERMS AND CONDITIONS STATED BELOW: VESSEL: -DOUBLE HULL CLEAN TANKER -MUST HAVE CPP/WO CARGO BACKGROUND -COMPLIANCE OF CONDITION REGARDING TANK CLEANING AT THE TIME OF DELIVERY OF THE VESSEL 1. CARGO: NAPHTHA 2. PARCEL SIZE: MR VSL- MIN 29500 MT, CHOPTION UP TO FULL CAPACITY OF VESSEL.

- ADDITIONAL CAPACITY TO STORE 3350M3 OF RIL LINE CONTENT NAPHTHA IN SEPARATE VESSEL

TANK AND TO PUMP BACK IN RIL PIPELINE ON COMPLETION OF MAIN NAPHTHA LOADING

- VESSEL NOMINATED UNDER COA SHALL BE CAPABLE OF LOADING MIN. QUANTITY BASIS RESTRICTIONS/ REQUIREMENTS AT LOAD/DISPORT.

- OWNERS WILL DECLARE THE VSL'S CARGO CAPACITY AT THE TIME OF NOMINATION ALONGWITH Q88.

- IF VSL'S LOADABLE QTY IS BELOW 29500MT, CHARTERERS HAVE THE RIGHT TO REJECT THE VSL.

3. SHIPMENT PERIOD: JUL’2019 TO AUG’2019+30 DAYS. TENTATIVE FIRST LAYCAN IS EXPECTED 1ST WEEK JUL’19.

4. NO. OF PARCELS: MINIMUM 4 NOS. AND MAXIMUM 6 NOS. SHIPMENTS FROM JUL’2019 TO AUG’2019+30 DAYS AT CHARTERERS OPTION.

SUCCESSFUL BIDDER HAS TO DEPLOY VESSEL ON 1ST DAY OF LAYCAN AT LOAD PORT.

KINDLY CONFIRM.

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GCPTCL TERMNIAL ACCEPTS VESSEL WITH 2 MANIFOLDS FOR DISCHARGE. IF NOT THEN VESSEL WILL NOT BE ACCEPTABLE. DEVIATION AT ANY STAGE WILL NOT BE ACCEPTABLE. KINDLY CONFIRM.

5. NOMINATIONS: - CHARTERERS SHALL INFORM OWNERS 15 (FIFTEEN) DAYS BEFORE PROPOSED LAYDAYS. - THE CHARTERERS SHALL ADVISE THE OWNERS OF IT’S CARGO FIRM NOMINATION AT LEAST 13

(THIRTEEN) DAYS PRIOR TO THE FIRST DAY OF THE LAYCAN (2 DAYS). - THE OWNERS SHALL NOMINATE A SUITABLE VESSEL NOT LESS THAN 10 (TEN) DAYS PRIOR TO

THE COMMENCEMENT OF LAYCAN. 6. LAYCAN PERIOD: CUT-OFF TIME FOR LAYCAN AT LOADPORT WILL BE 15:00 HRS. VSL TO BE

OFFERED STRICLY FOR THE LAYCAN GIVEN. 7. PERFORMING VESSEL: OWNERS CONFIRM VESSEL WILL BE NOMINATED ALONGWITH Q88, RIL

QUESTIONNAIRE & GCPTCL APPENDIX TO Q88 OR ANY OTHER PORT REQUIREMENT. - THE CHARTERERS SHALL ACCEPT OR REJECT THE NOMINATION WITHIN 2 (TWO) WORKING DAYS

OF RECEIPT OF THE NOMINATION.

- UPON CHARTERERS’ ACCEPTANCE OF THE NOMINATION, A VOYAGE CHARTER SHALL BE DEEMED FIXED IN ACCORDANCE WITH THE TERMS AND CONDITION OF THIS CONTRACT OF AFFREIGHTMENT.

8. LOADPORT: 1 SP/ SB RIL SPM, HAZIRA 9. DISPORT: 1 SP/ SB GCPTCL, DAHEJ 10. TOTAL LAYTIME: 98 HOURS SHINC PER VOYAGE 11. DISCH. RATE: AS PER LOAD/ DISPORT RESTRICTIONS 12. LOAD/DISPORT RESTRICTIONS: OWNERS TO CONFIRM VESSEL MEETS ALL LOAD/DISPORT

REQUIREMENTS/RESTRICTIONS INCLUDING VESSEL DIMENSIONS, MOORING ROPES, REDUCERS AND REDUCER GASKETS, AND ACCEPTABLE TO THE RESPECTIVE TERMINALS. OWNERS CONFIRM THAT VESSEL MEETING LOADPORT AND DISCHARGE PORT ACCEPTABILITY NORMS AT ALL TIMES DURING THE CONTRACT PERIOD.

13. VESSEL TYPE/REQUIREMENTS: VESSEL COMPLYING WITH OCIMF. 14. AGENTS: LOADPORT: OWNERS; DISPORT: OWNERS 15. NOTICES: AS PER CHARTERERS REQUIREMENT.

16. CP PERFORMA: ASBATANKVOY CP WITH RIDER CLAUSES (1 TO 60). 17. OTHER TERMS:

I. B/LS TO BE ISSUED AS PER TERMINAL PROCEDURE/REQUIREMENTS II. IF VSL IS AVAILABLE PRIOR TO LAYCAN AND CHARTERERS HAVE NO OBJECTION LOADING HER

PRIOR TO LAYCAN, THE TIME SAVED AT LOADPORT TO BE ADDED TO THE LAYTIME ALLOWED TO CHARTERERS.

III. VESSEL TO BE SUB TO DAYLIGHT INSPECTION AT THE LOADING PORT. VESSEL TO BE FIT IN ALL RESPECTS TO THE SATISFACTION OF THE TERMINAL.

IV. DELAY DUE TO WAITING FOR DAYLIGHT/ SUITABLE TIDE AT LOAD/ DISCHARGE PORT WILL BE ON OWNER’S ACCOUNT AND WILL NOT COUNT AS USED LAYTIME OR TIME ON DEMURRAGE.

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V. OWNERS CONFIRM VESSEL MEETS ALL THE PORT LIMITATIONS/REQUIREMENTS/ CONDITIONS INCLUDING CONDITIONS REGARDING COMMENCEMENT OF LAYTIME, IF ANY, AT LOADPORTS/DISPORTS AND ACCEPTABLE TO THE TERMINALS.

VI. IN THE EVENTUALITY OF BAD WEATHER HALF TIME TO COUNT AS LAYTIME OR TIME ON DEMURRAGE.

VII. OWNERS CONFIRM VESSEL/ OWNERS COMPLY WITH ISPS CODE/ REQUIREMENT. CHEVRON ISPS CLAUSE TO APPLY.

VIII. IN ADDITION TO USUAL NOTICES, AFTER FINALIZATION OF VESSEL, OWNERS/ MASTER TO KEEP OPAL, DAHEJ INFORMED EVERY 24 HOURS ABOUT VESSEL’S POSITION.

IX. LAYDAYS & CANCELLATION CLAUSE: AS PER ASBATANKVOY LAYTIME SHALL NOT COMMENCE BEFORE THE DATE STIPULATED IN PART I, EXCEPT WITH THE CHARTERER’S SANCTION.

SHOULD THE VESSEL NOT BE READY TO LOAD BY 3:00 O’CLOCK P.M. (LOCAL TIME) ON THE CANCELLING DATE STIPULATED IN PART I, FOR NON-ARRIVAL OF VESSEL ON TIME AT LOAD PORT, VESSEL OWNER WILL INTIMATE TO THE CHARTERER WELL IN ADVANCE MINIMUM 5 WORKING DAYS BEFORE 1ST DAY OF LAYCAN OR 1ST DAY OF LAYCAN WHICHEVER IS EARLIER (CONSIDER SATURDAY, SUNDAY AND HOLIDAY AS NON-WORKING DAY) THE CHARTERER SHALL HAVE THE OPTION OF CANCELLING THIS CHARTER BY GIVING OWNER NOTICE OF SUCH CANCELLATION WITHIN FORTY-EIGHT (48) HOURS.

VESSEL OWNERS SHOULD ANTICIPATE THAT DESPITE THE EXERCISE OF DUE DILIGENCE, THE VESSEL WILL NOT BE READY TO BE DELIVERED BY THE CANCELLING DATE, THEY SHALL NOTIFY THE CHARTERERS THEREOF WITHOUT DELAY STATING THE EXPECTED DATE OF THE VESSEL’S DELIVERY AND ASKING WHETHER THE CHARTERERS WILL EXERCISE THEIR OPTION OF CANCELLING THE CHARTER PARTY OR AGREE TO A NEW CANCELLING DATE. IF THE CHARTERERS DO NOT EXERCISE THEIR OPTION OF CANCELLING, THEN THIS CHARTER PARTY SHALL BE DEEMED TO BE AMENDED AND THE NEW CANCELLING DATE SHALL BE AS REQUESTED BY OWNERS SUBJECT TO APPLICABILITY OF POINT (A) FOR NEW CANCELLING DATE AS GIVEN BELOW.

(A) IF VESSEL OWNER WILL SHARE OR NOT SHARE TENTATIVE VESSEL ARRIVAL NOTICES AT

LOAD PORT AND VESSEL ARRIVES AFTER LAYCAN (I.E. LAST DAY OF LAYCAN AT 3PM AT LOAD PORT) AND DUE TO WHICH IF CHARTERER IS NOT IN POSITION TO EXERCISE RIGHT TO HIRE VESSEL FROM OPEN MARKET AS MENTIONED BELOW IN THAT CASE 1/10 OF THE FREIGHT WILL BE DEDUCTED FOR THAT VOYAGE.

IF CHARTERERS OPT TO CANCEL THE VOYAGE, CHARTERERS HAVE RIGHT TO HIRE VESSEL FROM OPEN MARKET FOR PROPOSED LAYCAN OR NEARBY DATES. IF HIRED VESSEL FREIGHT IS HIGHER THAN AGREED VC/COA RATES IN THAT CASE CHARTERER HAS RIGHT TO RECOVER FREIGHT UPTO 120% OF COA FREIGHT INCURRED BY CHARTERER (IN CASE OF COA, IT’S APPLICABLE TO VOYAGE). IN THIS CASE IF OWNER DOES NOT PROVIDE VESSEL, CHARTERER WILL HAVE THE OPTION TO HIRE AND OPERATE THE VESSEL. CHARTERER WILL SHARE APPLICABLE SUPPORTING DOCUMENTS TO THE VESSELOWNER (SUCCESSFUL VENDOR) DURING RECOVERY OF ADDITIONAL CHARGES.

X. 2.5% ADDRESS COMMISSION TO CHARTERERS OPAL ON FREIGHT/ DEADFREIGHT AND

DEMURRAGE, IF ANY PAYABLE.

XI. ACTUAL TIME AND COST FOR COASTAL CONVERSION INCLUDING CUSTOMS DUTY LEVIED ON THE VESSEL, IF ANY, WILL BE ON OWNERS’ ACCOUNT. NON-ACCEPTANCE OF THIS CONDITION

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MAY RESULT IN DISQUALIFICATION OF THE VESSEL. VESSEL TO TENDER NOR ONLY ON CONVERSION TO COASTAL RUN AND RECEIPT OF DG SHIPPING LICENCE FOR COASTAL MOVEMENT. SUCH NOR TO BE TENDERED ON OR BEFORE ABOVE MENTIONED LAYCAN.

