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					Approved by General Director AB Mažeikių Nafta Order No.13 Dated January 29, 2004

BUTINGE TERMINAL SPM PORT INFORMATION BOOK
Revision G 2004

This revision replaces all past revisions including: Draft Revision A - May 1999 Revision B - July 1999 Revision C - November 1999 Revision D - February 2000 Revision E - September 2000 Revision F - July 2001

Pipeline and Terminal Operations Division Pasventupio kelias 21 • LT-00309 Palanga • Lithuania Phone +370 46 39 64 20 • Fax +370 46 39 64 29

AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

ABBREVIATIONS
A.P.I. A.S.A. B.S,&W. CALM COSHH COW DGPS DP DPV DWT EEC ESD ETA ETD Gmo H2S HELCOM HMSO hr. HSE IMCA IMO IMPA INMARSAT IG IGS ISGOTT KTS LAT LL LOA LRS M3 MARPOL MEDIVAC MN MODU MRCC M.T. M.V. NOR O2 OBO OBQ OCIMF OEL OES American Petroleum Institute American Standard Association Bottom/Base Sediment & Water Catenary Anchor Leg Mooring Control Of Substances Harmful to Health Crude Oil Washing (cowing) Differential Global Position System Dynamic Position Dynamic PositionVessel Dead Weight Tonnage European Economic Community Emergency Shut Down Expected Time of Arrival Expected Time of Departure Metacentric Height at zero degrees angle Hydrogen Sulphide Helsinki Conference Her Majesty Stationery Office per hour Health Safety Environment (Department) International Maritime Contractors Association International Maritime Organization International Maritime Pilots’ Association International Maritime Satelite Inert Gas Inert Gas System International Safety Guide for Oil Tankers and Terminals Knot(s), (nautical mile(s) per hour) Lowest Astronomical Tide Load Line Length Over All Lloyd’s Register of Shipping Cubic Metre International Convention for the Prevention of Pollution from Ships Medical Evacuation A.B. Mazeikiu Nafta Mobile Offshore Drilling Unit Marine Rescue Co-ordination Centre Metric Tonnes Motor Vessel Notice Of Readiness Oxygen Oil Bulk Ore (tanker) On Board Quantity (report) Oil Companies International Marine Forum Operation Exposure Limits Occupational Exposure Standards
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ORQ P&I PLEM PPM PSI PU P/V SAR SBT STCW S&W S.W.L. SOLAS SPM TLV UHF UTC VHF VRS VTS Wg WGS

Oil Rig Quality Protection & Indemnity Pipe Line End Manifold Parts Per Million Pounds per Square Inch Portable Unit Pressure Vacuum valve Search And Rescue Segregated Ballast Tanker International Convention on Standards of Training, Certification and Watchkeeping for Seafarers Sediments & Water Safe Working Load Int. Convention for the Safety Of Life At Sea Single Point Mooring (buoy) Threshold LimitValue Ultra High Frequency Universal Time Co-ordinated Very High Frequency Vapour Recovery System Vessel Traffic Service Water gauge World Geodetic System

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Table of Contents
ABBREVIATIONS Table of Contents Introduction 1. TERMINAL INFORMATION 1.1 OPERATOR 1.2 TERMINAL CAPACITY 1.3 KEY GEOGRAPHICAL POSITIONS FOR BUTINGE TERMINAL 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6 CONTROL ROOM AND SPM ANCHORAGE SAFETY ZONE TERMINAL WATERS SUBSEA PIPELINE NAVIGATION CORRIDOR 2 4 7 8 8 8 8 8 8 9 9 9 9 10 10 10 11 11 11 12 12 12 12 12 12 13 13 13 13 13 14 14 14 14 14 14 14 15 15 15 15

1.4 SPM PARTICULARS 1.4.1 1.4.2 1.4.3 TANKER ACCEPTANCE CRITERIA DRAFT RESTRICTIONS MAXIMUM OPERATING CONDITIONS

1.5 METEOROLOGICAL INFORMATION 1.6 TUGS

2. COMMUNICATIONS 2.1 TERMINAL ADDRESS, TELEPHONE, FAX & E-MAIL

2.2 VHF CHANNELS 2.3 2.4 2.5 2.6 KLAIPEDA STATE SEA PORT AUTHORITY KLAIPEDA MARINE RESCUE COORDINATION CENTER (MRCC) KLAIPEDA VESSEL TRAFFIC SERVICE (VTS) SEARCH AND RESCUE (SAR)

2.7 ADVICE OF TANKER ARRIVAL 2.8 NOTICE OF READINESS (NOR) 2.8.1 2.8.2 TENDERING NOTICE OF READINESS (NOR) ACCEPTANCE OF NOTICE OF READINESS (NOR)

3. SHIPS CLEARANCE AND DOCUMENTATION 3.1 CUSTOMS/IMMIGRATION AUTHORITIES 3.2 BILLS OF LADING AND DOCUMENTS 3.3 SHORE LEAVE 3.4 FINANCIAL LIABILITY 4. NAVIGATION 4.1 ARRIVAL DRAFT 4.2 APPROACHES 4.3 PILOTS 4.4 BOARDING TANKER AND PREPARATION FOR BERTHING 4.5 PREPARATION FOR MOORING OPERATIONS

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5.

MOORING AND HOSE CONNECTION INSTRUCTIONS 5.1 MOORING 5.2 HOSE CONNECTION 5.3 ANCHORS 5.4 EMERGENCY TOWING WIRES

16 16 16 16 16 16 16 17 17 18 18 18 18 18 19 19 19 19 20 20 20 21 21 21 22 22 22 22 23 23 23 23 23 23 24 24 24 24 24 24 24 24 24 25

6.

BALLAST DISCHARGE AND POLLUTION CONTROL 6.1 BALLAST OPERATIONS 6.2 POLLUTION OF THE SEA 6.3 AIR POLLUTION

7.

CARGO HANDLING OPERATIONS 7.1 DISCHARGING/ LOADING RATES AND PRESSURE 7.2 SHIPS TANK INSPECTION 7.3 VALVE OPERATION GUIDELINES 7.3.1 TANKER LOADING OPERATIONS: 7.3.2 TANKER DISCHARGE OPERATIONS: 7.4 CRUDE OIL WASHING (COW) 7.5 GAS FREEING 7.6 INERT GAS OPERATIONS 7.7 PARTLY LADEN TANKER 7.8 TANKERS ARRIVING IN BALLAST 7.9 SUSPENSION OF CARGO TRANSFER OPERATIONS 7.10 EMERGENCY SHUT DOWN (ESD) 7.10.1 ESD – TANKER LOADING OPERATIONS 7.10.2 ESD – TANKER DISCHARGE OPERATIONS 7.11 TERMINAL MAINTENANCE/REPAIRS

8.

EMERGENCY PROCEDURES 8.1 ALARM SIGNALS 8.2 FIRE ON-BOARD 8.3 MEDICAL EMERGENCIES 8.4 OIL SPILL

9.

SAFETY REGULATIONS 9.1 HEALTH AND ENVIRONMENTAL HAZARDS 9.2 RADIO EQUIPMENT AND RADAR 9.3 HANDTORCHES, LAMPS AND OTHER EQUIPMENT 9.4 LIGHTING 9.5 STATE OF READINESS 9.6 SMALL CRAFT ALONGSIDE 9.7 REPAIRS AND MAINTENANCE 9.8 STABILITY OF TANKER DURING TRANSFER 9.9 LIFEBOATS

10. SERVICES AND FACILITIES 10.1 10.2 10.3 BUNKERS REPAIRS MEDICAL SERVICES

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10.4 10.5 10.6 11.

SHIP GENERATED WASTE AND RUBBISH POTABLE WATER STORES

25 25 25 26

APPENDICES

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Introduction

T

his information has been compiled by AB Mazeikiu Nafta, hereinafter referred to as the Company, to acquaint Owners, Charterers, Agencies, and Masters of Tankers with the general conditions, facilities and services available at the Company’s offshore Single Point Mooring buoy, hereinafter referred to as the Butinge Terminal SPM.

The information contained herein is believed to be correct at the time of publication, but the Company at its own discretion has the right to revise or update it at any time. The Terminal operates under Oil Companies International Marine Forum (OCIMF) Recommendations and Guidelines as detailed in the latest (valid) editions of: 1. International Safety Guide for Oil Tankers and Terminals (ISGOTT) 2. Recommendations for equipment Employed in the Mooring of Ships at Single Point Moorings 3. Guidelines for Handling/Storage/Inspection and Testing of Hoses in the Field 4. Single Point Mooring Maintenance and Operations Guide 5. SPM Hose Ancillary Equipment Guide 6. Standards for Oil Tanker Manifolds and Associated Equipment 7. Guidelines for the Control of Drugs and Alcohol on board Ships 8. MARPOL 9. SOLAS 10. Code of Safe Working Practices for Merchant Seaman – HMSO 11. The International Chamber of Shipping 12. AB Mazeikiu Nafta approved Butinge Terminal SPM Work Procedures All Tankers will comply with the Reporting Requirements for ships carrying dangerous and polluting goods, (European Council Directive 93/75/EEC), and recommendations contained in the Appendix to the annex of IMO Resolution A.648(16). Precedent: This Port Information Book is not intended to limit or override the responsibility of Masters of Tankers, neither is it intended to conflict with established standards of good marine practice.

In the case of contradiction within the Port Information Book or between the Port Information Book and other relevant documents the more stringent case should be applied until the Butinge Terminal Marine Operations Manager gives clarification. The overriding criteria for operations with respect to this Port Information Book are safeguard of the Safety of Personnel, Health, Property, and the Environment.

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1. TERMINAL INFORMATION
1.1 OPERATOR AB Mazeikiu Nafta Juodeikiai, LT-89467 Mazeikiai region Republic of Lithuania Butinge Terminal address: Pasventupio kelias 21 LT-00309 Palanga Republic of Lithuania Phone +370 46 39 64 20 Fax +370 46 39 64 29 1.2 TERMINAL CAPACITY There is a 91.6 km, 559 mm (22 inch) onshore pipeline connecting the Mazeikiai Refinery pumping station to the Butinge Terminal. At the Terminal there are 3 crude oil storage tanks of each 50,000 M3 capacity and two crude oil storage tanks of each 52,000 M3 capacity, complete with a transfer pumping station. A 7.3 km. 36” (914 mm) concrete coated sub-sea and 2.5 km shore pipelines are connecting Terminal pump station to the PLEM (Pipe Line End Manifold), which is then connected with two 16” (406.4 mm) sub-sea hoses to a Single point Mooring (SPM) buoy. The CALM (Catenary anchor leg mooring) type SPM 856 buoy is designed to accommodate Tankers of maximum 150,000 Tonnes Deadweight. 1.3 KEY GEOGRAPHICAL POSITIONS FOR BUTINGE TERMINAL All positions are given in Geographical Coordinates (Mercator Projection, WGS - 84). Recommended to use British Admiralty Chart 2288.
1.3.1 CONTROL ROOM AND SPM

AB Mazeikiu Nafta Butinge Terminal Control Room is 2.5 km. East from the coastline in position: 56° 02’ 46” N 56° 02’ 47.39” N 21° 02’ 41” E 20° 57’ 36.67” E

Single Point Mooring buoy is 7.3 km. offshore from the coastline in position:

The Lithuanian/Latvian border is situated 1 Nautical Mile North of the SPM.
1.3.2 ANCHORAGE

The Terminal Anchorage comprises the area between the following coordinates: 55° 58’ 41.20” N 55° 59’ 35.20” N 55° 57’ 48.00” N 55° 56’ 48.00” N 20° 43’ 22.81” E 20° 46’ 58.81” E 20° 48’ 36.00” E 20° 44’ 48.00” E

The pilot boarding area is within the Terminal anchorage, or elsewhere as advised by the Marine Operations Manager or the Loading Master.

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1.3.3

SAFETY ZONE

The SAFETY ZONE comprises a sea area of 300 metres either side of the pipeline and a circle with a radius of 500 metres around the SPM and located between the following coordinates: 56° 02’ 45.00” N 56° 02’ 59.22” N 56° 03’ 46.02” N 56° 03’ 23.22” N 56° 02’ 38.82” N
1.3.4

20° 57’ 04.00” E 20° 57’ 52.80 E 21° 04’ 01.20” E 21° 04’ 04.81” E 20° 58’ 04.81” E

TERMINAL WATERS

Terminal waters is an area of a total of 1000 metres radius around the SPM and a total of 300 metres either side of the pipeline safety zone. The approximate coordinates are: 56° 02’ 42.00” N 56° 03’ 15.00” N 56° 03’ 55.00” N 56° 03’ 18.00” N 56° 02’ 37.00” N 20° 56’ 30.00” E 20° 58’ 10.00” E 21° 04’ 07.00” E 21° 04’ 16.00” E 21° 58’ 28.00” E

Within the Terminal waters, navigation, fishing and anchoring is strictly forbidden. Navigation is only allowed for Tankers, manoeuvring to the SPM or by Vessels under contract with AB Mazeikiu Nafta.
1.3.5 SUBSEA PIPELINE

The 7.3 km. 36” (914 mm) concrete coated sub-sea pipeline is installed between the following positions: 56° 03’ 35.22” N 56° 02’ 47.17” N
1.3.6

21° 04’ 04.81” E 20° 57’ 36.45” E

NAVIGATION CORRIDOR

A Tanker navigation corridor connects the Butinge Anchorage and the Butinge Terminal Waters and comprises the area between the following coordinates: 55° 59’ 43.60” N 56° 03’ 02.82” N 56° 02’ 30.41” N 55° 59’ 11.20” N 20° 44’ 28.81” E 20° 57’ 28.80” E 20° 57’ 46.81” E 20° 44’ 55.81” E

This Tanker navigation corridor is not compulsory for Butinge Terminal bound Tankers but for reference only.

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1.4 SPM PARTICULARS One CALM type SPM 856 is installed for loading/discharging crude oil Tankers. The SPM buoy is secured to the seabed by 6 anchors. The Terminal is open for operations 24 hours per day throughout the year, weather permitting. Water depth: 20 metres at LAT (Lowest Astronomical Tide). Specific gravity of the Baltic Sea water is approximately 1.0065, almost fresh water. The SPM Mooring System consists of a single mooring hawser of 55 metres (180ft.) finished length, with a galvanized cast thimble spliced at each end. Minimum Break Load of Single Leg Hawser: 590 T. The hawser is connected to a special end link, in which the shackle of the support buoy is positioned and a 76 mm ORQ stud link chain at the SPM end. At the shipboard end the hawser has a 10 metre long ORQ 76 mm stud link chafing chain, which is connected by a “D” shackle to a 72 mm diametre polypropylene pick up line 110 metres in length. Tankers are loaded/discharged using two 12” port side manifold connections, via SPM floating hoses. The size of the two floating hose strings is 16” reducing to 12”. The approximate length of the floating hose strings is 260 metres. The safety device - double closure breakaway coupling is installed in each floating hose string.
1.4.1 TANKER ACCEPTANCE CRITERIA

The Terminal is designed to accept Tankers, up to 150,000 Tonnes Deadweight. Tankers having an alternative tonnage in excess of 150,000 tonnes are not acceptable. Only Segregated Ballast Tankers (SBT) are accepted at the Butinge Terminal SPM. The Tanker is required to have OCIMF approved chain stopper (minimum 200 tons S.W.L.). Forward Panama or bow fair lead requires to have an opening with a minimum of 600 x 450 mm, in order to accept 76 mm. mooring chafe chain. N.B. Smit Towing Bracket is not acceptable. Butinge Terminal has no ship generated waste and cargo residues facilities, therefore it is recommended that Tankers shall arrive at the Butinge Terminal with not more than 25% (twentyfive percent) of the ship-generated waste and cargo residues tank capacity utilized. Before the departure to the Butinge Terminal the Tanker shall send notification that the ship generated waste and cargo residues were discharged at the last port of call and / or shall arrive at the Butinge Terminal with not more than 25% (twenty-five percent) of the ship generated waste and cargo residues tank capacity utilized. In order to comply with all necessary national and international Maritime Safety, Environmental and Insurance requirements, the Butinge Terminal only accepts Tankers positively vetted by a contracted Tanker Vetting Service. In the event information is not sufficient and contracted Tanker Vetting Service cannot produce a Vetting Report of a specific offered Tanker by the Shipper/Supplier of cargo, the Butinge Terminal Marine Department has a right to invite the contracted Tanker Vetting Service to inspect the Tanker, if possible, in the last port of call. All applicable charges will be for ship owner’s account. If the Vetting Report is negative, the Butinge Terminal Marine Operations Manager will advise the Shipper/Supplier of the cargo in writing that the Tanker is not accepted to load/discharge at the Butinge Terminal. It will be the intention of the Butinge Terminal to comply with all requirements including but not limited to requirements for single hull tankers as set out in the European Union legislation.
1.4.2 DRAFT RESTRICTIONS

Maximum even keel draft of 15 metres for Tankers up to 120000 DWT. Maximum even keel draft of 16 metres for Tankers from 120000 DWT up to 150000 DWT.

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1.4.3

MAXIMUM OPERATING CONDITIONS

The maximum operating conditions for the Butinge Terminal SPM are as follows: Action Hook up to SPM Stop cargo transfer, unmoor SPM Wind speed in Nautical Miles per hour (knots) 30 knots more than 35 knots Significant wave height 2.5 metre 3.0 metre

Embarking personnel on Tanker 25 knots 2.0 – 2.5 metre In wintertime ice formations may also interrupt or delay Tanker-loading operations The SPM is equipped with a load monitoring system. Hawser tension is recorded in the Terminal Control Room. In adverse weather conditions these readings will assist in determining when the Tanker should prepare to unmoor and vacate the berth. Maximum operational hawser tension is 80 tonnes. When this limit is reached, weather conditions and forecasts have to be reconsidered. Cargo operations will be stopped and Tanker disconnected, when the hawser tension reaches 90 tonnes. The Butinge Terminal Loading Master in concert with the Marine Operations Manager are the only persons vested with authority to declare the Butinge Terminal SPM closed/open. 1.5 METEOROLOGICAL INFORMATION The prevailing winds from the NW, W and SW comprising about 43% of the winds observed. South Easterly-winds are more frequent during the cold period from November to February. On the coast the average wind velocity is around 12 miles/hour, storm winds predominate in September-January, while in May-June they are seldom observed. The moderate and warm winters (78% of the total winters) are typical to the Baltic Eastern coast. Cold winters comprise about 19% and extremely cold winters 3%. During these periods the ice belt may reach several hundred metres. Waves and winds bring the drifting ice to the shore forming fast ice that resembles a field of ice-hummock and over thrust sometimes several kilometres wide. The average seawater temperature on the coast is +8.4 degrees Centigrade, the absolute minimum temperature -0.3 degrees, and the absolute maximum temperature +24.9 degrees Centigrade. Wind induced currents are most common on the Lithuanian coast and are running parallel to the coast in a Northerly direction with winds coming from the W, SW, S and SE. Generally the current is setting anti-clock wise in the Baltic Sea and runs at a speed of less than 0.3 knots. Winds of N, NW, E and NE-directions generally form South directed current streams. Heavy storm induced currents may reach 4 knots. The range is insignificant and varies between 0.3 to 0.6 metres. We refer to the Admiralty Pilot for the Baltic Region for detailed information. 1.6 TUGS UAB Smit Octo operates the tugs at the Terminal in co-operation with the local tug operator UAB Towage & Marine Assistance, manned by Lithuanian nationals. Smit Sulawesi Tak 3 73 tons Bollard Pull 25 tons Bollard Pull

It is a compulsory requirement that two tugs are always in attendance during berthing, loading/discharging and unberthing operations. “UK standard conditions for towage and other services” apply.

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2. COMMUNICATIONS
The Butinge Terminal operations language is English.
LOCAL TIME:

Lithuania is in the Central European Time Zone: UTC + 2 hours and does participate with the Summer/Winter Time Changes.