XII. FOLLOWING ACTIVITIES SHALL NOT BE CONSIDERED IN USED LAYTIME OR TIME ON

DEMURRAGE:

a. THE VESSEL'S PROCEEDING FROM ANCHORAGE TO THE BERTH AT EACH PORT OF CALL. b. EXCLUSIVELY HANDLING OF SLOPS OR BALLAST c. ANY DELAY BY SHIP IN COMMENCEMENT OF LOADING / DISCHARGE AFTER THE

CHARTERERS CONVEYING READINESS FOR THE OPERATION d. INSPECTION OF THE VESSEL TANKS AND ULLAGE CALCULATION BY INDEPENDENT

SURVEYORS AT LOADPORT AND DISPORT. e. FREE PRATIQUE AT LOADPORT/DISPORT

XIII. VSL TO BE PRESENTED IN FIT / READY CONDITION IN ALL RESPECTS TO LOAD INTENDED

CARGO. VESSEL’S ALL TANKS TO BE CLEANED BY THE OWNERS AT THEIR COST AND TIME ACCORDING TO THE CLEANING KEY (SHELL’S SHIP PRE-CARGO MATRIX – WHITE OIL PETROLEUM PRODUCTS & COMPONENTS OR, BP TANK CLEANING GUIDE) TO THE SATISFACTION OF THE CHARTERERS’ SURVEYORS BEFORE LOADING. THE VESSEL NOT FOUND CLEAN / FIT TO LOAD THE INTENDED CARGO EVEN AFTER CARRYING OUT CLEANING WOULD BE REJECTED.

XIV. OWNERS CONFIRM WILL PROVIDE VALID STATUTORY LICENSES/CERTIFICATES AND APPROVALS/PERMISSION FROM STATUTORY / GOVT. BODIES REQUIRED BY CHARTERERS FOR APPLYING TO DG SHIPPING FOR OBTAINING COASTAL LICENCE FOR COASTAL MOVEMENT OF PRODUCTS. VESSELS AGE TO MEET THE CRITERIA AS PER DG GUIDELINES.

XV. VESSEL COMPLIES WITH OIL MAJOR APPROVAL REQUIREMENT OF LOADING TERMINAL AS AND WHEN APPLICABLE.

XVI. ARBITRATION IN INDIA AND INDIAN LAW TO APPLY.

XVII. OWNERS TO CONFIRM THAT THE OFFERED VESSEL’S INSURANCE AND P&I COVER MEETS THE CONDITIONS & REQUIREMENTS AS NOTIFIED BY GOVT. OF INDIA IN THE GAZETTE PART II- SECTION 3- SUB SECTION (I) DATED 20 APR 2012. (COPY ATTACHED)

XVIII. OWNERS CONFIRM VSL HAS VALID P&I CERTIFICATE OF ENTRY AND ADDITIONAL P&I AND INSURANCE COVER FOR MOORING OPERATIONS AND ALSO COVERING THIRD PARTY LIABILITIES INCLUDING OIL POLLUTION AND WRECK REMOVAL. COPIES OF THE SAME ARE TO BE SUBMITTED TO CHARTERERS AND TO THE PORT PRIOR APPROVAL OF VESSEL WHICH MUST COMPLY WITH THE PREVAILING REQUIREMENTS OF THE PORTS.

XIX. THE VESSEL OFFERED SHALL ONLY BE SBT (SEGREGATED BALLAST TANKS) VESSEL. XX. INDIAN INCOME TAX ON FRT/DFRT/DEM, TO BE ON OWNERS’ ACCOUNT. PAYMENT OF

FRT/DFRT/DEM SHALL BE MADE AFTER DEDUCTING APPLICABLE INDIAN INCOME TAX AT SOURCE.

XXI. FOREIGN VESSEL OWNER WILL HAVE TO FURNISH INFORMATION/ DOCUMENTS REQUIRED FOR REMITTANCE TO NON-RESIDENTS AS PER INDIAN INCOME TAX ACT (INCLUDING COPY OF PAN & TAX RESIDENCY CERTIFICATE) BEFORE PAYMENT OF FRT/DFRT/DEM.

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XXII. VESSEL HAVING INCIDENTS OF POOR PERFORMANCE ARE LIABLE TO BE REJECTED. XXIII. INDIAN SHIPOWNERS PARTICIPATING IN THIS ENQUIRY DIRECTLY OR THROUGH

SHIPBROKERS MUST BE REGISTERED WITH DG-SHIPPING. XXIV. OWNERS TO PROVIDE TAX RELATED INFORMATION IN THE ATTACHED OPAL QUESTIONNAIRE.

XXV. FREIGHT & DEMURRAGE: OWNERS TO QUOTE FREIGHT FOR EACH VOYAGE IN USD LUMP SUM & DEMURRAGE IN USD PDPR. PAYMENT WILL BE MADE WITHIN 10 WORKING DAYS UPON COMPLETION OF DISCHARGE OF EACH VOYAGE. EXCHANGE RATE FOR MAKING PAYMENT SHALL

BE CALCULATED AT THE MEAN OF TT BUYING AND SELLING RATE OF EXCHANGE AS DECLARED BY SBI, MUMBAI ON THE DATE OF PAYMENT. GST ON FREIGHT/DEMURRAGE (IF ANY) WILL BE ON CHARTERERS ACCOUNT.

XXVI. OWNERS CONFIRM THAT IF IN THE OFFER FOR THEIR VESSEL, ANOTHER VESSEL IS OFFERED UNDER “OWNER’S OPTION” AND IN CASE ONLY ONE OF THESE VESSELS IS ACCEPTED BY THE LOADPORT & DISPORT TERMINALS, THE VESSEL SO ACCEPTED WILL NECESSARILY BE THE PERFORMING VESSEL.

XXVII. OWNERS TO MENTION IN THEIR OFFER WHETHER THEIR SHIP IS ELIGIBLE FOR “RIGHT OF REFUSAL”, AS PER GUIDELINES OF DG-SHIPPING, INDIA.

XXVIII. CHARTERERS RESERVES THE RIGHT TO REJECT INCOMPLETE OFFERS & OFFERS ON SUB-OPEN

BASIS.

TIME SCHEDULE: - FIRM OFFERS TO BE RECEIVED FOR COVERING/MEETING ABOVE REQUIREMENT WITH BIDDERS FULL DETAILS INCLUDING GUARANTEE TO PERFORM THE COA FOR THE ENTIRE DURATION WITHOUT ANY DIFFICULTY. THE OFFERS TO BE SUBMITTED BETWEEN THE GIVEN TIME WINDOW.

a. Bids (password protected) to be sent as per standard format by email mode to

shipping.mm@opalindia.in only.

From TTo

1600 Hrs (IST) 18.06.19 1430 Hrs (IST) 19.06.19

b. Password for opening the password protected bid document to be sent by email mode to

shipping.mm@opalindia.in only.

From To

1431 Hrs (IST) 19.06.19 1530 Hrs (IST) 19.06.19 Please refer OPaL guidelines for details. i. Authority letter/ declaration from head owner/ disponent owner also to be enclosed. ii. Offer(s) with deviation(s) may not be considered and liable for rejection. iii. Offer(s) received before and after the stipulated time as mentioned above, will not be considered.

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18. Details of Designated email address: Offers (password protected) to be sent only on shipping.mm@opalindia.in.

19. Please refer following attached documents:

1 Proforma for Tanker Voyage Charter Party 2 DGS Letter 3 OPaL Questionnaire 4 RIL Questionnaire for Hazira SPM (Load Port) 5 GCPTCL Requirement (Disport)

Once COA is approved by OPaL management, the broker/ owner need to send as Signed hard copy of the same.

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OPaL’s GUIDELINES OF OFFER AND PROCESS FOR EVALUATION

1. DEFINITIONS & CONTENTS

1.1. Offers against the subject enquiry shall be submitted, as follows:

Bid is expected to indicate the acceptance of all terms and conditions indicated in the subject enquiry and Governing CP. It shall, however, inter-alia indicate the following: 1 Complete Name and Address of the Vessel Owner 2 Vessel and its specifications (at the time of vessel nomination) 3 Quantity - Cargo Size with maximum loadable (at the time of vessel nomination) 4 Freight and demurrage rate 5 Acceptance of Delivery and Load port 6 Acceptance of Shipping Period 7 Details of Contact Persons, indicating their fax nos., e-mail ids, telephone

numbers, mobile numbers 8 Period of Validity as specified in the subject enquiry

1.2. Complete Offer received from Owner and/or Broker on behalf of OWNER shall constitute ‘Binding Offer’ as referred to hereinafter.

1.3. Time being the Essence: The Offer shall be kept open for 3 days, 2 hours and 30 minutes after the closing period of enquiry or as mentioned in the offer itself for consideration and evaluation of the offers by OPaL for taking vessel on subjects.

2. INSTRUCTIONS FOR SUBMITTING THE OFFER THROUGH EMAIL

2.1. The offer must contain the RFQ document including the amendment, if any, duly sealed and signed as a token of acceptance of the conditions.

2.2. The Password Protected offer should be sent through email. Bidders are instructed that in any case, the offer email should not contain the password for opening the document.

2.3. Bidder to ensure that documents shall be password protected. Bidders are instructed that they should forward the password for opening the password protected bid document to OPaL through email between 1431 Hrs IST to 1530 Hrs IST on 19.06.19.

3. PROCESS FOR EVALUATION OF BIDS

The following Methodology would be adopted for evaluation of Offers:

3.1. It is expected that Owners shall submit their bids indicating the contents as requested, strictly in line with Terms & Conditions of the subject enquiry and shall not take any deviations/ exceptions. If however, while scrutinizing the bids, it is observed that there are any points in the bids, which needs to be clarified, Owners would be requested vide an email to clarify on these points on the day of opening of their offer and would be required to submit their replies/ clarifications within a prescribed time, indicated in the email.

3.2. Non-response or part-reply/ clarification or maintaining the offer, initially submitted or reply after the prescribed time, would lead to outright rejection of offer without any further communication. However, if the reply/ clarification is received before the prescribed time and it is observed that the bidders have not replied/clarified in totality, as requested or maintained its initial offer, they would be requested again

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to reply/clarify within prescribed time. Unless otherwise specified, Prescribed Time, as indicated in email would however be final.

3.3. The bidders are requested to submit their offers only once at designated email address only within

prescribed time and without waiting for the closing time.

3.4. In case there is any inconsistency in the amount of Freight given by the Bidder in figures and words in their offers, the amount of Freight given in the words shall be considered as final. Further notwithstanding what is stated above, in case (a) the Bidder quotes Freight only in figures or only in words or (b) the Bidder quotes Freight both in figures as well as in words but one of these is received garbled in system, OPaL shall have sole discretion either to evaluate the offer or reject the same. Subject to meeting all terms and conditions of the Enquiry:

3.4.1. The lowest bid in terms of freight may be considered for award. 3.4.2. In case, the two or more bidders have quoted the same freight, the L1 will be decided basis

lower demurrage rate quoted by these bidders. 3.4.3. If L1 bidder who has quoted lowest freight and higher demurrage rate than other bidder(s),

in that case L1 bidder has to match lowest demurrage rate to award contract. 3.4.4. In the event of identical lowest bids (similar quote in more than one bid) w.r.t to Freight and

Demurrage, concerned bidders will be notified and given the opportunity to resubmit an improved offer, maintaining the initial bid valid at OPaL’s Option, which will be received as per the prescribed time as advised in the message inviting the revised improved offer.

3.4.5. Bidders may also be requested to extend the Period of Validity, if required.

3.5. Offers may not refer directly or indirectly to another enquiry already in force. Bidders must not take advantage of any apparent errors or omissions in the Enquiry. In the event that bidders find any errors or omissions, they are requested to immediately notify the MM Department, OPaL.

4. GUIDELINES 4.1. Offers received on email address other than the designated ones (as mentioned in the enquiry) or by

any other mode such as fax shall not be considered by OPaL. 4.2. Offers and the intermediate correspondence shall be done by Ship Broker along with Owners Authority

for same, and shall bear inter-alia reference of Enquiry No., Number of pages emailed with numbering of pages.

4.3. MM Department, OPaL would be guided by offers as received in its system. Therefore, Bidders are requested to ensure clear transmission of their offers/ clarifications/ replies.

4.4. Offers received beyond/ outside prescribed time period shall not be taken into cognizance. 4.5. OPaL reserves the right in its absolute discretion to accept/ reject offers without assigning any reasons

whatsoever. 5. OTHER TERMS & CONDITIONS REGARDING SUBMISSION OF OFFERS 5.1. Enquiry would be issued through e-mail to the registered broker’s/ Owners/ INSA on the Mailing List of

OPaL at the e-mail addresses as authorized in the Undertaking, received from time to time. The bidder should ensure that bids are submitted by said authorized officials as per Undertaking. Accordingly, bids from only these registered entities would be acceptable.

5.2. a) All correspondence subsequent to issue of enquiry would be carried out through email only unless

otherwise specifically requested. b) Owners/ Bidders are required to mention their designated email id of registered broker in their offer. All

correspondence would be carried out only through designated email id as mentioned in the offer, unless otherwise specifically requested. OPaL would not be responsible for non-receipt of communication, if any, at the bidder’s end.

5.3. If not clearly mentioned, all terms and conditions of the Enquiry shall be deemed to have been accepted, by them.

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5.4. No Amendments or Modifications shall be made to the submitted offers unless otherwise specifically requested by OPaL. No withdrawal of Offer shall be permissible during the Period of the Validity of the Binding Offer. OPaL shall be entitled to accept the Offer made within the Closing period without modifications, unless amendments or modifications were specifically requested for by OPaL. Any withdrawal/ modification of Offer by the Bidder shall entail cancellation of Registration of such entity and also revocation of the special status (if any) of such entity. This is in addition to other rights of OPaL in this regard.

5.5. The contents of this Enquiry are strictly confidential and non-transferable. This Enquiry is specifically issued to the Entities in consideration of their being Registered Entities on Mailing List of OPaL. Accordingly it may be noted that this Enquiry is for the limited circulation to these Entities only and therefore shall not use or attempt to use any such information in any manner which may injure or cause loss either directly/ indirectly to OPaL. Any further circulation or transmission of the Enquiry or subsequent communication is strictly prohibited. Accordingly, the offer/ communication from only Registered Entities would be taken cognizance of.

5.6. The mailing/ communication system of OPaL has state of art technology enabled with inbuilt security systems for scanning the emails/ information leaving OPaL system. However, OPaL would not be responsible for either non-receipt of Enquiry or damages caused, if any, to the systems/ networks/ computers at the Bidders end.

5.7. Since offers would be received by email, the following conditions shall also apply:

5.7.1. Bidders to confirm that they are authorized to make their offer by email mode and by exchange of email messages shall be a valid and binding contract between the parties at their end.

5.7.2. The bidder whose Offer is ultimately accepted by OPaL shall send by courier, for the sake of confirmation and records, the hard copies of following documents duly signed by authorized official, sent or received by such party, through email, to MM Department, OPaL at the address mentioned below: 1) Enquiry received through email at bidders end. 2) Original Copy of Bidder’s offer emailed from bidder’s end. 3) Emailed copy of Clarification Letter to offer, if any, received at bidder’s end. 4) Original Copy of Reply to Clarification Letter emailed from bidder’s end, if any. 5) Emailed copy of Acceptance Letter received at bidder’s end. 6) Original copy of Letter of Authority from the vessel owners to the broker. 7) Any other correspondence concerning the Enquiry and till Fixture confirmation. 8) Signed copy of

Fixture note followed by Charter Party. Such hard copies of the above mentioned documents shall be couriered to MM Department, OPaL at the following address by the successful bidder immediately on receipt of communication from OPaL that the Offer of such party has been accepted and the Contract has been awarded. MM Department (Shipping) ONGC Petro additions Limited Plot No Z/1 & Z/83, Dahej SEZ, Part I, Tal. Vagra, Bharuch-392 130 Gujarat, India 5.8. CONTACTS FOR ASSISTANCE

Should any clarifications be required regarding subject tender or any assistance is required in submission of offers, kindly contact:

• Mr. Rakesh Daga, Manager- Logistics, Cell No. +91 90990 09906 • Mr. Atul Mehta, Manager- MM, Cell No. +91 90990 08191

OFFERS NOT IN LINE WITH ENQUIRY CONDITIONS MAY NOT BE CONSIDERED AND LIABLE FOR REJECTION.

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Association of Ship Brokers CODE WORD FOR THIS

& Agents (U.S.A.), Inc. CHARTER PARTY:

October 1977 ASBATANKVOY

Proforma for TANKER VOYAGE CHARTER PARTY PREAMBLE

Place: Date: IT IS THIS DAY AGREED between _________________________________________________________________________________________ Chartered owner/owner (hereinafter called the “Owner”) of the _____________ FLAG, Built _________________________________ SS/MS ________________ M.T. “___________________________” (hereinafter called the “Vessel”) and ONGC Petro additions Limited…… (hereinafter called the “Charterer”) that the transportation herein provided for will be performed subject to the terms and conditions of this Charter Party, which includes this Preamble and Part I and Part II. In the event of a conflict, the provisions of Part I will prevail over those contained in Part II.

PART I

A. Description and Position of Vessel: See Rider Clause 12 as attached Deadweight: ------------------------------ metric tons (2240 lbs.) Classed: --------------------------------

Loaded draft of Vessel on assigned summer freeboard ________________ meters ft. in. in salt water.

Capacity for cargo: ______________________ CBM (at 98% excluding slops) tons (of 2240 lbs. each) more or

less, Vessel’s option

Coated: Yes No

Coiled Yes No

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Last two three cargoes:

Now: ___________________________________________________________

Expected Ready: ETA

B. Laydays:

Commencing: ______________________ Cancelling: __________________________ C. Loading Port: 1 SP/ 1SB RIL SPM, Hazira

Charterers’ Option D. Discharging Port(s): 1 SP/ 1SB GCPTCL, Dahej Charterers’ Option E. Cargo / Quantity:

Charterers’ Option

F. Freight Rate: LUMPSUM US $ ----------------------- per MT (of 2240 lbs. each) G. Freight/Demurrage /Deadfreight Payable to: See Rider Clause no. 32, as attached H. Total Laytime in Running Hours: I. Demurrage per day: US $ ----------------------- per day or pro rata J. Address Commission of 2.5 % is payable by Owner to Charterers and 1.25% brokerage commission

to __________________________________________________________ on the actual amount freight and demurrage when and as freight is paid.

K. The place of General Average and arbitration proceedings to be India London / New York (strike out

one). L. Tovalop: Owner warrants vessel to be a member of TOVALOP scheme and will be so maintained

throughout duration of this Charter.

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M. Special Provisions: RIDER CLAUSES 1 TO 60 AND OTHER TERMS I to XXVII both inclusive, as attached, shall be deemed to be incorporated in this Charter Party.

IN WITNESS WHEREOF, the parties have caused this Charter, consisting of a preamble, Parts I and II, to be executed in duplicate as of day and year first above written. Witness the signature of:

By : Date & Place: Witness the signature of: By : Date & Place:

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PART II

1. WARRANTY_VOYAGE_CARGO. The vessel, classed as specified in Part I hereof, and to be so maintained during the currency of this Charter, shall, with all convenient dispatch, proceed as ordered to Loading Port(s) named in accordance with Clause 4 hereof, or so near thereunto as she may safely get (always afloat), and being seaworthy, and having all pipes, pumps and heater coils in good working order, and being in every respect fitted for the voyage, so far as the foregoing conditions can be attained by the exercise of due diligence, perils of the sea and any other cause of whatsoever kind beyond the Owner’s and/or Master’s control excepted, shall load (always afloat) from the factors of the Charterer a full and complete cargo of petroleum and/or its products in bulk, not exceeding what she can reasonably stow and carry over and above her bunker fuel, consumable stores, boiler feed, culinary and drinking water, and complement and their effects (sufficient space to be left in the tanks to provide for the expansion of the cargo), and being so loaded shall forthwith proceed, as ordered on signing Bills of Lading, direct to the Discharging Port(s), or so near thereunto as she may safely get (always afloat), and deliver said cargo. If heating of the cargo is requested by the Charterer, the Owner shall exercise due diligence to maintain the temperature requested.

2. FREIGHT. Freight shall be at the rate stipulated in Part I and shall be computed on intake quantity (except

deadfreight as per Clause 3) as shown on the Inspector’s certificate of Inspection. Payment of freight shall be made by Charterer without discount upon delivery of cargo at destination, less any disbursements or advances made to the Master or Owner’s agents at ports of loading and/or discharge and cost of insurance thereon. No deduction of freight shall be made for water and/or sediment contained in the cargo. The services of the Petroleum Inspector shall be arranged and paid for by the Charterer who shall furnish the Owner with a copy of the Inspector’s Certificate.

3. DEADFREIGHT. Should the Charterer fail to supply a full cargo, the Vessel may, at the Master’s option, and

shall, upon request of the Charterer, proceed on her voyage, provided that the tanks in which cargo is loaded are sufficiently filled to put her in seaworthy condition. In the event, however, deadfreight shall be paid at the rate specified in Part I hereof on the difference between the intake quantity and the quantity the vessel would have carried if loaded to her minimum permissible freeboard for the voyage.

4. NAMING LOADING AND DISCHARGE PORTS. (a) The Charterer shall name the loading port or ports at least twenty-four (24) hours prior to the Vessel’s readiness to sail from the last previous port of discharge, or from bunkering port for the voyage, or upon signing this Charter if the Vessel has already sailed. However, Charterer shall have the option of ordering the Vessel to the following destinations for wireless orders:

On a voyage to a port or ports in: ST. KITTS Caribbean or U.S. Gulf loading port(s) PORT SAID Eastern Mediterranean or Persian Gulf loading port(s) (From ports west of Port Said.)

(b) If lawful and consistent with Part I and with the Bills of Lading, the Charterer shall have the option of nominating a discharging port or ports by radio to the Master on or before the Vessel’s arrival at or off the following places:

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Place On a voyage to a port or ports in: LAND’S END United Kingdom/Continent (Bordeaux/Hamburg range) or Scandinavia (including Denmark)

SUEZ Mediterranean (from Persian Gulf) GIBRALTER Mediterranean (from Western Hemisphere)

(c) Any extra expenses incurred in connection with any change in loading or discharging ports (so named) shall be paid for by the Charterer and any time thereby lost to the Vessel shall count as laytime. 5. Laydays & cancellation clause: as per ASBATANKVOY Laytime shall not commence before the date stipulated in part I, except with the charterer’s sanction. Should the vessel not be ready to load by 3:00 o’clock P.M. (local time) on the cancelling date stipulated in part I, for non-arrival of vessel on time at load port, vessel owner will intimate to the charterer well in advance minimum 5 working days before 1st day of laycan or 1st day of laycan whichever is earlier (consider Saturday, Sunday and holiday as non-working day) the charterer shall have the option of cancelling this charter by giving owner notice of such cancellation within forty-eight (48) hours.

Vessel owners should anticipate that despite the exercise of due diligence, the vessel will not be ready to be delivered by the cancelling date, they shall notify the charterers thereof without delay stating the expected date of the vessel’s delivery and asking whether the charterers will exercise their option of cancelling the charter party or agree to a new cancelling date. If the charterers do not exercise their option of cancelling, then this charter party shall be deemed to be amended and the new cancelling date shall be as requested by owners subject to applicability of point (a) for new cancelling date as given below.

(a) If vessel owner will share OR not share tentative vessel arrival notices at load port and vessel arrives

after laycan (i.e. last day of laycan at 3PM at load port) and due to which if charterer is not in position to exercise right to hire vessel from open market as mentioned below in that case 1/10 of the freight will be deducted for that voyage.