2.1 TERMINAL ADDRESS, TELEPHONE, FAX & E-MAIL Pasventupio kelias 21 LT-5720 Palanga Lithuania Telephone: +370 46 396420 +370 46 396459 Fax: +370 46 396429 +370 46 396486 Mobile tel: +370 686 78112 E-mail: marine@nafta.lt 2.2 VHF CHANNELS For Loading Master and Butinge Control Room Loading Master / Loading Operations Butinge Control Room - VHF listening Channel: 16 Working Channel: 71 - VHF Channel: 1 (Private frequencies) - VHF Channel: 3 (24 hrs service) (Private frequencies) (Terminal Office - 0800 hrs to 1700 hrs) (Terminal Control Room - 24 hours per day) (Terminal Office - 0800 hrs to 1700 hrs) (Terminal Control Room – 24 hours per day) (Terminal Control Room Shift Supervisor – 24 hours per day)

The conversation by VHF between the Loading Master, the assisting tugs, the crew of the Tanker and the Control Room operators is recorded and kept available for at least 72 hours after Tanker sails. 2.3 KLAIPEDA STATE SEA PORT AUTHORITY Klaipeda State Seaport Janonio g. 24 LT-92251 Klaipeda Republic of Lithuania Telephone: +370 46 499690 / 46 499636 Fax: +370 46 499666 E-mail: ukt@port.lt 2.4 KLAIPEDA MARINE RESCUE COORDINATION CENTER (MRCC) Telephone: Fax: E-mail: +370 46 499669 +370 46 499670 +370 46 499677 mrcc@msa.lt

VHF listening Channels 16 and DSC 70 2.5 KLAIPEDA VESSEL TRAFFIC SERVICE (VTS) VHF listening Channel: 16 Working Channel: 9

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2.6 SEARCH AND RESCUE (SAR) Search and Rescue operations are provided by the Lithuanian Air Force on a 24 hours per day basis. The assistance of a helicopter can be organized by advising the Butinge Terminal Control Room and calling the Marine Rescue Co-ordination Centre (MRCC). Telephone: Fax: E-mail: +370 46 499669 +370 46 499670 +370 46 499677 mrcc@msa.lt

VHF listening Channels 16 and DSC 70 2.7 ADVICE OF TANKER ARRIVAL All Tankers bound for the Butinge Terminal, are required to provide the following information: Butinge Terminal: Via the Tanker Agency by fax or E-mail 5 days prior to arrival or immediately on receipt of cargo transfer orders. Thereafter 72, 48, and 12 hours ETA’s (Estimated time of arrival) to be given. The initial ETA should contain information as detailed in the standard messages given in the Appendices. Upon receipt of the “STANDARD MESSAGE – CRUDE OIL TANKERS” the Tanker will be advised within 24 hours about Acceptance at the Butinge Terminal SPM. VHF Contact to be established with the Control Room of the Butinge Terminal on VHF Channel 16 and working Channel 71. Klaipeda Harbour Vessel Traffic Service (VTS) to be advised on VHF Channel 16/ 9. 2.8 NOTICE OF READINESS (NOR)
2.8.1 TENDERING NOTICE OF READINESS (NOR)

A Tanker has not arrived for tendering notice of readiness until she has arrived at the Butinge anchorage and is ready to berth. Notice of readiness is tendered to ship agent, the agent then informs the Butinge Terminal. In order to increase safety of Terminal operations, it is recommended that NOR is tendered at 06:00 hrs local time.
2.8.2 ACCEPTANCE OF NOTICE OF READINESS (NOR)

Notice of Readiness will be received provided the Tanker is in all respects ready to load and subject to the following conditions: • • The Tanker is moored to the SPM and loading hoses are connected. The Tanker arrived with all cargo tanks and ballast spaces fully inerted. The oxygen content must not be more than 8% by volume with atmosphere being maintained at positive pressure. The H2S level in the cargo/slops tanks must be less than 10 ppm. The Tanker fully complies with all other compulsory conditions of the Butinge Terminal Port Information Book.

•

The Loading Master, being the official representative of the company on board, is the only authority to receive the NOR.

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3. SHIPS CLEARANCE AND DOCUMENTATION
3.1 CUSTOMS/IMMIGRATION AUTHORITIES A Tanker inspection may be performed according to SOLAS 74’, MARPOL 73’/78’, STCW 95’, LL 66’, TONNAGE 69’ by the Lithuanian Maritime Safety Administration navigation control. The Environmental Agency may take samples of ballast water for investigation at random. The Customs/ Immigration clearances inward and outward are the responsibility of the Ship’s Agency. Butinge Terminal has the compulsory Early Arrival and Early Departure procedure, therefore Master should authorize his Agent to sign all necessary documents on his behalf. The Customs and the Border Police officers perform the inspection of the departing tanker without boarding it. 3.2 BILLS OF LADING AND DOCUMENTS The Terminal will prepare all the necessary documentation required for the particular parcel or parcels loaded on to or discharged from the Tanker. The Loading Master will complete the Tanker Time Sheet and the Cargo Surveyor will complete Loading Report onboard. The cargo samples will be given to the Tanker’s Agent for transport to the Tanker’s next port of call on Terminal’s account, one sample to be kept at the Terminal in case the Tanker has to deviate to another Port. 3.3 SHORE LEAVE No facility for shore leave. 3.4 FINANCIAL LIABILITY AB Mazeikiu Nafta Butinge Terminal is insured for the following: • Civil Liability, any one occurrence • Pollution Liability, any one occurrence and in annual aggregate • Products Liability, any one occurrence and in annual aggregate Tankers visiting the Butinge Terminal must be, currently and for duration of the voyage, a member of the International Tanker Owners Pollution Federation Ltd. and carry a Civil Liability Convention Certificate. The Tanker must have the maximum (currently US$700million) P&I Club Insurance for oil pollution liability with a P&I Club within the International Group of P&I Clubs.

4. NAVIGATION
4.1 ARRIVAL DRAFT Tankers must arrive at the Terminal in an adequate ballast condition compatible with safe manoeuvring during handling. It is recommended that export Tankers arrive with the propeller fully immersed and a trim not exceeding 3 metres by the stern. Excessive trim or insufficient ballast could incur delay of mooring operations until such time as an acceptable condition is reached. Maximum trim allowable throughout the loading is 3.0 metres with propeller fully immersed at all times.

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4.2 APPROACHES An arriving Tanker if anchoring should drop its anchor within the designated Terminal Anchorage Area. Coordinates are indicated in 1.4.2 and British Admiralty Chart 2288. Klaipeda State Sea Port Authority, via the Klaipeda Harbour Vessel Traffic Service (VTS), defines ship’s routing within the territorial waters of the Republic of Lithuania to the Terminal Anchorage. Permission to proceed to the Terminal will be given by the Company’s Loading Master. The ship’s movement to the SPM will also be monitored by the Loading Master. The Loading Master via the Tanker’s Master shall advise the Klaipeda Harbour Vessel Traffic Service prior to movement to and from the SPM. 4.3 PILOTS Pilotage is compulsory for Tankers approaching and leaving the Butinge Terminal SPM. For Pilot services, berthing/unberthing, loading/discharging and ballasting/deballasting operations the Company has its own Pilot/Berthing/Loading Master available, hereinafter referred to as the Loading Master. We hereby inform you that the Loading Master on board your Tanker is the sole and only Representative of AB Mazeikiu Nafta. He is the only AB Mazeikiu Nafta person on board who has Authority to give and receive instructions in respect to all operations at the Butinge Terminal. The Loading Master and his assistant will board the Tanker at the Terminal Anchorage or a position as agreed with Master and disembarks when clear of the SPM area upon completion of cargo transfer. The Loading Master and his assistant will remain on board during the Tanker’s stay at the SPM and he will liaise between the Control Room and Ship’s personnel throughout all operations. Masters are reminded of the statutory requirements in respect of boarding facilities for Pilots complying with the International Maritime Pilots’ Association (IMPA). (See Appendices). Tankers using the Terminal are required to provide the Loading Master, his assistant and surveyors (total min. 4 persons) with accommodation and messing of a standard equivalent to that enjoyed by the Tanker’s officers. 4.4 BOARDING TANKER AND PREPARATION FOR BERTHING The tugboat with the Loading Master and his party on board will proceed to the awaiting Tanker at the assigned position. With a safe lee the Loading Master and his party will board the Tanker using an ice/snow free Pilot/accommodation ladder combination, rigged aft of the manifold area either on port or starboard side. All Tankers using the Butinge Terminal must be fitted with a pilot ladder and accommodation ladder in accordance with "The International Maritime Pilots’ Association" Regulations. Such pilot ladder, accommodation ladder and ancillary equipment must be rigged in accordance to the above Regulations and as detailed in Appendices. All access to and from the Tanker must be by these means. It is a requirement, whilst at the SPM, to have an accommodation and/or a pilot ladder rigged and available for immediate use on the starboard side for emergency purposes. After boarding the Loading Master will perform the preberthing inspection, to make sure Tanker complies with the Terminal requirements. The Master will then accept the “CONDITIONS OF USE OF TERMINAL” by signing. 4.5 PREPARATION FOR MOORING OPERATIONS Before any action the Loading Master will test all communications between the Tanker, Maintenance support vessel, assisting tug, Tanker crew, and Butinge Control Room. The approach to the SPM, as discussed and agreed with the Tanker Master in the pre-berthing meeting, is primarily governed by the prevailing winds and tidal conditions. The Loading Master will also carry out premanoeuvring checks and will be updated by the Tanker’s Captain about the Tanker’s specific manoeuvring capabilities.

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5. MOORING AND HOSE CONNECTION INSTRUCTIONS
5.1 MOORING Ship’s personnel must be available to carry out mooring duties. The Tanker is required to have rigged and ready on the forecastle head a good messenger line with loop and shackle on the end, which will be passed to the line handler to attach the SPM pick up line. An axe, crowbar, and sledgehammer should be readily available on the foc’sle. Mooring arrangements are shown in the Appendices. Tankers moored to the SPM are required to maintain a tug connected to the stern to keep the mooring system under adequate tension. The ship will provide this line, which should be approximately 200 metres long and preferably a floating line. 5.2 HOSE CONNECTION The Terminal SPM Tanker rail hoses have two 12 inch ASA 150 flanges, which are fitted with lever operated butterfly valve along with Camlock quick connect flanges. Tankers with manifold sizes other than 150 ASA are required to provide suitable reducers and two 1 Tonne chain blocks. It is also a requirement that manometres are fitted at Tanker manifolds for pressure read out purposes. Port side derrick/crane will be readily required for hose connection. Minimum derrick safe working load (SWL) is 10 tonnes. Hoses are connected and disconnected by ship’s crew under the direction of the Loading Master and/or Assistant Loading Master. Hose lifting and connecting system is shown in the Appendices. Only after hose connection the “Ship/Shore Safety Check List” will be issued, checked and signed by the Tanker Master or responsible officer before any further operations take place (see Appendices). 5.3 ANCHORS The anchors must be secured by their stoppers and wire slings to prevent accidental dropping at all times when the Tanker is in the approaches to/from, and secured to, the Butinge Terminal SPM. 5.4 EMERGENCY TOWING WIRES Emergency towing wires, of adequate strength and condition must be positioned on both the starboard bow and quarter of ship with the towing eyes maintained just above water level. They must be properly made fast on the ship while having sufficient slack flaked out on deck for effective towing, the slack being made secure in a safe and professional manner.