If charterers opt to cancel the voyage, charterers have right to hire vessel from open market for proposed laycan or nearby dates. If hired vessel freight is higher than agreed VC/COA rates in that case charterer has right to recover additional freight upto 120% of freight incurred by charterer for VC/COA (in case of COA, applicable to voyage). In this case charterer will hire and operate the vessel. Charterer will share applicable supporting documents to the vessel owner (successful vendor) during recovery of additional charges. 6. NOTICE OF READINESS. Upon arrival at customary anchorage at each port of loading or discharge, the Master or his agent shall give Charterer or his agent notice by letter, telegraph, wireless or telephone that the Vessel is ready to load or discharge cargo, berth or no berth, and laytime, as hereinafter provided, shall commence upon the expiration of six (6) hours after receipt of such notice, or upon the Vessel’s arrival in berth (i.e., finished mooring when at a sealoading or discharging terminal and all fast when loading or discharging alongside a wharf), whichever first occurs. However, where delay is caused to Vessel getting into berth after giving notice of readiness for any reason over which Charterer has no control, such delay shall not count as used laytime. 7. HOURS FOR LOADING AND DISCHARGING. The number of running hours specified as laytime in Part I shall be permitted the Charterer as laytime for loading and discharging cargo; but any delay due to the Vessel’s condition or breakdown or inability of the Vessel’s facilities to load or discharge cargo within the time allowed shall not count as used laytime. If regulations of the Owner or port authorities prohibit loading or discharging of the cargo at night, time so lost shall not count as used laytime; if the Charterer, shipper or consignee prohibits loading or discharging at night, time so lost shall count as used laytime. Time consumed by the vessel in moving from loading or discharge port anchorage to loading or discharge berth, discharging ballast water or slops, will not count as used laytime.

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8. DEMURRAGE. Charterer shall pay demurrage per running hour and pro rata for a part thereof at the rate specified in Part I for all time that loading and discharging and used laytime as elsewhere herein provided exceeds the allowed laytime elsewhere herein specified. If, however, demurrage shall be incurred at ports of loading and/or discharge by reason of fire, explosion, storm or by strike, lockout, stoppage or restraint of labor or by breakdown of machinery or equipment in or about the plant of the Charterer, supplier, shipper or consignee of the cargo, the rate of demurrage shall be reduced one-half of the amount stated in Part I per running hour or pro rata for part of an hour for demurrage so incurred. The Charterer shall not be liable for any demurrage for delay caused by strike, lockout, stoppage or restraint of labor for Master, offices and crew of the Vessel or tugboat or pilots. 9. SAFE BERTHING-SHIFTING. The Vessel shall load and discharge at any safe place or wharf, or alongside vessels or lighters reachable on her arrival, which shall be designated and procured by the Charterer, provided the Vessel can proceed thereto, lie at, and depart therefrom always safely afloat, any lighterage being at the expense, risk and peril of the Charterer. The Charterer shall have the right of shifting the Vessel at ports of loading and/or discharge from one safe berth to another on payment of all towage and pilot shifting to next berth, charges for running lines on arrival at and leaving that berth, additional agency charges and expense, customs overtime and fees, and any other extra port charges or port expenses incurred by reason of using more than one berth. Time consumed on account of shifting shall count as used laytime except as otherwise provided in Clause 15. 10. PUMPING IN AND OUT. The cargo shall be pumped into the Vessel at the expense, risk and peril of the Charterer, and shall be pumped out of the Vessel at the expense of the Vessel, but at the risk and peril of the Vessel only so far as the Vessel’ permanent hose connections, where delivery of the cargo shall be taken by the Charterer of its consignee. If required by the Charterer, Vessel after discharging is to clear shore pipe lines of cargo by pumping water through them and time consumed for this purpose shall apply against allowed laytime. The Vessel shall supply her pumps and the necessary power for discharging in all ports as well as necessary hands. However, should the Vessel be prevented from supplying such power by reason of regulation prohibiting fires on board, the Charterer or consignee shall supply, at its expense, all power necessary for discharging as well as loading, but the owner shall pay for power supplied to the Vessel for other purposes. If cargo is loaded from lighters, the Vessel shall furnish steam at Charterer’s expense for pumping cargo into its Vessel, if requested by the Charterer, provided the Vessel has facilities for generating steam and is permitted to have fires on board. All overtime of officers and crew incurred in loading and/or discharging shall be for account of the Vessel. 11. HOSES; MOORING AT SEA TERMINALS. Hoses for loading and discharging shall be furnished by the Charterer and shall be connected and disconnected by the Charterer, or, at the option of the Owner, by the Owner at the Charterer’s risk and expense. Laytime shall continue until the hoses have been disconnected. When Vessel loads or discharges at a sea terminal, the Vessel shall be properly equipped at Owner’s expense for loading or discharging at such place, including suitable ground tackle, mooring lines and equipment for handling submarine hoses. 12. DUES-TAXES-WHARFAGE. The Charterer shall pay all taxes, dues and other charges on the cargo, including but not limited to Customs overtime on the cargo, Venezuelan Habilitation Tax, C.I.M. Taxes at Le Havre and Portuguese Imposto De Comercio Maritime. The Charterer shall also pay all taxes on freight at loading or discharging ports and any unusual taxes, assessments and governmental charges which are not presently in effect but which may be imposed in the future on the Vessel or freight. The Owner shall pay all dues and other charges on the Vessel (whether or not such dues or charges are assessed on the basis of quantity of cargo), including but not limited to French droits de quai and Spanish derramas taxes. The Vessel shall be free of charges for the use of any wharf, dock, place or mooring facility arranged by the Charterer for the purpose of loading or discharging cargo; however, the Owner shall be responsible for charges for such berth when used solely for Vessel’s purposes, such as awaiting Owner’s orders, tank cleaning, repairs, etc. before, during or after loading or discharging.

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13. (a).CARGOES EXCLUDED VAPOR PRESSURE. Cargo shall not be shipped which has a vapor pressure at one hundred degrees Fahrenheit (100oF.) in excess of thirteen and one-half pounds (13.5 lb.) as determined by the current A.S.T.M. Method (Reid) D-323. (b). FLASH POINT. Cargo having a flash point under one hundred and fifteen degrees Fahrenheit (115oF.) (Closed cup) A.S.T.M. Method D-56 shall not be loaded from lighters but this clause shall not restrict the Charterer from loading or topping off Crude Oil from vessels or barges inside or outside the bar at any port or place where bar conditions exist. 14. (a). ICE. In case port of loading or discharging should be inaccessible owing to ice, the Vessel shall direct her course according to Master’s judgment, notifying by telegraph or radio, if available, the Charterers, shipper or consignee, who is bound to telegraph or radio orders for another port, which is free from ice and where there are facilities for the loading or reception of the cargo in bulk. The whole of the time occupied from the time the Vessel is diverted by reason of the ice until her arrival at an ice-free port of loading or discharge, as the case may be, shall be paid for by the Charterer at the demurrage rate stipulated in Part I. (b) If on account of ice the Master considers it dangerous to enter or remain at any loading or discharging place for fear of the Vessel being frozen in or damaged, the Master shall communicate by telegraph or radio, if available, with the Charterer, shipper or consignee of the cargo, who shall telegraph or radio him in reply, giving orders to proceed to another port as per Clause 14 (a) where there is no danger of ice and where there are the necessary facilities for the loading or reception of the cargo in bulk, or to remain at the original port at their risk, and in either case Charterer to pay for the time that the Vessel may be delayed, at the demurrage rate stipulated in Part I. 15. TWO OR MORE PORTS COUNTING AS ONE. To the extent that the freight rate standard of reference specified in part I F hereof provides for special groupings or combinations of ports or terminals, any two or more ports or terminals within each such grouping or combination shall count as one port for purpose of calculating freight an demurrage only, subject to the following conditions: (a) Charterer shall pay freight at the highest rate payable under Part I F hereof for a voyage between the loading and discharge ports used by Charterer. (b) All charges normally incurred by reason of using more than one berth shall be for Charterer’s account as provided in Clause 9 hereof. (c) Time consumed shifting between the ports or terminals within the particular grouping or combination shall not count as used laytime. (d) Time consumed shifting between berths within one of the ports or terminals of the particular grouping or combination shall count as used laytime. 16. GENERAL CARGO. The Charterer shall not be permitted to ship any packaged goods or non-liquid bulk

cargo of any description; the cargo the Vessel is to load under this Charter is to consist only of liquid bulk cargo as specified in Clause I.

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17. (a). QUARANTINE. Should the Charterer send the Vessel to any port or place where a quarantine exists, any delay thereby caused to the Vessel shall count as used laytime; but should the quarantine not be declared until the Vessel is on passage to such port, the Charterer shall not be liable for any resulting delay.

(b) FUMIGATION. If the Vessel, prior to or after entering upon this Charter, has docked or docks at any wharf which is not rat-free or stegomyia-free, she shall, before proceeding to a rat-free or stegomyia-free wharf, be fumigated by the Owners at his expense, except that if the Charterer ordered the Vessel to an infected wharf the Charterer shall bear the expense of fumigation. 18. CLEANING. The Owners shall clean the tanks, pipes and pumps of the Vessel to the satisfaction of the

Charterer’s Inspector. The Vessel shall not be responsible for any admixture if more than one quality of oil is shipped, nor for leakage, contamination or deterioration in quality of the cargo unless the admixture, leakage, contamination or deterioration results from (a) unseaworthiness existing at the time of loading or at the inception of the voyage which was discoverable by the exercise of due diligence, or (b) error or fault of the servants of the Owner in the loading, care or discharge of the cargo.

19. GENERAL EXCEPTIONS CLAUSE. The Vessel, her Master and Owner shall not, unless otherwise in this

Charter expressly provided, be responsible for any loss or damage, or delay or failure in performing hereunder, arising or resulting from: - any act, neglect, default or barratry of the Master, pilots, mariners or other servants of the Owner in the navigation or management of the Vessel; fire, unless caused by the personal design or neglect of the Owner; collision, stranding or peril, danger or accident of the sea or other navigable waters; saving or attempting to save life or property; wastage in weight or in bulk, or any other loss or damage arising from inherent defect, quality or vice of the cargo; any act or omission of the Charterer or Owners or shipper or consignee of the cargo, their agents or representatives; insufficiency of packing, insufficiency or inadequacy or marks; explosion, bursting of boilers, breakage of shafts, or any latent defect in hull, equipment or machinery; unseaworthiness of the Vessel unless caused by want of due diligence on the part of the Owner to make the Vessel seaworthy or to have her properly manned, equipped and supplied; or from any other cause of whatsoever kind arising without the actual fault of privity of the Owner, And neither the Vessel nor Master or Owner, nor the Charterer, shall, unless otherwise in this charter expressly provided, be responsible for any loss of damage or delay or failure in performing hereunder, arising or resulting from:- Act of God; act of war; perils of the seas; act of public enemies, pirates or assailing thieves; arrest or restraint of princes, rulers or people; or seizure under legal process provided bond is promptly furnished to release the Vessel or cargo. Strike or lockout or stoppage or restraint of labor from whatever cause, either partial or general; or riot or civil commotion.

20. ISSUANCE AND TERMS OF BILLS OF LADING (a) The Master shall, upon request, sign Bills of Lading in the form appearing below for all cargo shipped but without prejudice to the rights of the Owner and Charterer under the terms of this Charter. The Master shall not be required to sign Bills of Lading for any port which, the Vessel cannot enter, remain at and leave in safety and always afloat nor for any blockaded port. (b) The carriage of cargo under this Charter Party and under all Bills of Lading issued for the cargo shall be subject to the statutory provisions and other terms set forth or specified in sub-paragraphs (i) through (vii) of this clause and such terms shall be incorporated verbatim or be deemed incorporated by the reference in any such Bill of Lading. In such sub-paragraphs and in any Act referred to therein, the word “carrier” shall include the Owner and the Chartered Owner of the Vessel. (i) CLAUSE PARAMOUNT. This Bill of Lading shall have effect subject to the provisions of the Carriage of Goods by Sea Acts of the United States, approved April 16, 1936, except that if this Bill of lading is issued at a place where any other Act, ordinance or legislation gives statutory effect to the International Convention for

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the Unification of Certain Rules relating to Bills of Lading at Brussels, August 1924, then this Bills of Lading shall have effect subject to the provisions of such Act, ordinance or legislation. The applicable Act, ordinance or legislation (hereinafter called the “Act”) shall be deemed to be incorporated herein and nothing herein contained shall be deemed a surrender by the Owners of any of its rights or immunities or an increase of any of its responsibilities or liabilities under the Act. If any term of this Bill of Lading be repugnant to the Act to any extent, such term shall be void to the extent but no further. (ii) JASON CLAUSE. In the event of accident, danger damage or disaster before or after the commencement of the voyage, resulting from any cause whatsoever, whether due to negligence or not, for which, or for the consequence of which, the Owner is not responsible, by statute, contract or otherwise, the cargo shippers, consignees or owners of the cargo shall contribute with the Owner in General Average to the payment of any sacrifices, losses or expenses of a General Average nature that may be made or incurred and shall pay salvage and special charges incurred in respect of the cargo. If a salving ship is owners or operated by the Owner, salvage shall be paid for as fully as if the said salving ship or ships belonged to strangers. Such deposit as the Owner or his agent may deem sufficient to cover the estimated contribution of the cargo and any salvage and special charges thereon shall, if required, be made by the cargo, shippers, consignees or owners of the cargo to the carrier before delivery. (iii)GENERAL AVERAGE. General Average shall be adjusted, stated and settled according to York/Antwerp

Rules 1950 2004 and, as to matters not provided for by those rules, according to the laws and usages at the port of New York or at the port of London, whichever place is in India as specified in Part I of this Charter. If a General Average statement is required, it shall be prepared at such port or place in the United States or United Kingdom,, whichever country is in India as specified in Part I of this Charter, as may be selected by the Owner, unless otherwise mutually agreed, by an Adjuster appointed by the Owner and approved by the Charterer, Such Adjuster shall attend to the settlement and the collection of the General Average, subject to customary charges. General Average Agreements and/or security shall be furnished by Owner and/or Charterer, and/or Owner and/or Consignee of cargo, if requested. Any cash deposit being made as security to pay General Average and/or salvage shall be remitted to the Average Adjuster and shall be held by him at his risk in a special account in a duly authorized and licensed bank at the place where the General Average statement is prepared.

(iv) BOTH TO BLAME. If the vessel comes into collision with another ship as a result of the negligence of

the other ship and any act, neglect or default of the Master, mariner, pilot or the servants of the Owner in the navigation or in the management of the Vessel, the owners of the cargo carrier hereunder shall indemnify the Owner against all loss or liability to the other or non-carrying ship or her owners in so far as such loss or liability represents loss of, or damage to, or any claim whatsoever of the owners of said cargo, paid or payable by the other or recovered by the other or non-carrying ship or her owners as part of their claim against the carrying ship or Owner. The foregoing provisions shall also apply where the owners, operators or those in charge of any ships or objects other than, or in addition to, the colliding ships or objects are at fault in respect of a collision or contact.

(v) LIMITATION OF LIABILITY. Any provision of this Charter to the contrary notwith-standing, the Owner

shall have the benefit of all limitations of, and exemptions from, liability accorded to the owner or chartered owner of vessels by any statute or rule of law for the time being in force.

(vi) WAR RISKS. (a) If any port of loading or of discharge named in this Charter Party or to which the Vessel may properly be ordered pursuant to the terms of the Bills of Lading be blockaded, or (b) If owing to any war, hostilities, warlike operations, civil war, civil commotions, revolution or the operation of international law (a) entry to any such port of loading or of discharge or the loading or discharge of cargo at any such port be considered by the Master or Owners in his or their discretion dangerous or prohibited or (b) it be considered by the Master or Owners in his or their discretion dangerous or impossible for the Vessel to reach any such port of loading or discharge - the Charterers shall have the right to order the cargo or such part of it as may be affected to be loaded or discharged at any other safe port of loading or of discharge within the range of loading or discharging ports respectively established under the provisions of the Charter Party (provided such other port is not blockaded or that entry thereto or loading or discharge of cargo thereat is not in the Master’s or Owner’s discretion dangerous or prohibited). If in respect of a port of discharge no

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orders be received from the Charterers within 48 hours after they or their agents have received from the Owners a request for the nomination of a substitute port, the Owners shall then be at liberty to discharge the cargo at any safe port which they or the Master may in their discretion decide on (whether within the range of discharging ports established under the provisions of the Charter Party or not) and such discharge shall be deemed to be due fulfillment of the contract or contracts of affreightment so far as cargo so discharged is concerned. In the event of the cargo being loaded or discharged at any such other port within the respective range of loading or discharging ports established under the provisions of the Charter Party, the Charter Party shall be read in respect of freight and all other conditions whatsoever as if the voyage performed were that originally designated. In the event, however, that the Vessel discharges the cargo at a port outside the range of discharging ports established under the provisions of the Charter Party, freight shall be paid as for the voyage originally designated and all extra expenses involved in reaching the actual port of discharge and or discharging the cargo thereat shall be paid by the Charterers or Cargo Owners. In the latter event the Owners shall have a lien on the cargo for all such extra expenses. (c) The Vessel shall have liberty to comply with any directions or recommendations as to departure, arrival, routes, ports of call, stoppages, destinations, zones, waters, delivery or in any otherwise whatsoever given by the government of the nations under whose flag the Vessel sails or any other government or local authority including any de facto government or local authority or by any person or body acting or purporting to act as or with the authority of any such government or authority or by any committee or person having under the terms of war risks insurance on the vessel the right to give any such directions or recommendations. If by reason of or in compliance with any such directions or recommendations, anything is done or is not done such shall not be deemed a deviation. If by reason of or in compliance with any such direction or recommendation the Vessel does not proceed to the port or ports of discharge originally designated or to which she may have been ordered pursuant to the terms of the Bills of Lading, the Vessel may proceed to any safe port of discharge which the Master or Owners in his or their discretion may decide on and there discharge the cargo. Such discharge shall be deemed to be due fulfillment of the contract or contracts of affreightment and the Owner shall be entitled to freight as if discharge has been effected at the port or ports originally designated or to which the vessel may have been ordered pursuant to the terms of the Bills of Lading. All extra expenses involved in reaching and discharging the cargo at any such other port of discharge shall be paid by the Charterers and/or Cargo Owners and the Owners shall have a lien on the cargo for freight and all such expenses. (vii) DEVIATION CLAUSE. The Vessel shall have liberty to call at any ports in any order, to sail with or

without pilots, to tow or to be towed, to go to the assistance of vessel in distress, to deviate for the purpose of saving life or property or of landing any ill or injured person on board, and to call for fuel at any port or ports in or out of the regular course of the voyage. Any salvage shall be for the sole benefit of the Owner.

21. LIEN. The Owner shall have an absolute lien on the cargo for all freight, dead freight, demurrage and costs,

including attorney fees, of recovering the same, which lien shall continue after delivery of the cargo into possession of the Charterer, or of the holders of any Bills of Lading covering the same or of any storageman.

22. AGENTS. The Owners shall appoint Vessel’s agent at all ports. See Rider Clause no. 8 23. BREACH. Damages for breach of this Charter shall include all provable damages, and all costs of suit and

attorney fees incurred in any action hereunder. 24. ARBITRATION. Any and all differences and disputes of whatsoever nature arising out of this Charter shall

be put to arbitration in the City of New York or in the City of London whichever place is specified in Part I of this charter pursuant to the laws relating to arbitration there in force, before a board of three persons, consisting of one arbitrator to be appointed by the Owner, one by Charterer, and one by the two so chosen. The decision of any two of the three on any point or points shall be final. Either party hereto may call for such arbitration by service upon any officer of the other, wherever he may be found, of a written notice

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specifying the name and address of the arbitrator chosen by the first moving party and a brief description of the disputes or differences which such party desires to put to arbitration. If the other party shall not, by notice served upon an officer of the first moving party within twenty days of the service of such first notice, appoint its arbitrator to arbitrate the dispute or differences specified, then the first moving party shall have the right without further notice to appoint a second arbitrator, who shall be a disinterested person with precisely the same force and effect as if said second arbitrator has been appointed by the other party. In the event that the two arbitrators fail to appoint a third arbitrator within twenty days of the appointment of the second arbitrator, either arbitrator may apply to a Judge of any court of maritime jurisdiction in the city above- mentioned for the appointment of a third arbitrator, and the appointment of such arbitrator by such Judge on such application shall have precisely the same force and effect as if such arbitrator had been appointed by the two arbitrators. Until such time as the arbitrators finally close the hearings either party shall have the right by written notice served on the arbitrators and on an officer of the other party to specify further disputes or differences under this Charter for hearing and determination. Award made in pursuance to this clause may include costs, including a reasonable allowance for attorney’s fees, and judgement may be entered upon any award made hereunder in any Court having jurisdiction in the premises. (SEE RIDER CLAUSE 25).

25. SUBLET. Charterer shall have the right to sublet the Vessel. However, Charterer shall always remain

responsible for the fulfillment of this Charter in all its terms and conditions. 26. OIL POLLUTION CLAUSE. Owner agrees to participate in Charterers’s program covering oil pollution

avoidance. Such program prohibits discharge overboard of all oily water, oily ballast or oil in any form of persistent nature, except under extreme circumstances whereby the safety of the vessel, cargo or life at sea would be imperiled.

Upon notice being given to the Owner that Oil Pollution Avoidance controls are required the Owners will instruct Master to retain in board the vessel all oily residues from consolidated tank washings, dirty ballast, etc., in one compartment, after separation of all possible water has taken place. All water separated to be discharged overboard. If the Charterer requires that demulsifiers shall be used for the separation of oil / water, such demulsifiers shall be obtained by the Owner and paid for by Charterer. The oil residues will be pumped ashore at the loading or discharging terminal, either as segregated oil, dirty ballast or co-mingled with cargo as it is possible for Charterers to arrange. If it is necessary to retain the residue on board co-mingled with or segregated from the cargo to be loaded, Charterers shall pay for any deadfreight so incurred. Should it be determined that the residue is to be co-mingled or segregated on board, the Master shall arrange that the quantity of tank washings be measured in conjunction with cargo suppliers and a note of the quantity measured made in the vessel’s ullage record. The Charterer agrees to pay freight as per the terms of the Charter Party on any consolidated tank washings, dirty ballast, etc., retained on board under Charterer’s instructions during the loaded portion of the voyage up to a maximum of 1% of the total deadweight of the vessel that could be legally carried for such voyage. Any extra expenses incurred by the vessel at loading or discharging port in pumping ashore oil residues shall be for Charterer’s account, and extra time, if any, consumed for this operation shall count as used laytime.

BILL OF LADING

Shipped in apparent good order and condition by

_______________________________________________________________ Steamship On board the __________________________________________________ Motorship

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___________________________________ Whereof ____________________________________________________________ is Master, at the port of _________________ _________________________________________________________________________________________ ___________________ _________________________________________________________________________________________ ___________________ _________________________________________________________________________________________ ___________________

to be delivered at the port of __________________________________________________________________________________

or so near thereto as the Vessel can safely get, always afloat, unto _________________________________________________ _________________________________________________________________________________________ ___________________

or order on payment of freight at the rate of _____________________________________________________________________ _________________________________________________________________________________________ ___________________

Contract This shipment is carried under and pursuant to the terms of the charter dated New York / London ___________________

Between _______________________________________________________ and ____________________________________ as

Contract Charterer, and all the terms whatsoever of the said charter except the rate and payment of freight specified therein apply to and govern the rights of the parties concerned in this shipment.

In witness whereof the Master has signed ________________________________________________________ Bills of Lading of this tenor and date, one of which being accomplished, the others will be void .