6. BALLAST DISCHARGE AND POLLUTION CONTROL
6.1 BALLAST OPERATIONS
Because of environmental requirements (see HELCOM recommendations), it is recommended that prior to arrival ballast water be changed to Baltic Sea or North Sea water. The discharge of contaminated ballast water from crude oil Tankers is strictly prohibited in the Baltic Sea.

Failure to do this would seriously affect the marine life, fish farming industry, and bird life. Company is not responsible for any dead freight, expenses or loss incurred due to the prohibition to discharge dirty ballast.

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Segregated ballast may be discharged overboard subject to the approval of the Butinge Terminal Loading Master. Loading Master will check the segregated ballast tanks logbook prior to discharge and quality of ballast water during discharge. For safety reasons, Tankers must keep at least the 30% of the Tankers deadweight at any moment during discharge/ loading. Ballast discharge shall be monitored and if contaminants are discovered, Tankers shall be fined according to the laws of the Republic of Lithuania, Tankers shall cover all expenses related to sea pollution control, cleanup operations, as well as any claims and/or requests for compensation of damages, including payments of fines applied by the Governmental institutions of the Republic of Lithuania. 6.2 POLLUTION OF THE SEA The Loading Master shall ensure that Masters of Tankers are familiar with, and strictly observe, all local regulations concerning the Safety of operations and Pollution of the sea by oil or waste while inside the Terminal waters, Navigation corridor, and Terminal anchorage. All cases of sea pollution the Tanker must report immediately to the Loading Master, Control Room, and the Klaipeda Marine Rescue Co-ordination Centre (MRCC). All operations must be suspended until the cause of the pollution has been established and clean up operations completed to the satisfaction of the requirements of the Republic of Lithuania and Company requirements. Scupper plugs must be fitted and cemented in as necessary. In the event of rain, action must be taken to prevent an accumulation of water in the scuppers. All costs involved in monitoring and “clean up” of pollution or any other claims or requirements related to pollution will be attributed to the ship in addition to any fine, which Authorities of the Republic of Lithuania may impose. Company reserves the right to cease all operations and remove the Tanker from the berth if, in the Company’s opinion, there is continued or blatant disregard of anti-pollution requirements. It is required that the Tanker Owner is a member of a Pollution Protection Federation or Association. Any Tanker involved in a pollution incident will not be released from the Butinge Terminal until the matter has been satisfactorily resolved. In such events the Company shall not be liable for any demurrage, loss, claims or demands resulting from or relative to any such actions. 6.3 AIR POLLUTION Tankers arriving at the Terminal having previously carried a high H2S content cargo are required to purge their cargo tanks prior to arrival. Such Tankers shall confirm, via “Standard message-crude oil Tankers” reply, that cargo tank atmosphere contain H2S levels below 10 ppm (the Threshold Limit Value (TLV) in ISGOTT). Tankers arriving with cargo tank atmosphere more than 10 ppm will not be berthed. All delays, losses and costs associated with this action shall be for Tanker’s account. Tankers arriving at the Terminal whose previous cargo contained a high H2S cargo must take the following actions: a) Inform the Terminal of nature of previous cargo prior to arrival. b) Take all precautions to maximally prevent high concentrations of H2S being vented during loading. See also Hydrogen Sulphide (H2S) Awareness Document and Material Safety Data Sheet (see Appendices). During cargo operations, where vented tank gases, according to the requirements of the Republic of Lithuania, cause a nuisance to the surrounding area through H2S content, Tankers may suffer delays when loading rates are reduced or loading is stopped. Costs for any delays or Tanker movements as a result shall be for Tanker’s account.

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7. CARGO HANDLING OPERATIONS
The Loading Master organizes a Pre-cargo Operations Meeting with the Tanker’s Master and his responsible Officers, in that meeting the different stages of cargo handling capacity will be discussed, the maximum allowable rate, Safety procedures, and the Emergency Shut Down Procedure (ESD) explained. Maximum trim allowable throughout the cargo operations is 3 metres. Propeller shall be fully immersed at all times. 7.1 DISCHARGING/ LOADING RATES AND PRESSURE Maximum Tanker loading rate is 5700 m3/ hour and in every case the loading rate depends on the crude oil properties and temperature. Maximum allowable pressure at the Terminal is 11bar. Normal working pressure on the SPM is 5 bar. Normal working pressure at the Tanker manifold is 0 bar. Tanker discharging rate is around 4550 m3/ hour with maximum pressure on the Tanker manifold being 10 bar. The maximum allowable pressure on the SPM and cargo hoses is 15 bar. 7.2 SHIPS TANK INSPECTION The Cargo Surveyor shall carry out checks of the oxygen concentrations and hydrogen sulphide concentrations in each tank, including the slop tanks, and report these levels in the “On Board Quantity Report” (OBQ) and to the Loading Master. 7.3 VALVE OPERATION GUIDELINES Guidelines of this section and the Appendix “Warning against restricting the flow rate” must be followed to avoid any pressure surge and subsequent damage to the ship's and/or Terminal piping, environment and to avoid unnecessary confusion and delays prior to loading/discharging. Tankers are reminded of the necessity of draining main oil loading lines of water prior to loading/discharging.
7.3.1 TANKER LOADING OPERATIONS:

Oil being loaded shall be allowed to flow unrestricted to tanks aboard the receiving Tanker with controlled and selective distribution via the ships distribution manifolds. Tankers shall follow the following guidelines. Tankers are expected to advise the Loading Master and /or the Terminal Control Room of any specific area with which they cannot comply as soon as possible, but not later than start of loading: a) all Tanker mainline valves required for loading shall be placed in the open position prior to commencement of operations; b) Tanker mainline valves shall only be closed under no-flow conditions. Prior to movement of any valve, the Loading Master shall be notified, Terminal pumps requested to be stopped and flow on the Tanker confirmed stopped, before a mainline valve is shut. c) Tanker mainline automatic valves shall be set for closing in 40 seconds, at the earliest, and will be subject to the same closing procedures as other mainline valves. d) distribution manifold valve(s) shall be fully open before a corresponding valve on the same distribution manifold is closed. Particular care shall be taken during topping off. e) all 1/4 turn butterfly, wafer, ball or other such valves which are required to be open (or closed) during loading and in the mainline flow paths or which can be isolated as a single in-line valve, shall be locked or lashed open (or closed) respectively.

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Tankers are requested to load the required amount of cargo compatible with the safe operation of the ship prior to discharging any ballast, thereby ensuring that the Tanker remain at all times within the parametres set out in Chapter 4.1.
7.3.2 TANKER DISCHARGE OPERATIONS:

Oil being discharged from a Tanker shall be allowed to flow unrestricted with controlled and selective distribution to storage tanks via the Terminal distribution manifolds. The following are guidelines: • • Terminal and SPM valves required for receiving Tanker-discharged oil will be placed in the open position prior to or at the start of operations. Terminal or PLEM mainline valves shall only be closed under no-flow conditions. The discharging Tanker control room shall be notified, Tanker pumps requested to be stopped and flow confirmed stopped, before Terminal mainline or PLEM valves are shut. Terminal mainline automatic valves shall be set for closing in 60 seconds, at the earliest, and will be subject to the same closing procedures as other mainline valves. The PLEM valves can be shut in 30 seconds, however PLEM valves will be shut only after Tanker pumps have been stopped and Terminal valves have been closed. Distribution manifold valve(s) shall be fully open on the same manifold run before a corresponding valve on the same manifold is closed. All 1/4 turn butterfly, wafer, ball or other such valves which are required to be open (or closed) during discharge and receiving operations and which are in the mainline flow path or which can be isolated as a single in-line valve, shall be locked or lashed open (or closed) respectfully.

•

• •

Particular attention is drawn to section 4.1 to ensure the Tanker remains manoeuvrable at all times. When loading ballast, at no time are the ballast tanks to be overflowed. 7.4 CRUDE OIL WASHING (COW) The Butinge Terminal is an import and export facility. Subject to prior approval of the Loading Master and always in compliance with ISGOTT requirements, Tankers should be in a position to wash their tanks concurrently with discharging at the Terminal. COW concurrent with discharging, should be possible up to a maximum forward freeboard of 18 metres, maintaining a maximum trim of 3 metres. 7.5 GAS FREEING Gas freeing of Tanker cargo tanks, including inert gas purging, is not permitted without the written approval of the Marine Operations Manager and Loading Master. This may be granted subject to all safety, environmental and operational requirements being complied with and in accordance with the provisions of the International Safety Guide for Oil Tankers and Terminals (ISGOTT). 7.6 INERT GAS OPERATIONS Masters are required to report to the Marine Operations Manager of the Butinge Terminal the condition of the Tanker’s inert gas system. The inert gas system must be operated in accordance with all relevant legislation, the International Safety Guide for Oil Tankers and Terminals (ISGOTT), and the ship’s Inert Gas Manual. Failure to comply with Clause 7.6 provisions will be viewed as a breach of Terminal Regulations.

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In the event of failure of the inert gas system, it is the responsibility of the Tanker Master to immediately suspend crude oil cargo and/or ballasting operations and notify the Loading Master. Operations will not recommence until all the faults are rectified and proper levels of inert gas concentrations and safe pressure levels have been re-established. In the event of any failure, a statement of facts detailing problems is requested from Master. Cargo handling operations may commence only after the Loading Master has advised the Butinge Control Room that all is ready on board the Tanker and that the necessary valves are fully open and the Tanker ready for the cargo transfer. Cargo handling operations are recommenced and continued until completion in compliance with the provisions of these Work Procedures. 7.7 PARTLY LADEN TANKER The Master shall inform the Terminal of the name and nature of the part cargo on board. If the part cargo has characteristics which indicate that a health hazard exist, e.g. H2S, Mercaptans, etc., then the Master shall: • Isolate the Tanker venting system of tanks containing cargo from that of the tanks to be loaded. • • • Ensure that the tanks to be loaded will not be contaminated with gases from the cargo on board. Gauge the tanks containing the part cargo using fixed equipment or portable equipment in conjunction with approved vapour locks Sample the cargo on board using closed sampling devices in conjunction with approved vapour locks.

Gases from Tanker tanks containing hazardous cargo can be released only in an emergency. 7.8 TANKERS ARRIVING IN BALLAST The Master of a Tanker whose previous cargo had characteristics indicating a health hazard may exist, e.g. H2S, Mercaptans, etc. shall: • Take all precautions to prevent high concentrations of hazardous substances being vented to atmosphere during loading/discharging. Precautions may include the purging of all tanks prior to arrival to ensure that levels of gas within the Tankers tanks do not exceed the Threshold Limit Value (TLV) under the United Kingdom Control of Substances Harmful to Health (COSHH) Regulations, this referred to as Occupational Exposure Standards (OES), and the requirements of the Republic of Lithuania. If any doubt exists whether an acceptable tank atmosphere has been attained before the Tanker berths, arrange for an Independent Surveyor to determine and issue a Certificate which records the level of contaminant in each tank. This will be done on Tankers Charterers account by the Agency. Incur a delay in berthing when cargo tank atmospheres contain a higher than acceptable level of contaminant gases.

•

•

7.9 SUSPENSION OF CARGO TRANSFER OPERATIONS Cargo transfer operations shall be suspended for any of the following reasons: • • • • Any radio Communication failure between the Terminal and the Tanker Any requested stop by the Tanker Any requested stop by the Loading Master Any stop requested by the Terminal

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• • • • • • • •

Any emergency situation concerning the Terminal, Tanker or equipment related to loading operations When weather parametres exceed Maximum Butinge Terminal SPM Operating Conditions. During electric storms/lightning When, in the opinion of the Loading Master, a proper Tanker deck and cargo watch is not being obtained When there is a breach of Terminal Conditions of Use When, in the opinion of the Loading Master, the Tanker is considered to be in unsatisfactory ballast, loading/discharging condition Transfer of personnel to/from Tugboats. Any condition which may have negative impact on the Safety of the Terminal, environment or Tanker EMERGENCY SHUT DOWN (ESD)

7.10

7.10.1 ESD – TANKER LOADING OPERATIONS

An ESD during Tanker loading operations can be initiated in the following ways: • • • An ESD by the Butinge Control Room (if a Terminal or Onshore Pipeline Incident or Situation). An ESD by the Loading Master from Tanker using the portable unit to stop Terminal pumps and then close valves. The Loading Master can request via radio that an onshore ESD or urgent shut down be initiated, from the Terminal Control Room.

Any time an ESD is initiated, the Terminal Control Room shall advise the Loading Master, who shall coordinate appropriate activities with the Tanker control room.
7.10.2 ESD – TANKER DISCHARGE OPERATIONS

ESD’s during a Tanker discharge operation will be initiated by: • The Tanker Control Room (if an Emergency or Urgent Situation On Board the Tanker) The Tanker control room shall stop pumping and close Tanker valves as rapidly as possible. The Tanker control room shall advise the Loading Master of the onboard situation requiring this action as soon as possible. The Loading Master shall co-ordinate communications with the Terminal Control Room that discharge pumping has terminated and to recommend appropriate actions. • The Loading Master (if a floating hose, subsea hose, SPM or offshore pipeline situation) In case of such incident, the Loading Master shall first contact the Tanker control room and request an ESD of the Tanker pumps and valves consistent with securing the discharge of product in a safe and controlled manner. The Loading Master shall immediately assess the situation, and depending on the severity of the situation shall determine whether or not to initiate an ESD – PLEM valve closure with the PU. Before initiating the PU-ESD the Loading Master shall ascertain that the Tanker pumps have been tripped and the cargo flow has stopped. The Loading Master shall co-ordinate the Terminal Control Room and Tanker control room activities.

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7.11

TERMINAL MAINTENANCE/REPAIRS

Due to maintenance/repairs/exchange of materials/inspection operations of the SPM and associated equipment, the last visiting Tanker before such operation may be requested after the loading operations to back-flush the floating hose string(s) and/or sub-sea hose(s). The first visiting Tanker after above-mentioned operations and before commencement of loading operations, will be requested, with sufficient notice, to accept the water and/or interface content of the floating hose string(s) and/or sub-sea hose(s). Such permission should not be unnecessarily withheld. (Company will pay for Tanker back-flush time according the contract, signed with the appropriate Tanker’s charterer.) In case the Tanker refuses to accept the water and/or interface content of the floating hose string(s) and/or sub-sea hose(s), the Tanker shall back-flush the water and/or interface to the Terminal. First, the Terminal will pump the water and/or interface together with a full line displacement from the Terminal to one ship’s pre-selected tank. Then the Tanker will discharge this complete pre-selected tank volume again to a Terminal tank. The cargo surveyors on board shall check the tank for any remnants or traces of water. After every maintenance operation of the SPM, associated hoses, loading strings etc. where it is necessary to displace the water from the sea-and/or shore pipeline to the Terminal tanks, before commencement of cargo transfer the Tanker’s Master shall nominate the minimum number of tanks (depending on Ship’s Safety Stability requirements) to load or to discharge cargo. After the transfer of approximately 1,000M3 of cargo, depending on the operational requirements, the ship’s Staff / Surveyor’s Company shall check the transferred quantity and has to apply trim / list corrections, either by ship’s remote control (without interrupting the cargo transfer operation) or by manual measurement (short interruption) and inform the Loading Master.

8. EMERGENCY PROCEDURES
8.1 ALARM SIGNALS Tanker’s VHF must be available on Marine Frequencies at all times and also Ship’s whistle or siren for use in an emergency. Emergency signals in the event of a complete communication failure will be as follows: By day: Continuous sounding of Ship’s whistle accompanied by the hoisting of two black balls in a conspicuous position, along with International Code Flag “K”. By night: Continuous sounding of Ship’s whistle in combination with Sound-Light Signal “K”. Emergency VHF communication can be established via the assisting tug(s) in the operating area with either the Terminal Control Room on the Company’s private frequencies or with Klaipeda Marine Rescue Coordination Centre (MRCC) on Channel 16 / 9. In the event of a failure of the normal communications procedures all cargo operations will suspend until such time as an effective system has been established. 8.2 FIRE ON-BOARD Tanker crew shall immediately notify the Loading Master about fire on board, who notifies the Terminal Control Room to stop cargo operations using the Emergency Shut Down Equipment, and the continuous sounding of the Tanker’s alarm bells accompanied by a succession of long blasts on the Tanker’s whistle. Tanker crew shall establish radio contact with the Terminal Control Room who in turn will advise Klaipeda Marine Rescue Co-ordination Centre on VHF Listening Channel 16 and working Channel 9 / 70.

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Loading Master and Terminal Control Room shall advise the Marine Operations Manager who will initiate Emergency Procedures in accordance with the Oil Spill Response Plan. All cargo operations will cease and the Tanker will prepare to vacate the SPM immediately. Tanker’s personnel shall fight the fire with support from the Company’s tugs that service SPM. They shall be directed and coordinated by the Loading Master. 8.3 MEDICAL EMERGENCIES If medical assistance is needed, the Terminal Control Room and Shipping Agency will be advised by radio. They shall advise the Medical Centre. Klaipeda Port MRCC will assist with a medical evacuation. 8.4 OIL SPILL Loading operations will be stopped until such time as the source of spillage has been located and clean up operations completed in accordance with Company’s requirements and the requirements of the Republic of Lithuania.

9. SAFETY REGULATIONS
9.1 HEALTH AND ENVIRONMENTAL HAZARDS A crude oil data sheet shall be issued, via the Loading Master, to every Tanker loading at the Butinge Terminal SPM. The Tanker’s Master shall issue a crude oil data sheet for Tanker off-loading at the Terminal (see Appendices). Masters are responsible for ensuring that the hazards associated with the loading/discharging of the cargo, e.g. H2S hazards, are brought to the attention of crew members and that the crude oil data sheet is displayed at suitable public location prior to cargo transfer commencing. The Master is responsible for the safety of the Tanker while berthed within the Company’s installations. The Company has the right, in the event of continued or blatant disregard of Company procedures on any Tanker to stop all operations and remove the Tanker from the SPM until such time as the Owner or Charterer have taken remedial action which is satisfactory to the Company. 9.2 RADIO EQUIPMENT AND RADAR Portable Radio Transmitter sets shall not be used unless they meet the requirements. It is prohibited to operate ship’s main radio station, including emergency transmitters and ship-borne 10 cm (S-band) radar equipment within 400 metres of the SPM due to the possibility of induced electrical currents within the Tanker structure. While at the SPM the transmitting aerials shall be disconnected and earthed. 9.3 HANDTORCHES, LAMPS AND OTHER EQUIPMENT The use of portable electric lamps and equipment on wandering electrical cables is prohibited in any cargo space, as well as Tanker pump room, compressor room, cofferdam, bunker compartment, hold or anywhere over the cargo tanks. Portable domestic radios, photographic flash equipment, electronic calculators, tape recorders, mobile telephones or any other battery powered equipment that does not meet the requirements shall not be used on the Tanker main deck nor in any place where petroleum gases may be encountered. The carrying and use of matches, lighters, and/or other sources of ignition, is prohibited on board of a Tanker, outside of the accommodation spaces, except where authorized by the Loading Master for a specific purpose.

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9.4 LIGHTING Adequate lighting shall be provided on the Tanker deck and, in particular, at Tanker’s manifold area. Sufficient lighting shall be provided at all Tanker overboard discharge points to facilitate timely visual detection of leakage or spillage (pollution). Inspections shall be carried out at regular intervals by the Tanker’s crew on duty and the Loading Master. 9.5 STATE OF READINESS Main Tanker engines and essential machinery shall be maintained in a state of readiness, which will permit immediate unberthing in an emergency situation. A Tanker may be required to vacate the berth if the Loading Master with the Marine Operations Manager, deem it necessary (due to objective reasons). 9.6 SMALL CRAFT ALONGSIDE Small craft are not permitted alongside Tankers moored to the Terminal SPM at any time. 9.7 REPAIRS AND MAINTENANCE No maintenance or repairs, which immobilize the Tanker while she is moored to the Terminal SPM, shall be carried out.
Any hot work is forbidden while in the Butinge Terminal waters, anchorage or navigation corridor.

9.8 STABILITY OF TANKER DURING TRANSFER Masters of double hull Tankers and other Tanker designs, which are subject to significant free surface effect shall ensure that whilst the Tanker is moored to the SPM she has an initial metacentric height (Gmo) corrected for free surface, measuring at 0 degrees heel, of not less than 0.15 metre. Appropriate operating methods and instructions should be prominently displayed in the trim and stability booklet, approved by the Tanker’s owner and copy of this document has to be at the Tanker cargo/ballast control station. 9.9 LIFEBOATS Lifeboats can only be lowered to embarkation level only and Loading Master must be informed prior such operation. It is not permitted to lower lifeboats into the water whilst Tanker moored to the SPM.

10.
10.1

SERVICES AND FACILITIES
BUNKERS

Bunkers are not available at the Butinge Terminal. 10.2 REPAIRS

There are dry-docking and other repair facilities available in Klaipeda State Sea Port. There is a draft restriction of 12.5 metres inside Klaipeda State Sea Port. Repairs and other works should be coordinated via the ship’s Agency.