Dated at ______________________________________ this _________________ day of _______________________________

_______________________________________ Master

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Rider Clauses 01. It is understood that if these Rider Clauses as specified herein, conflict with Part I or Part II of this charter party, the Rider Clauses are to apply. 02. It is understood and agreed that all Worldscale terms and conditions shall apply to this Charter Party as at date of Bill of Lading. 03. York/Antwerp Rules 2004 or amendments thereto issued from time to time to apply to this C/P for General Average. 04. Owners warrant that vessel is a member of the International Tankers Owners Pollution Federation Ltd, (ITOPF). Owners further warrant that vessel carries on board a certificate of insurance as described in Civil Liability Convention for Oil Pollution Damage and that Owners confirm that vessel complies with ISGOTT and also complies with SOLAS Convention 1974/78 and related protocol of 1978 or amendments thereto issued from time to time the vessel has in place insurance cover of USD __________ for oil pollution no less in scope and amounts than is available under the rules of Protection and Indemnity Clubs entered into among the International Group of P and I Clubs. Owners confirm vessel complies with the International Safety Management (ISM) code which came into effect on July 1, 1998. 05. Owners confirm that the vessel is entered with P & I Club _____________. 06. Owners confirm vessel fitted with an inert gas system (IGS). Vessel will not be permitted to berth or load cargo unless the IGS is in good order and the tanks are inerted. On arrival of vessel if IGS system is inoperative, the vessel will not be berthed until the IGS is operative and the tanks are inerted and until that time Notice of Readiness shall not be given and laytime shall not commence. 07. Owners’ agent at both ends ie namely loadport(s) and disch(s) ports. 08. Any dues and/or taxes on cargo to be for Charterers’ account but customary vessel’s port charges including berthing expenses, customs entrance, and clearance fee and customs overtime and any dues and/or taxes on vessel / freight even if measured by quantity of cargo on board to be for owners’ account. Any tax calculated with respect to freight, to be for Owners account. Consular fees at load port shall be paid by the owners. 09. Description of vessel: - As per main terms & attached Q-88 Vessel Particulars: Vessel: M.T “……………………… " Call Sign/IMO No.: Flag: Built: Class: SDWT (MT): SDRAFT (m): LOA(m)

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BEAM (m) Cubic Capacity 98PCT excl. Slop Tanks (CBM): Slop Tanks capacity 98PCT (MT): Approvals: Last SIRE: ISPS ISSC Code: Cranes SWL (MT): P&I: Any other related information: 10. GA / Arbitration India - Indian law to apply to this charter party. 11. Owners guarantee that the tanker shall discharge an entire homogenous cargo within 24 hours or maintain an average 100 pound per square inch at ship’s manifolds, provided shore / receiving facilities permit, always excluding stripping. Actual excess time due to default shall not be counted as used laytime and charterers are not responsible for any demurrage on such excess time. 12. The vessel is equipped with_______pumps of capacity________M3 of water/hour. 13. Owners confirm that the vessel(s) complies with all applicable governmental and port authority regulations and suppliers/charterers regulations in force at the load/discharge ports relating to vessel operations and safety. 14. The Master of the vessel to notify the terminal operator and OPaL, Vadodara of the vessel’s estimated time of arrival (ETA), seventy two (72), forty eight (48) and twenty four (24) hours before the ETA or at such other times as may be required by terminal operator. If the master of the vessel fails to give 24 hours notice on time, the allowed laytime shall be extended by the amount of time equal to the period between the time final notice was given and 24 hours before the vessel arrived. After the 24 hours notice is given the master shall advise the terminal operator of any deviation of 2 hours or more from the last given ETA. In addition to usual notices as above, after finalisation of vessel, Owners/ Master to keep OPaL, Vadodara informed every 24 hours about vessel’s position enroute to loadport. Upon the vessel’s arrival at the customary anchorage for the loadport, the master or his representative shall tender to the terminal Notice of Readiness of the vessel to load Naphtha. Notice of readiness at loadport not to be tendered before commencement of laydays without prior permission from Charterers. 15. Notice of readiness not to be tendered before commencement of laydays without prior permission from Charterers. If the vessel tenders notice of readiness during its acceptance date range, laytime shall begin, subject to all other provisions of this agreement, upon the expiration of 6 hours after the tendering of NOR or on commencement of loading, whichever occurs first. If the vessel tenders NOR before its acceptance date range the NOR shall not be effective until 0001 hour on the first day of such range, and laytime shall begin on commencement of loading, or 6 hours after the effective tender of NOR, whichever occurs first. If the vessel misses cancelling date and in the event of charterers not exercising option to cancel the fixture, time will commence to count when loading commences.

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If the Vessel, with Charterers' prior agreement, has commenced loading prior to 0600 hours local time on the Commencement Date, then the time from the commencement of loading to 0600 hours local time on the Commencement Date shall constitute additional laytime available to the charterer and shall be added to the contractual laytime of this Charter Party without any deduction whatsoever. It is further agreed and provided that in the event the loading of the vessel commences prior to 0600 hours local time on the Commencement Date and such loading is duly completed prior to the Commencement Date and time, then in such event the entire time from the point where the vessel berths for loading till the time that hoses are disconnected after completion of loading shall constitute additional laytime. Such additional laytime will be added to the contractual laytime without any deduction whatsoever. 16. Owners confirm that the vessel is capable of loading a full homogenous cargo within twenty-four (24) hours provided shore facilities permit and vessel is allowed to use all ships manifolds. 17. No freight payable on slops. 18. Chevron War Risk: Any increase of hull and machinery war risk premiums over & above those in effect as on the date of this charter party, will be for charterers’ account. Any premiums or increases thereto, attributable to closure, (i.e. blocking and trapping) insurance shall be for owners’ account. Surcharges which are in effect on the date of this charter party, for the first 14 days are for Owners account, thereafter to be for charterers’ account. 19. Owners agree to discharge cargo against ONGC Petro additions Limited’s Letter of Indemnity in owners P&I club wording, in case Charterers/receivers are unable to present original bill(s) of lading at discharge port(s). Charterers to provide Letter of Indemnity prior discharge. 20. Charterers shall in no event be liable for demurrage unless the demurrage claim, including in reasonable detail, the specific facts upon which the claim is based provided available to owners, has been presented to Charterers in writing within forty five (45) days upon completion of discharge. 21. The demurrage if any is to be remitted by Charterers within 90 days of final agreed time on demurrage supported by submission of laytime statement, copy of signed statement of facts by Master and, if obtainable, signed by suppliers, terminal or agents and copy of signed charter party by Owners to Charterers. 22. Vessel to arrive with clean ballast and with cargo tanks/pipes suitably dry/drained to load the intended cargo. 23. Discharge of dirty ballast, bilges, slops or other substance(s) into water adjacent to the terminal is prohibited. Discharge of dirty ballast to shore facilities shall be permitted at the Terminal operator’s sole discretion and shall be subject to the Terminal Operator’s regulations and guidelines. 24. Owners confirm vessel meets and complies with all OCIMF/ MARPOL 1973/78 requirements and all amendments including those which came in effect from 5th April 2005. 25. All disputes arising under this charter party including bill of lading disputes shall be settled in India in accordance with the provisions of the Arbitration and Conciliation Act, 1996 (No.26 of 1996) or any further amendments thereof, and under the Maritime Arbitration Rules of the Indian Council of Arbitration.The

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arbitrators to be appointed from out of the Maritime Panel of Arbitrators of the Indian Council of Arbitration. The arbitrators shall be commercial men. 26. Time waiting for documents upto maximum 3 hours for Owners’ account, thereafter to Charterers’ account. 27. Shifting of the vessel from one safe berth or anchorage to another safe berth or anchorage to be for Charterers account. Charterers shall pay all extra expenses as per port tariff incurred in shifting the vessel and time consumed on account of such shifting shall count as used laytime. Shifting of the vessel for owners purposes shall be at Owners expense and time so consumed shall not count as used laytime or time on demurrage. 28. If the vessel is required to vacate the discharging berth/port/SBM due to bad weather then time to count in half for laytime or demurrage if vessel on demurrage and all expenses for re-berthing as per port tariff to be shared between the owners & charterer’s. 29. All dues at loadport / discharge port shall be borne by vessel owners. 30. Extra insurance, if any, on account of vessel age, class, flag to be for Owners account. 31. The brokerage commission on 100% gross amount of freight and deadfreight (if any) due to the Indian Broker under Clause-J, Part I of this charter party, will be paid by vessel owner to the Broker direct in Indian Rupees converted at the exchange rate ruling on the date of payment while remitting freight to the Shipowners. Similarly, brokerage commission on demurrage (if any) will be paid by vessel owner to the Broker converted at the exchange rate ruling on the date of payment. 32. Freight/demurrage payable in United States Dollars / Indian Rupees by telegraphic transfer / e-payment to: Name of the Beneficiary: Beneficiary Account Number: NAME & ADDRESS of THE BANK: IFSC CODE: MICR CODE: ….. ….. 33. The Owners/Master of the vessel shall obey all normal procedures and instructions in force at loading/ discharging Terminals provided not in breach with international regulations. 34. For the purpose of allocation of risk, title to any quantity of cargo oil under the contract shall pass to the Owners when the oil passes the tanker’s permanent hose-connection at the loading terminal (s). 35. Bills of lading shall be, on behalf of the Owners, signed by the Master of the vessel. Master will issue and sign as many sets of bills of lading as presented by the shippers. 36.

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Owners confirm tanker is capable of berthing and acceptable at loadport/discharge port terminals and meets with restrictions/local port regulations and confirm to Indian laws. Last SIRE___________________________________________by__________________________________ 37. Owners to provide cargo manifold connections compatible with load/discharge lines. 38 Owners confirm vessel has not been sold nor will be sold during the currency of this voyage. 39. Owners to ensure that on demand by Charterers or their Surveyors, Master should make available a copy each of displacement tables / DWT tables, trim correction tables, hydrostatic data and general arrangements plan. 40. Owners confirm vessel can perform deballasting / ballasting simultaneously to loading/ discharging. 41. Breakdown clause: In the event of breakdown of machinery/boiler of the vessel which interrupts the discharging operations, Owners/Master to give Charterers 48 hours notice of vessel’s readiness to discharge her cargo again. 42. Maximum 3 hours to be allowed for stripping. 43. Vessel will be inspected at loadport as per normal practice / during daylight but time always to count as per charter party. 44. On sailing from loadport master to advice B/L quantity, ETA disport and arrival draft of vessel. This clause does not constitute Charterers voyage instructions. 45. CARGO RETENTION CLAUSE: In the event that any liquid, pumpable or reachable cargo remains on board upon completion of discharge, Charterers shall have the right to claim from Owners an amount equal to the FOB loadport value of such cargo plus an apportionment of freight, with respect thereto, provided that the volume of cargo remaining on board is liquid and reachable and pumpable by the vessel’s fixed pumps or would have been liquid and reachable and pumpable but for the fault and negligence of Owner(s), the Master, the vessel or her Crew (including, but not limited to incorrect trim procedures) as determined by two Surveyors to be appointed, one appointed and paid by Charterers and one by Owners whose finding shall be final and binding. Any action or lack of action in accordance with the provision shall be without prejudice to any other rights or obligations of the parties. 46. Bills of Lading to be issued as per terminal procedures/requirements. 47. If vessel is available prior to lay-can & Charterers have no objection in loading her prior to lay-can the time saved at loadport to be added to the laytime allowed to Charterers. 48. Owners confirm vessel complies with OCIMF guidelines. Specific checklists as applicable are to be filled up by Masters/mooring Master prior commencement of each stage of operation.