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10.3

MEDICAL SERVICES

Medical and dental services are available by arrangement with Klaipeda and Palanga hospitals via the Tanker Agent. 10.4 SHIP GENERATED WASTE AND RUBBISH

No reception facilities at the Butinge Terminal. 10.5 POTABLE WATER

The Butinge Terminal has no potable water loading facilities. 10.6 STORES

Under no circumstances stores/provisions and other goods to be loaded onboard the Tanker during cargo operations at the SPM.

AGREED WITH Director of Pipeline and Terminal Operations

AGREED WITH Head of Legal Department

Dennis R. Turner

Giedrius Raudys

Arijus Skarbalius, tel.: +370 46 396405, fax: +370 46 396429, email: arijus.skarbalius@nafta.lt Piet van Spronsen, tel.: +370 46 396405, fax: +370 46 396429, email marine@nafta.lt

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11. APPENDICES
1. CONDITIONS OF USE OF TERMINAL 2. MATERIAL SAFETY DATA SHEET 3. HYDROGEN SULPHIDE (H2S) AWARENESS DOCUMENT 4. DECK WATCH 5. WARNING AGAINST RESTRICTING THE SHORE FLOW RATE 6. EARLY DEPARTURE PROCEDURE 7. PREBERTHING CHECKLIST 8. SHIP/SHORESAFETY CHECKLIST 9. STANDARD MESSAGE FOR TANKERS 10. MOORING ARRANGEMENTS AT SPM 11. TANKER HOSE CONNECTION 12. REQUIRED BOARDING ARRANGEMENT FOR PILOT 13. UK STANDARD CONDITIONS FOR TOWAGE AND OTHER SERVICES 14. COPIES OF BUTINGE TERMINAL INTERNAL FORMS

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CONDITIONS OF USE OF TERMINAL
The following are the terms and conditions apply in respect of the presence at and of use of all the facilities and services (hereinafter referred to as Services) (including but not limited to the generality thereof towage, pilotage, berthing, mooring, and loading/unloading Master services) to be provided to the Tanker at AB Mazeikiu Nafta Single Point Mooring Buoy (hereinafter referred to as Terminal), as agreed and accepted between the operator of the Terminal, AB Mazeikiu Nafta, (hereinafter referred to as Company which phrase shall include all employees of the Company) and the Master of the Tanker acting for and on behalf of the owners demise Charterers and/or operators of the Tanker (hereinafter referred to as Owners). 1. Neither the Company, nor any of the Providers of the Services (“the Services Providers” which phrase shall include the servants, other employees and agents of the Services Providers), in whatsoever capacity they may be acting, shall be responsible for any loss, damage, or delay arising from any Services provided, assistance, advice, or instructions whatsoever given or tendered to or in respect of the Tanker, whether by way of towage, pilotage, berthing, mooring or loading or discharging services, the provision of navigational facilities, including buoys or other channel markings or otherwise. 2. Neither the Company, nor any of the Service Providers shall be responsible for any loss, damage, or delay of any sort that may be sustained by or occur to the Tanker or her Owners or her cargo or any part thereof, and the Tanker and the Owners shall indemnify and hold the Company and the Service Providers harmless from and against any and all claims arising therefrom. 3. If, in connection with the use by the Tanker, of any part of the Terminal or of any gear equipment, any craft or of any other facility or property, of any sort whatsoever, belonging to or supplied or provided by the Company and/or the Service Providers, any loss or damage is caused to the Terminal, gear, equipment, craft or other facility or property, due to whatsoever reason and irrespective of whether or not such loss or damage has been caused or contributed to by the negligence of the Company or of the Service Providers, and irrespective of whether there has been any neglect or default on the part of the Tanker or the Owners, in such event the Tanker and the Owners shall hold the Company and Service Providers harmless from and indemnified against all such loss or damage and against all loss sustained by the Company and Service Providers consequent thereon. 4. The Tanker and her Owners shall hold the Company and the Service Providers harmless from and indemnified against all and any claims, damages, cost and expenses arising out of any personal injury death, loss, damage or delay caused to any third party (including but not limited to the generality hereof the employees of the Company and the Service Providers) by the Tanker or by the Master or crew or by any other servant or agent of the Owners. 5. If Tanker sinks or grounds or otherwise becomes in the sole opinion of the Company, an obstruction or danger to the operation of the Terminal, the Company shall be entitled to instruct the Owners to remove the Tanker within such period as to the Company, in its sole discretion, shall seem reasonable. If the Owners fail within such period to remove the Tanker the Company may take any steps it may deem necessary to remove the obstruction or danger and any expense of such removal shall be paid for by the Owners and or the Tanker. Where the Tanker is abandoned by the Owners they shall remain liable to the Company for expense of removal notwithstanding such abandonment. 6. The Company at its sole discretion may refuse to accept the Tanker for loading operations, if in the Company’s judgment, it does not meet with Terminal’s safety and work requirements until such time as identified deficiencies have been rectified.. Additionally the Company at its sole discretion may suspend/delay and or unberth the Tanker if it does not at all times comply with the Terminal’s requirements during any berthing or cargo operations, until such time as the identified deficiencies have been rectified. In the event of the Tanker being refused, delayed, suspended or unberthed on these grounds the Company shall not be liable to the Tanker, the Owners or the owners of any cargo aboard the Tanker, for any damages, loses or expenses arising from the Company’s decision not to accept the Tanker or to suspend, delay and/or unberth her.

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7. The Company may, at its sole discretion suspend/delay or unberth the Tanker if the Terminal Staff, in their sole judgment, detect or have reason to suspect that any member of the Tanker’s crew (whether on or off duty) is under the influence of drugs or intoxicating liquor. In the event of the Tanker being suspended/delayed or unberthed on these grounds the Company shall not be liable to the Tanker, the Owners or the owners of any cargo abord the Tanker, for any damages, losses or expenses arising from the Company’s decision to suspend/delay or unberth the Tanker. 8. The Company at its sole discretion may, on receipt of request of any form from a government officer, suspend/delay or unberth any Tanker, which is under suspicion of an act of oil pollution by contravention of Lithuanian Republic Environmental Law and/or MARPOL 73/78. The Company will not be liable for any demurrage, loss claims or demands resulting from or relative to such a request, whether or not written formal confirmation of the request is received by the Owners. 9. The interpretation and enforcement of these Terms and Conditions of Use and any other dispute arising out of or in connection therewith shall be governed exclusively by the Laws of the Republic of Lithuania, to the exclusion of the Laws of any other country. The parties submit to the jurisdiction of the Law of the Republic of Lithuania. Notwithstanding the terms of this Clause, for the purposes of obtaining security for any claim against the Tanker and or the Owners and or the owners of any cargo aboard the Tanker, the Company and/or the Service Providers may have recourse to the jurisdiction of any country in which the Tanker may be found. 10. The Company pursues that all and any of the “Service Providers” in entering into these Conditions of Use to the intent that all and any of the “Service Providers” shall be entitled to the protection of these Conditions of Use of the Terminal and shall be entitled to enforce the same in their own right. 11. All tankers visiting the Terminal must possess an insurance policy of the civil liability in compliance with the International Convention on Civil Liability for Oil Pollution Damage. Hereby I confirm that I have received the Butinge Terminal SPM Port Information Book and its appendices, including but not limited to Conditions of Use of Terminal, Material Safety Data Sheet, Warning Against Restricting the Shore Flow Rate, Deck Watch, United Kingdom Standard Conditions for Towage and Other Services, Hydrogen Sulfide (H2S) - Awareness Document, Early Departure Procedure and I have reviewed the aforementioned documents and on the behalf of tanker owners I agree to be bound by the Conditions of Use of the Terminal set out above:

Master’s name: Signature: Date: Time: Stamp:

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MATERIAL SAFETY DATA SHEET
REBCO CRUDE OIL 1. PRODUCT COMPOSITION
C1 to C4 hydrocarbons C4 hydrocarbons Residue of complex hydrocarbons Sulphur Compounds Hydrogen Sulphide Molecule weight 0.5% by volume 2.0% by volume 97.5% by volume 1.8% by volume >2ppm by volume 185

2. HAZARD IDENTIFICATION
RISK PHRASES - Highly flammable; Harmful by inhalation, in contact with skin and if swallowed; Irritating to eyes. SAFETY PHRASES - Keep away from sources of ignition – NO SMOKING / Do not breathe fumes or vapor / After contact with skin, wash immediately with plenty of soap and water / Take precautionary measures against static discharge / Wear suitable protective clothing, gloves and eye/face protection / Where necessary wear an organic vapor or use self-contained breathing apparatus. Special attention is drawn to the H2S (Hydrogen Sulphide) awareness, due to the blending of different crudes, an increase in the allowable content of less than 10 ppm may appear during loading. Resuscitators should be readily available whenever crude containing H2S is handled. Rescuers, wearing breathing apparatus, should remove the victim immediately to fresh air and artificial respiration and/or other measures should be applied.

3. FIRE FIGHTING MEASURES
Flash point <35°C ; Any spillage should be regarded as potential fire risk. EXTINGUISHING MEDIA - Dry powder, foam, carbon dioxide or water fog. Water may be ineffective on the flames, but should be used to keep fire exposed containers cool and protect personnel.

4. PHYSICAL AND CHEMICAL PROPERTIES
Boiling Point below ambient to 400°C Pour Point approx. -24°C Density @ 15°C <0.8680 Solubility in water negligible

5. PRODUCT STABILITY AND REACTIVITY
Stable at ambient temperatures. Hazardous polymerization reactions will not occur. This product is inherently biodegradable. CONDITIONS TO AVOID – Sources of ignition. MATERIALS TO AVOID – Contact with oxidizing agents. HAZARDOUS DECOMPOSITION PRODUCTS – Incomplete combustion will generate smoke, carbon dioxide and hazardous gases, including carbon monoxide.

6. ECOLOGICAL INFORMATION
MOBILITY – Spillages may penetrate the soil causing ground water contamination. AQUATIC TOXICITY – Harmful to acuatic organisms / Spills may form a film on water surfaces causing physical damage to organisms. Oxygen transfer could also be impaired. / May cause long term effects in the aquatic environment.