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49. Owners confirm vessel have valid P&l certificate of entry duly covering third party liabilities including oil pollution and wreck removal. Copies of same are to be submitted to the Charterers/Port prior arrival of vessel. 50. In the eventuality of bad weather at loadport and discharge port half time to count as laytime or time on demurrage. 51. Owners confirm vessel/Owners comply with ISPS code/requirement. Following Chevron ISPS clause to apply: (A) (i) From the date of coming into force of the International Code for the Security of Ships and of Port Facilities and the relevant amendments to Chapter XI of SOLAS (ISPS Code) in relation to the vessel, the Owners shall procure that both the vessel and "the Company" (as defined by the ISPS Code) shall comply with the requirements of the ISPS Code relating to the vessel and "the Company". Upon request the Owners shall provide a copy of the relevant International Ship Security Certificate (or the Interim International Ship Security Certificate) to the Charterers. The Owners shall provide the Charterers with the full style contact details of the Company Security Officer (CSO). (ii) Except as otherwise provided in this Charter Party, loss, damage, expense or delay, excluding consequential loss, caused by failure on the part of the Owners or "the Company" to comply with the requirements of the ISPS Code or this clause shall be for the Owner's account. (B) (i) The Charterers shall provide the CSO and the Ship Security Officer (SSO) IMaster with their full style contact details and any other information the Owners require to comply with the ISPS Code. (ii) Except as otherwise provided in this Charter Party, loss, damage, expense, excluding consequential loss, caused by failure on the part of the Charterers to comply with this clause shall be for the Charterer's account and any delay caused by such failure shall be compensated at the demurrage rate. (C) Provided that the delay is not caused by the Owner's failure to comply with their obligations under the ISPS Code, and that the measures imposed by the port facility of relevant authorities applies to all vessels in that port and not solely to the Owner's vessel, the following shall apply: (i) Notwithstanding anything to the contrary provided in this Charter Party, the vessel shall be entitled to tender Notice of Readiness, even if not cleared due to applicable security regulations or measures imposed by a port facility or any relevant authority under the ISPS Code. (ii) Any delay resulting from measures imposed by a port facility or by any relevant authority under the ISPS Code shall count as half - laytime or half - time on demurrage, if the vessel is on laytime or demurrage. If the delay occurs before laytime has started or after laytime or time on demurrage has ceased to count, it shall be compensated by the Charterers at one half the demurrage rate and always in accordance with A (ii). (D) Notwithstanding anything to the contrary provided in this Charter Party, any additional cost or expenses whatsoever solely arising out of or related to security regulations or measures required by the port facility or any relevant authority in accordance with the ISPS Code including, but not limited to, security guards, launch services, tug escorts, port security fees or taxes and inspections, unless such costs or expenses result solely from the Owner's negligence, shall be shared equally between Owner and Charterer. All measures required by the Owners to comply with the Ship Security Plan shall be for the Owner's account. (E) If either party makes any payment which is for the other party's account according to this clause, the other party shall indemnify the paying party. 52. Vessel to be presented in fit / ready condition in all respects to load intended cargo.

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53. Time and Cost for coastal conversion if any to be for owners’ account. 54. Owners confirm vessel possesses valid statutory licences / certificates and approvals / permission from statutory / Government bodies for coastal operation. 55. Owners confirm vessel is having SBT and able to provide min. 2 grades segregation. 56. Owners confirm vessel meets all DG (Shipping) / Govt. regulations. 57. Owners will be responsible for the full amount of any intransit loss. If transit loss exceeds 0.3%, Charterers have the right to deduct from freight an amount equal to the FOB port of loading value of such lost cargo plus freight and insurance due with respect thereto. Transit loss is defined as the difference between Vessl’s net volume after loading and net volume before unloading at the discharging port (s). Pumpable cargo shall not constitute an actual loss. 58. In case of exigencies, the owners will have the option to substitute with a vessel, subject to charterers’ acceptance. 59. TAXES AND DUTIES The project falls under the SEZ notified area. The Project is exempted from payment of customs duty, excise duty, works contract tax, sales tax /VAT and GST payable directly by the Service Provider to the Government. However, Bidder is required to ascertain themselves, the prevailing rates of Taxes & duties as applicable in Dahej SEZ on the scheduled date of submission of Price Bids/ revised Price Bids (if any) and the Company would not undertake any responsibility whatsoever in this regard. In case, the exemptions applicable for the Project under the SEZ area are withdrawn for any or all of the above mentioned taxes and duties subsequent to date of submission of the bid but before the scheduled completion date under the Service Order, the liability arising out of withdrawal of any or all these taxes and duties shall be regulated. The Service Provider shall avail all concessions/ exemptions available for the SEZ Project. The Company upon request from the Service Provider along with necessary details will provide recommendatory letters, if required, in the prescribed Proforma for availing the concessions/ exemptions. The responsibility of availing the concessions/ exemptions will be that of the Service Provider. 60. It is expressly understood and agreed by and between the owner and charterer that the Government of India is not a party to this agreement and has no liabilities and obligations. It is expressly understood and agreed that charterer is an independent legal entity with power and authority to enter into contracts solely on its own behalf under the applicable laws of India and general principles of contract law. The owner expressly agrees, acknowledges and understands that charterer is not an agent, representative or delegate of the Government of India. It is further understood and agreed that the Government of India is not and shall not be liable for any acts, omission, commissions, breaches, or their wrongs arising out of the contract. Accordingly, the owner hereby expressly waives, releases and foregoes any and all actions or claims including cross claims, impleader claims or counter claims against the Government of India arising out of contract and covenants not to sue the

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government of India as to any manner, claim, cause of action of thing whatsoever arising of or under this agreement.

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DGS Letter

30

31

32

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OPaL Questionnaire

CHARTERING VESSELS CHECKLIST Q-88

BROKER 1.2 VESSEL NAME & IMO No.

OWNERS / OPERATORS

WHETHER THE VESSEL IS BBCD TO ANY INDIAN CITIZEN / COMPANY / CO-OPERATIVE SOCIETY

TIME AND COST OF COASTAL CONVERSION, IF ANY, TO BE BORNE BY

INDIAN INCOME TAX ON FREIGHT/DEMURRAGE TO BE BORNE BY

COUNTRY OF RESIDENCE FOR INCOME TAX PURPOSE OF THE PARTY TO WHOM FREIGHT/ DEMURRAGE WILL BE PAID

WHETHER INDIAN PAN (PERMANENT ACCOUNT NUMBER) HAS BEEN ALLOTTED TO THE PARTY TO WHOM FREIGHT/DEMURRAGE WILL BE PAID AS PER C/P.

1.9 SINGLE HULL / DOUBLE HULL 1.4 YEAR BUILT

WHETHER THE VESSEL IS BUILT IN INDIA 1.1 CLASS 1.21 LOA 1.23 BEAM 5.2 D W T 5.2 DRAFT 1.5 FLAG 2.17 ISPS ISSC CODE 2.31 OCIMF COMPLIANCE 5.14 CARGO PUMPS & CAPACITY 8.8 P & I CLUB 8.15 LAST 3 CARGOES LOADED 8.17 LAST SIRE Misc. APPROVALS

MAXIMUM QTY VESSEL CAN LOAD BASIS L/P & D/P DRAFT & DISPLACEMENT (EXCLUDING STORAGE CAPACITY FOR LINE CONTENT)

WHETHER THE VESSEL MEETS LOADPORT (RIL SPM, HAZIRA) REQUIREMENTS (COPY ENCLOSED FOR READY REFERENCE)

WHETHER THE VESSEL MEETS DISPORT (GCPTCL, DAHEJ) REQUIREMENTS(COPY ENCLOSED FOR READY REFERENCE)

WHETHER THE VESSEL HAS POSITIVE SEGREGATION WHETHER Q 88 ATTACHED CURRENT POSITION OF THE VESSEL ITINERARY OF THE VESSEL ETA OF THE VESSEL AT THE LOADPORT

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AVG. SAILING SPEED

WHETHER THERE WERE ANY DEFICIENCIES OBSERVED DURING LAST VISIT OF THE VESSL TO THE LOADPORT(S) & DISCHARGE PORT(S) OF THE ENQUIRY

IF YES, WHETHER ALL ABOVE DEFICIENCIES ARE CLOSED / COMPLIED

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RIL QUESTIONNAIRE FOR HAZIRA SPM 1. GENERAL 1.1. Vessel Name 1.2 Vessel Previous Name(s) 1.3 Flag 1.4 Year, Where Built 1.5 Disponent Owners Bareboat Charters 1.6 Owners 2. PARTICULARS OF VESSEL 2.1 Type of vessel 2.2 DWT (Full summer Dead Weight) Max- Displacement- 1,00000 MTs Min

S D -15000 MTs 2.3 Full Summer Draft Max- 15.00 mtrs 2.4 Freeboard on full Summer Draft 2.5 Freeboard in SBT condition 2.6 GRT (Gross Register Tons)

(Net Register Tons)

2.7 Suez NRT 2.8 Panama NRT 2.9 TPC (Ton Per Centimeter)

Or TPI (Ton per Inch) on summer DWT

2.10 LOA (Length overall) Max- 265 Meters 2.11 Beam (Extreme) Max- 48 Meters 2.12 Moulded Depth Max- 22 Meters 2.13 Cubic Capacity (98 PCT Ex slop tank) 2.14 Slop Tank(s) Capacity – (98 PCT) 2.15 Cargo Tank Full coated type of coating 2.16 Heating Arrangements 2.17 SWL (Safe Working Loading) of Crane 10 MT with sufficient outreach for SPM

hose handling (with load test certificate date /yearly by class).

3 CARGO ARRANGEMENTS 3.1 Number of Manifolds on each side with sizes and

rating 16”(Inch) x 150 ASA & 10”(Inch) x 150 ASA

3.2 Type of Manifolds As per OCIMF 3.3 Distance Bow to Center Manifold 150 Meters 3.4 Distance Deck to Center Manifold 3.5 Distance Rail to Manifold 3.6 Number/ Size of Reducers with their ratings 3.7 No. of Natural segregation with double valve 4. PUMP 4.1 Pumps 4.2 Number of cargo pumps 4.3 Capacity of cargo in pump cubic meters/hour for

discharging against ship’s rail pressure of 7 bars through a single hose

Max. 10 Bars permissible pressure for discharging at ship’s rail through single hose.

5. MOORING ARRANGEMENTS

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5.1 Number and Brake holding power of Mooring winches

5.2 Number Length Diameter of mooring Wires

5.3 Breaking Strength of wires 5.4 Number Length diameter of mooring ropes 80 mm 04 No X 220 mtr PP ropes 5.5 Breaking Strength of Mooring ropes 5.6 Is vessel equipped according to OCIMF standards for

SPM (Single Point Mooring)?

5.7 Indicate the type & size of stopper fitted,along with its SWL

76 mm Tongue Type with SWL 200 MT

5.8 Confirm whether vessel is in possession of Test Certificate of Bow Stopper approved by Class

6.0 CLASSIFICATION SOCIETY, SURVEYS AND

CERTIFICATES

6.1 Vessel’s classification Society 6.2 Last SPS 6.3 Last Drydocking 6.4 Last AGS (Annual General Survey) 6.5 Owners Warrant following :

Certificates to be valid throughout the Charter Party Period • Load Line • Solas Safety Equipment • Solas Safety Construction • Radio Safety • IOPP (International Oil Pollution Prevention) • USCG Certificate of Compliance • Tovalop • CLC (Civil Liability Certificate)

7. MISCELLANEOUS 7.1 Nationality of Master

Officers Majority of Crew

7.2 P and I Club Name 7.3 Number of Vessels in Disponent Owner’s Fleet 7.4 Vessel’s Call Sign

Telex – Satcom Number Fax

7.5 If Vessel has been involved in any serious Pollution incident during the last 12 months Full Description

7.6 If vessel has been involved in any serious groundings or collision during the last 12 months Full Description

7.7 Last three cargoes (1st) (2nd) (3rd)

7.8 Any outstanding deficiencies as reported by any Port State Control

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7.9 Does the Vessel have the International’s Safety Guide for Oil Tankers and Terminals (ISGOTT) and the ICS/OCIMF/Ship to Ship “Transfer Guide” of Board?

8.0 OTHER DETAILS : 8.1 Parallel Body Length (Light Ballast Full) 8.2 Original Summer Dead Weight

8.3 Free board (Sea level to top of Mast Highest

Point in Light/Ballast/Full)

8.4 IGS fitted or closed loading system 8.5 KTM (Distance Keel top of Mast/Highest Point) 8.6 Manifold 1. Distance Manifold Center to Center

2. Highest point from Sea level upon completion of Discharge

8.7 Cargo control room installed or not 8.8 Number of grades that can be segregated 8.9 Vent line System

(Independent Line or Common Line)

8.10 Bow Equipment (Size of Panama Hold and Fair Leader)

8.11 Type of Ballast (CBT or SBT)

9.0 RIL HAZIRA SPECIFIC CONDITIONS 9.1 Vessel complies fully with the latest OCIMF guidelines

for mooring and cargo transfer operations at SPM systems

9.2 Vessel to provide the dimensions of the mooring arrangements as per the nomenclature in the OCIMF ’93 guidelines

9.3 Vessel is fitted with single 76 mm tongue type chain stopper at the bow of 200 MT SWL

9.4 Vessel will not exceed the following dimensions : Max. vessel displacement (Max. 1,00000 MT)

LOA (Max 265 meters) Beam (Max. 48 meters) Moulded depth (Max 22 meters) Loaded draft (Max 15 meters) Site water depth (Min 12.8 meters) Bow to centre of manifold (Max 150 meters)

9.5 Vessel will maintain 30% DWT at all times while moored to the SPM system : 9.6 Vessel has manifold connections as per OCIMF guidelines to receive floating hose strings 16” and 10”

: 9.7 Vessel’s manifold crane on port side has a capacity of not less than 10 Ton SWL and sufficient outreach

to pick the hoses for connecting to the manifold ; 9.8 Vessel shall discharge cargo from port side manifold located at midship 9.9 Vessel should have sufficient bollard strength at the stern for tying 40 Ton pull back tug. 9.10 Vessels Owners/Charters to confirm and ensure that proper and suitable accommodation is provided

on Vessel to SPM Operation Staff as follows :

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aa) 2 SPM Pilots in independent cabins (Owners) bb) 1Cargo Surveyors in One Cabin cc) 2 Marine Officers in One Cabin dd) 3 Diving Staff in cabin for Suez Canal Crew/Hospital in

One Cabin ee) ONGC team - 04 Persons (In total 12 Persons)

9.11 Extra premium on insurance if any, due to vessel age/class/flag etc. is on suppliers account 9.12 Details of bow stopper and bow chock as per enclosed diagram and format for dimensions (see pages

5, 6, 7 and 8 – please return page-5 with dimensions duly filled in)

VESSEL NAME

No. of Bow Stoppers Bow Stoppers Type Suitable for Chafe Chain Size 76 mm Grade U3 SWL of Bow Stopper 200 MT DIMENSIONS:

All Dimensions in mm. Fig. One

A 600 mm

B 450 mm Fig. Two

C Between 2.70 Mtr to 3.70 Mtrs

D Not Less than 4500 mm

Fig. Three (Applicable with Bow Stopper)

E Between 120 – 123 mm

F Between 350 – 360 mm G Between 125 – 130 mm H Between 322 – 330 mm In addition of, if the vessel is nominated the vessel has to comply with following Hazira requirements. 01. The vessel has to provide reducer of size 16" 150 ASA rating and 10" 150 ASA ratings on her port side manifold for connection of both the hose. 02. The vessel not to exceed 100000 MTs of displacement and 15 mtrs draft at any time during her stay. 03 .The vessel to provide 04 coils PP ropes two line fwd. and two lines aft of size 10"(80mm) for tying Berthing tugs.

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04. Vessel to maintain minimum 30% of dead weight at all times. 05. Nominated vessel has to take 3350 cbm of line content (Naphtha) as a segregate block prior receiving

nominated quantity in clean tanks. This line content to be pumped back after loading the nominated quantity.

06. The Mooring Winch storage drum should be used to heave in SPM pick up rope (Not to use

the warping drum) .Please confirms roller fair leads are aligned for providing suitable lead for this. Refer: ISGOTT (Edition Five) 23.5.2 page 344.

07. Suitable accommodation will be required as follows: 2 Pilot's - 02 cabins (Independent) 2 Marine officer - 01 cabin 1 Marine Surveyor - 01 cabin 3 Divers - 01 cabin (Suez Canal) ONGC Team – 04 Persons (In total 12 Persons)

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Appendix to Questionnaire 88 - Gujarat Chemical Port Terminal Company Limited (This appendix forms part of the vessel acceptance criteria)

*Delete as appropriate

NAME of Vessel: M.T. DATE: 1. General Remarks

1.1 Confirm Product/Chemical/Gas tankers in ballast will comply with Marpol draft and trim requirement as per Annex 1 (chapter 4, regulation18) during pilotage Other loaded/partly loaded/in ballast tankers not to exceed 2.5 meters by Stern at all time during arrival, stay at berth and departure.

Yes/No

1.2 Does Vessel have high – high level alarm fitted independent of the tank gauging system and is it operational?

Yes/No

1.3 Is inert gas system fitted? Yes/No

1.4 Is inert gas system operational and tanks will be in inerted condition on arrival at GCPTCL? Please specify the reasons for tanks not inerted.

Yes/No Reason:

1.5 Can Product/Chemical/Gas tanker provide Portable ladder of length 14m for free board greater than 9.0m or 12m for free board less than 9.0m at jetty berths?

Yes/No

1.6 Was any vessel deficiency note (VDN) raised at previous calls to this or any other Terminal?

Yes/No

1.6.1 Is the deficiency rectified and VDN closed? Yes/No

1.7 Confirm this questionnaire being completed by Vessel Yes/No

1.8 Does the vessel have updated navigational charts for Dahej and Approaches

Yes/No

Remarks: Vessel will not be allowed to Purge/inert / gas free tanks at berth.

2. Jetty Tankers

2A General Remarks

GCPTCL

Gujarat Chemical Port Terminal Company Limited

Rev:15 Issue:01 Date: 10/04/2019

Appendix To Questionnaire 88

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2A.1 Is vessel maintaining minimum free board 3.5 meter at all time? Is vessel (Except Ethane vessels) maximum permissible air draft of the manifold / presentation flange for loading arm connection not to exceed max 13.8 m and min 5.0 m at any time in port? Vessel to declare maximum and minimum air draft of the manifold to be connected to the shore loading arm. (Note: For Ethane vessels; Permissible manifold air draft range min 14.35 m to max 18.0 m at any time in port.)

Yes/No Arr. Freeboard: Dep. Freeboard:

Yes / No

Max / Min Manifold Air Draft :______/______

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44

45

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GCPTCL

Gujarat Chemical Port Terminal Company Limited

Rev:15 Issue:01 Date: 10/04/2019

Appendix To Questionnaire 88 6 4 Naphtha (Opal) / Paraxylene /

HSD 31.15 23.85 Yes / No

7 8 MEG / Methanol 35 20 Yes / No

8 2 Acetic Acid / Propylene Oxide 38.5 16.5 Yes / No

2B.2 Does the vessel have bollard fitted at the break of forecastle and at the break of accommodation for tugs to be made fast for push/pull operation? Min. SWL of Bollards should be 50 Tons. Give SWL of these Bollards.

Yes/No

SWL: Tons

2B.3 Can vessel provide the following Mooring configurations? 1. LOA: 111-215M

4 x 3 x 3( all Synthetic) Fore and Aft

2. LOA: 215-232M 3 x (2+2) x 3 All Synthetic Fore and Aft.

Vessel should have 20 nos. of Synthetic Ropes. Minimum 6 ropes on Winches fwd and aft each. Nos. of pure soft synthetic ropes on winches/drums: Note: Wire ropes are not allowed. All ropes should be synthetic type in good condition. No mixed mooring is allowed.

Yes/No

Yes/No

Yes/No Fwd: ______ Aft: _______

2C. Cargo arrangements

Important Note: The vessel guarantees receiving/discharge Terminal’s Initial loading rate / Topping off rate and Maximum loading/unloading rate as stated below applicable to the intended cargo at GCPTCL Jetty. In the event of any non-compliance by the vessel as compared to the declaration made at the time of acceptance, the Terminal reserves the right to reject such vessel without any liability to the Terminal)

2C.1. Loading Rate

Grade LA Size Initial / topping off rate MT/Hr

Maximum rate provide

by port MT/Hr

@Max 7 Bar

Minimum Average loading rate

(from commencement until completion of the

cargo) MT/Hr

Minimum Temperature requirement

Acceptable Remarks

a Caustic Soda Lye

10 inch x 150#

100 400 300 N/A Yes/No

46

b Naphtha 1) 12 inch x 150#

2) 10 inch x 150#

500 1350 1200 N/A Yes/No Vessel has to provide two nos

of manifolds with 7.35 meters center to center

distance 43

GCPTCL

Gujarat Chemical Port Terminal Company Limited

Rev:15 Issue:01 Date: 10/04/2019

Appendix To Questionnaire 88 c HSD 1) 12 inch

x 150# 2) 10 inch

x 150#

500 1550 1500 N/A Yes/ No Vessel has to provide two nos

of manifolds with 7.35 meters center to center

distance

d Pygas 10 inch x 150#

100 330 300 N/A Yes/ No

2C.2 Unloading Rate

Grade LA Size Initial / topping off rate MT/Hr

Maximum rate require

by port MT/Hr

@Max 7 Bar

Minimum Average Unloading rate

(from commencement until completion of the

cargo) MT/Hr

Minimum Temperature requirement

Acceptable

Remarks

a EDC 10 inch x 150#

200 1000 650 N/A Yes/No

b Styrene 10 inch x 150#

100 650 500 N/A Yes/No

c Naphtha (RIL)

10 inch x 150#

200 850 600 N/A Yes/No

d Propane Butane

10 inch x 150#

100 900 700 Propane:- 42◦C Butane: -4 ◦C

Yes/No

e Methanol 10 inch x 150#

100 500 350 N/A Yes/No

f Acetic Acid 6 inch x 150#

100 350 250 N/A Yes/No

g Propylene Oxide

6 inch x 150#

100 250 180 N/A Yes/No

h Butadiene 6 inch x 150#

100 250 180 Butadiene -4 ◦C

Yes/No

i Paraxylene 12 inch x 150#

200 1230 1050 N/A Yes/No

47

j MEG 10 inch x 150#

200 900 650 NA Yes/No

k Ethane 2 X 16 inch x 150#

2 x 200 2 x 1500 2325 -89 to -91 ◦C Yes/No Minimum average

unloading rate 2325 MT/Hr and

subject to double

movement.

44

GCPTCL

Gujarat Chemical Port Terminal Company Limited

Rev:15 Issue:01 Date: 10/04/2019

Appendix To Questionnaire 88

l Naphtha (OPAL)

2) 12 inch x 150#

2) 10 inch x 150#

200 1800 1500 N/A Yes/No Vessel has to provide two nos

of manifolds with 7.35 meters center to center

distance

2D Manifold Arrangement

2D.1 For Product/Chemical/Gas

2D.1.1 Manifold should be as per ASTM grade and match with our respective LA. Yes/No

2D.1.2 Distance between Bow to Working Manifold should be Min. 60 Meters Give the distance between bow to working manifold:

Yes/No _____M

2D.1.3 Min. Height of Manifold above the Deck Level 1.5 meter Yes/No

2D.2 For Gas Carrier

2D.2.1 Can the vessel pump hot vapor to clear loading arm of liquid? Yes/No

2D.2.2a New Loading arms shall be installed for simultaneous discharging of Propane & Butane cargoes by December 2019. Vessel to berth on her port side alongside. Presentation manifolds provided by the vessel for forward loading arm connection would be for Propane (1 x 12 “ x 150 #) and aft loading arm for Butane (1 x 12 “ x 150 #) with a manifold separation between L1 ~ L2 to be in the range 2.0 ~ 6.0 m. Please confirm compliance. Provide distance between L1 & L2 Manifolds for simultaneous connection and discharge as per above specifications: (Please attach manifold diagram)

Yes/No

______ M

Yes/No

48

2D.3 For Chemical Tankers:

2D.3.1 Will the vessel use its own cargo hoses during loading/ unloading (Manifold jumper hoses) Yes/No

If yes, Are they pressure tested annually to design working pressure Yes/No

Remarks: Vessel coming for Acetic Acid, Propylene Oxide, MEG and Methanol cargo, it is advisable to keep manifold as possible as in after side for direct connection of our Loading arm to vessel`s manifold. Vessel which fails to match manifold with our Loading Arm position will not be accepted as flexible hose connection is not permitted.

49