7. OTHER INFORMATION
Health and safety precautions and environmental advice noted in this data sheet may not be accurate for each particular situation. It is user’s obligation to evaluate and use this product safely and to comply with all applicable laws and regulations. No statement made in this data sheet shall be construed as a permission, recommendation or authorization given or implied to practice any patented invention without a valid license/or other appropriate permission. The AB Mazeikiu Nafta and its subsidiary shall not be responsible for any damage or injury resulting from abnormal use of the material, from any failure to adhere to recommendations, or from any hazards inherent in the nature of the material.

________________________________________

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HYDROGEN SULPHIDE (H2S) – AWARENESS DOCUMENT
Please be advised that the cargo you are about to load may contain high Hydrogen Sulphide (H2S) and an element of Mercaptans in the gas evolved from this cargo. We draw your attention to the extract from Chapter 15, Section 5 of the “International Safety Guide for Oil Tankers & Terminals” below. You are warned accordingly to take all precautions during the loading, transit passage and subsequent tank cleaning operations, ballasting/deballasting operations, and maneuvering operations. HYDROGEN SULPHIDE (Extract from ISGOTT: Paragraph 15.5) Hydrogen Sulphide (H2S) has a disagreeable smell of rotten eggs, it rapidly deadens the sense of smell, however, and dangerous concentrations often cannot be detected by smell. Hydrogen Sulphide paralyses the respiratory system, its action is dramatically rapid, and an individual exposed to high concentrations collapses instantly, apparently dead. Rescuers, wearing breathing apparatus, should remove the victim immediately to fresh air and artificial respiration and other measures should be applied. Resuscitators should be readily available whenever crude containing Hydrogen Sulphide is handled. The TLV (Threshold Limit Value) of Hydrogen Sulphide (H2S) is 10 ppm (parts per million). The effects of gas at concentrations in air in excess of the TLV are: 50 - 100 ppm Eye and respiratory tract irritation after exposure of one hour 200 - 300 ppm Marked eye respiratory tract irritation after exposure of one hour 500 - 700 ppm Dizziness, headache, nausea etc. within 15 minutes, loss of consciousness and possible death after 30 – 60 minutes exposure 700 - 900 ppm Rapid unconsciousness, death occurs a few minutes later 1000-2000 ppm Cessation of breathing and instantaneous death MERCAPTANS Mercaptans are flammable, water-soluble gases having a very disagreeable odour described as rotten cabbage. It has been reported to exhibit an acute toxicity similar to, but less than Hydrogen Sulphide, and its effects and antidotes are identical to those of Hydrogen Sulphide, as described above. It is important to distinguish between concentrations of Hydrogen Sulphur (H2S) in the atmosphere, expressed in ppm by volume, and concentrations in liquid petroleum expressed in ppm by weight. For example: a crude oil containing 70 ppm (by weight) of Hydrogen Sulphide (H2S), has been shown to give rise to a concentration of 7,000 ppm (by volume) in the gas stream leaving an ullage port above the crude tank.

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DECK WATCH
A continuous deck watch consisting of minimum one seaman at the manifold area and one seaman on the forecastle have to be maintained for the duration of SPM occupancy. A responsible officer should make frequent deck rounds. The fo'c'sle look-out should also report any significant changes in the position and/or distance of the SPM to the Loading Master. See diagram below. The Butinge Terminal tug will remain secured to tanker's stern throughout your stay at the SPM. Please ensure that a periodic check is made upon the condition of the tow rope aft. Advise the Loading Master if:Any electrical storms/lightning/heavy rain are seen approaching the Vessel. Any significant changes in wind force and / or direction are observed. There are any Cargo / Loading difficulties. There are any gas leaks or Safety problems.
PLEASE ENSURE YOUR SHIP'S MAIN ENGINES ARE ON IMMEDIATE NOTICE.

The Loading Master listens on the private V.H.F. Channel 1 continuously, day and night. Please ensure that the Loading Master responds to calls at any time.
IN AN EMERGENCY, IF THE LOADING MASTER CANNOT BE CONTACTED, LOADING MAY BE STOPPED BY CALLING THE BUTINGE TERMINAL CONTROL ROOM ON THE PRIVATE CHANNELS 1-3 OR VHF CHANNEL 71, OR BY CONTINUOUS SOUNDING OF THE SHIP'S WHISTLE. Seamen on duty must use this diagram, when reporting SPM position. Example X - SPM 1 o’clock – 50 mtr Example Y- SPM 8 o’clock - 12 mtr

o’clock o’clock o’clock

o’clock
50 MTR

o’clock

o’clock

o’clock

o’clock

Seamen on duty

o’clock

12 MTR

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WARNING AGAINST RESTRICTING THE SHORE FLOW RATE
THE DANGERS

Your attention is drawn to the serious dangers associated with closing tanker valves against the prevailing cargo flow rate or reducing the number of tanks available for loading without first informing the Loading Master. Surge forces rapidly develop in any pipeline system that is subjected to a reduction in outflow prior to a corresponding reduction in input rates. These surge forces are manifested as destructive forces within the pipeline system, which in addition to damaging the loading system, could result in fire, explosion or severe pollution incidents. Butinge Terminal employs emergency tripping sensors and mechanisms to guard against such dangers. In the event of failure of mechanical devices the emergency shut down (ESD) will be initiated.
RECOMMENDATIONS AND REQUIREMENTS

It is recommended that before loading operations are commenced, the International Safety Guide for Oil Tankers and terminals (ISGOTT) is fully reviewed in respect to communications, valve operations, topping off procedures and pressure surges. Because instant adjustment of loading rates is not possible, you must, when requested a reduction in flow rate, allow adequate time for the reduction in flow to your ship. You must also notify the Loading Master in good time prior to any action, which may cause a restriction in flow rate. In case of emergency, please see the “Emergency Shut Down” chapter 7.10. The Ship shall maintain a MINIMUM OF TWO main cargo tank valves FULLY OPEN at all times to the incoming cargo.
UNDER NO CIRCUMSTANCES are the Ship's valves to be closed against the incoming flow of Crude Oil except upon the express advice of the Loading Master. THE LOADING MASTER MUST BE INFORMED:

1. If loading is to be restricted to one tanker tank only, 2. Prior to the commencement of any deballasting operations 3. Prior to any intended cargo valve and/or cargo pumps operation on board the tanker. 4. Prior to commencement of crude oil washing (cowing) operations.(crude oil discharging tankers) 5. Any problems associated with draining of vessel’s cargo tanks.(crude oil discharging tankers) The Master is requested to instruct all Officers and Crewmembers not to operate any cargo valve and/or cargo pump, without explicitly informing the Loading Master in advance. Tanker’s cargo operations, especially cargo tank change-overs, must be controlled by a responsible officer at all times. Each set of cargo tank valves must be FULLY OPENED BEFORE the preceding set is started to close.
PENALTIES

You are advised that it is AB Mazeikiu Nafta policy to seek recompense, to the full extent permitted by law, for all and any unplanned costs that are incurred due to the negligence or fault of a tanker and/or third party. See Appendix “Conditions of Use of Terminal” ________________________________________

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EARLY DEPARTURE PROCEDURE
1. Masters should be aware that the Early Departure Procedure is compulsory at the Butinge Terminal. In any case, on tanker arrival Masters are requested to sign a letter, which is an agreement in principle to the Procedure regarding irreproachable execution of the Procedure. The Customs and the Border Police officers perform the inspection of the leaving tanker without boarding it. On completion of loading, cargo hoses will be disconnected and the tanker unmoored from the SPM. Concurrent with Item 2 above the vessel’s tank ullages, water dips, and other criteria will be taken by the Company appointed Cargo Surveyor and the independent Cargo Surveyor. Usually this practice is completed prior to unmooring operations. The vessel will then be manoeuvred to a safe position, which is to the seaward of the SPM, and then stopped to await shore cargo figures. Shore cargo figures will be passed to the vessel by VHF-radio by the Terminal representative. These figures represent the Bill of Lading figures. The ship’s cargo figures will be passed to the Butinge Terminal Control Room via VHF-radio by the Loading Master. If there is no dispute over the differences between ship and shore cargo figures then the vessel is free to sail. In case of a dispute the respective cargo figures will be recalculated and compared once more before the vessel is released. If the tanker Master chooses to issue a Letter of Protest, this will be received by the Loading Master. 6. 7. NO CARGO DOCUMENTS ARE PASSED TO THE VESSEL, EITHER IN COMPLETED OR BLANK FORM. All cargo documents which require tanker Master’s signature will be signed by the vessel’s Agent after the documents have been prepared by the shipper, which will be after the vessel’s departure. Authorization to sign all necessary cargo documents is a matter between the tanker Master and the vessel’s Agent. Copies of the signed Bill of Lading and Quantity & Quality Certificate will be sent by facsimile/electronic mail to the tanker. If the vessel does not have a fax/e-mail, the Master can nominate a fax/e-mail address to which they can be sent. Master’s copies of cargo documents are forwarded to the nominated discharge port by courier.

2. 3.

4. 5.

8.

9.

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PRE-BERTHING CHECKLIST
M. t.: DATE/TIME:

PRE - BERTHING CHECKS 1. Main Engine, Steering Gear and Bridge Equipment have all been tested and are working satisfactorily? 2. Are BOTH anchors secured by stoppers and wire slings? 2-1 Are Emergency Tow Wires positioned on both starboard bow and quarter? 3. Is the Tanker's trim less than 3 metres and is the propeller fully immersed? 4. Is portside derrick/crane ready to lift the mooring gear and cargo hoses?

YES / NO

5. Are Messengers, Heaving lines and Equipment ready forward for mooring operations? 6. Is a heaving line available aft in order to retrieve and make fast the tankers tow rope? 7. Is Tanker's I.G.System fully operational and all cargo fittings gas tight under a pressure of 800 mm/Wg? 8. Are Tankers cargo tanks fully inerted with an atmosphere where the oxygen content is less than 8% and H2S less than 10ppm? 9. Can the Tanker Load and Deballast concurrently? 10. Can the Tanker Load, Ullage and Sample cargo tank spaces under "CLOSED LOADING" conditions? 11. Are the Crew familiar with the hazards and dangers of Hydrogen Sulphide gas (H2S )? 12. Can the Tanker's Air Conditioning system be operated in a re-circulatory mode? 13. Can the Tanker vent ALL cargo tank spaces through a single vent / mast riser which is not less
than 3 metres above main deck level?

14. Are the Tanker's Fire Pumps operational and able to supply water at one or more hydrants/monitors at a pressure of at least 150 psi?

Master’s name: Signature: Stamp:

Loading Master’s name: Signature:

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TANKER/SHORE SAFETY CHECK LIST
M. t.: DATE/TIME:

The safety of operations requires that all questions should be answered affirmatively by clearly ticking ( √ ) the appropriate box. If an affirmative answer is not possible, specific reason should be given and agreement reached upon additional appropriate precautions to be taken between the Tanker and the terminal. Where any question is considered to be not applicable, then a note to that effect should be inserted in the remarks column. A box in the columns “tanker” and “terminal” indicates that checks should be carried out by the party concerned. The presence of the letters “A”,” P” or “R“ in the column “Code” indicates the following: A – any procedures and agreements should be in writing in the remarks column of this Check List or other mutually acceptable form. In either case, the signature of both parties should be required. P – in the case of a negative answer, the operation should not be carried out without the permission of the company. R – indicates items to be re-checked at intervals not exceeding that agreed in the declaration contained at the end of the checklist. BULK LIQUID GENERAL General 1. Is the tanker securely moored? 2. Are emergency towing wires correctly positioned? 3. Is there safe access between tanker and assisting vessels? 4. Is the tanker ready to move under its own power? 5. Is there an effective deck watch in attendance on board and adequate supervision on the Terminal and on the tanker? 6. Is the agreed tanker/shore communication system operative? 7. Has the emergency signal to be used by the tanker and shore been explained and understood by personnel? 8. Have the procedures for cargo been agreed with personnel? 9. Have the hazards associated with toxic substances in the cargo being handled been identified and understood by personnel? 10. Has the emergency shutdown procedure been agreed? 11. Are fire hoses and fire-fighting equipment on board and ashore positioned and ready for immediate use? 12. Are cargo hoses in good condition, properly rigged and appropriate for the service intended? 13. Are scuppers effectively plugged and drip trays in position, both on board and ashore? 14. Are unused cargo and bunker connections properly secured with blank flanges fully bolted? 15. Are sea and overboard discharge valves, when not in use, closed and visibly secured? 16. ARE ALL CARGO AND BUNKER TANK LIDS CLOSED? 17. Is the agreed tank venting system being used? 18. Has the operation of the P/V valves and/or high velocity vents been verified using the checklift facility, where fitted? 19. Are hand torches of an approved type? 20. Are appropriate VHF/UHF tranceivers of an approved nature? 21. Are the tanker's main radio transmitter aerials earthed and radars switched off? 22. Are electric cables to portable electric equipment disconnected from power? 23. Are all tanker external doors and ports in the accomodation closed? 24. Are tanker air conditioning intakes which may permit the entry of cargo vapours closed? 25. Are the requirements for use of galley equipment and other cooking appliances being observed?
REVISION G

Instructions for Completion:

Tanker

Terminal Code R R R PR R AR A AR

Remarks Stop cargo loading at ______ kts wind vel. Disconnect hoses and mooring line at ______ kts wind velocity.

VHF Ch. 71 & Private Ch. 1 Ch. 3 Flashing Light & Sounding of whistle Pre load meeting held

A R

ESD by Control room ESD by Loading Master’s remote Unit.

R

AR

Mast riser

R

R

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26. Are tanker smoking regulations being observed? 27. Are tanker naked light regulations being observed? 28. Is there provision for an emergency escape?

R R

29. Are sufficient personnel on board and ashore to deal with an emergency? 30. Have measures been taken to ensure sufficient pumproom R ventilation? 31. If the tanker is capable of closed loading, have the R requirements for closed operations been agreed? 32. Are tanker emergency fire control plans located externally? 33. Does tanker have approved pollution plan in operation to use IOPP & Company A in event of spillage? Regulations 34. Are valve operation procedures in place to assure that See Sections 7.3, 7.10 of Port A mainline flow valves will be closed only when flow has been Information Book stopped and confirmed? 35. Will tank distribution valves be closed only when equally See Sections 7.3, 7.10 of Port sized valve is fully opened on the same manifold? Do topping off A Information Book procedures consider these possibilities 36. Are Automatic closing valves set for 40 seconds or longer, See Sections 7.3, 7.10 of Port A and their use comply with 34 or 35 above. Information Book 37. Are quarter - turn butterfly, water, ball, or other quarter - turn See Sections 7.3, 7.10 of Port valves which are subject to mainline flow lashed or locked in the A Information Book open (or closed) position? If the tanker is fitted, or required to be fitted, with an Inert Gas System the following questions should be answered. 38. Is the Inert Gas System fully operational and in good working P order? 39. Are deck seals in good working order? R 40. Are liquid levels in P/V breakers correct? R

41. Have the fixed and portable oxygen analysers calibrated and R are they working properly? 42. Are fixed IG pressure and oxygen content recorders R working? 43. Are all cargo tank atmospheres at positive pressure with an PR oxygen content of 8% or less by volume? 44. Are all the individual tank IG valves (if fitted) correctly set and R locked? If the tanker is fitted with a Crude Oil Washing (COW) system, and intends to crude oil wash, the following questions should be answered. 45. Are the persons in charge of cargo operations aware that in the case of failure of the Inert Gas Plant, discharge operations should cease? 46. Is the Pre-Arrival Crude Oil Washing Check List, as contained in the approved Crude Oil Washing Manual, satisfactorily completed? 47. Is the Crude Oil Washing Check List for use before, during and after Crude Oil Washing, as contained in the approved R Crude Oil Washing Manual, available and being used? N.B.: Mooring master always to be advised of any intended valve operations on board the tanker. No valve ever to be closed in the full flow phase. Automatic tanker valve should be set for 40 seconds or more, unless tanker is discharging.

We, the undersigned, hereby confirm that the information about tanker and the Terminal contained in this checklist is accurate and correct. We have also made arrangements to carry out repetitive checks if necessary and agreed that those items with the letter ‘R’ in the column ‘Code’ shall be re-checked, logged, and reported to the Loading Master at intervals not exceeding ______ hours. Master’s name: Signature: Stamp: Date: Time: Loading Master’s name: Signature: Date: Time:

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Master’s name: Signature: Stamp: Date: Time:

Loading Master’s name: Signature: Date: Time:

Master’s name: Signature: Stamp: Date: Time:

Loading Master’s name: Signature: Date: Time:

Master’s name: Signature: Stamp: Date: Time:

Loading Master’s name: Signature: Date: Time:

Master’s name: Signature: Stamp: Date: Time:

Loading Master’s name: Signature: Date: Time:

Master’s name: Signature: Stamp: Date: Time:

Loading Master’s name: Signature: Date: Time:

Master’s name: Signature: Stamp: Date: Time:

Loading Master’s name: Signature: Date: Time:

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TANKER STANDARD MESSAGE
(Please answer ALL questions)
The following information is required prior to Acceptance to load/ discharge cargo at the Butinge Terminal SPM. A legible copy of the forecastle Plan, clearly showing the proposed lead from the Panama Fairlead, via the Chain Stopper to the winch drum, must accompany this questionnaire. This Plan must be endorsed with the ship owner’s/ship’s stamp, dated and signed by a Person of authority to acknowledge that the Plan is accurate and all equipment shown is fully operational. An approved copy of the Plan and filled-in questionnaire must be sent by the Master of the tanker at least 24 hours prior to arrival at the Butinge Terminal anchorage. 1. a. Name of Tanker b. Vessel IMO (LRS) Number c. Vessel MMSI Number 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. Flag & Port of Registry INMARSAT No. Owners Charterers (current voyage) Name of Master Classification Society Is the vessel currently and for the duration of the voyage a member of the International Tanker Owners Pollution Federation Ltd.? Does the vessel have a valid Civil Liability Convention certificate on board which may be inspected at the Terminal? Does the vessel have the maximum (currently $700 million) P&I Club Insurance for oil pollution liability with a P&I Club within the International Group of P&I Clubs? Name of the P&I Club insuring the vessel. Year vessel was built. Is the Tanker an ‘OBO’ type? YES NO YES YES YES NO NO NO Captain

14. 15. 16. 17. 18. 19. 20.

If an OBO, please state type and date of last three cargoes. Double hull/sides Date of last dry-dock. Summer DWT/Re-measured Summer DWT (Maximum) Gross Tonnage. Net Tonnage. Engine Size & Type. Is vessel fitted with a Bow Thruster? YES NO YES NO

21. 22.

Length Overall. Distance Bow to Manifold. Distance Bow to Bridge.
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23. 24. 25. 26. 27. 28.

Diameter of manifold lines (mm or inches). Does manifold equipment conform to OCIMF Guidelines? Reducers and sizes carried. Arrival Draught. (Trim MUST NOT exceed 3 metres.) Sailing Draught Quantity of Cargo to load/discharge in Cubic Meters Grade of cargo to discharge API and average temperature Quantity of free water YES NO

29.

Does AKD stopper conform to OCIMF Guidelines and is suitable to accept a 76mm chafe chain. Distance between bow fairlead and chain stopper in meters. Distance between ship side and manifold 12” connection

YES

NO

30. 31. 32. 33. 34. 35.

Are cargo tanks fully inerted? Closing time of the manifold valves. Is oxygen level in cargo tanks less than 8% and H2S level in cargo tanks less than 10ppm? Maximum loading/ discharging rate in cubic hour/hour. Do the segregated ballast tanks contain North Sea and/or Baltic Sea water? As the Butinge Terminal has no ship generated waste and cargo residues receiving facilities (se also Butinge Terminal SPM Port Information Book Item 1.4.1), is the storage capacity for oil and oily mixtures from ship’s machinery space wastes oil tanks less than 25% of the storage tank capacity? The Master should send a receipt in support of which he can demonstrate compliance with these requirements.

YES

NO

YES

NO

YES

NO

When berthing to SPM, and if possible to do so, provision is to be made to haul pick up line (attached to mooring chain) onto a mooring wire storage drum. This will require the mooring wire usually stored in this position to be removed from its normal position. Please ensure that all crewmembers understand and comply with pollution regulations. Principal pollution causes are leaking sea valves, overboard discharge valves and cargo or bunker overflows. We recommend sea valves, overboard discharges and bilge discharges are checked tight. Prior arrival cargo and bunkering procedures should be reviewed with the Chief Officer and Chief Engineer. All scuppers to be plugged. WARNING: Butinge Terminal Management, Klaipeda State Sea Port Authority, and state institutions of the Republic of Lithuania closely monitor impact of all offshore operations on the environment. Company reserves the right to cease all operations and remove the Tanker from the berth if, in the Company’s opinion, there is continued or blatant disregard of anti-pollution requirements. Any Tanker involved in a pollution incident will not be released from the Butinge Terminal until the matter has been satisfactorily resolved. In such events the Company shall not be liable for any demurrage, loss, claims or demands resulting from or relative to any such actions. All costs involved in monitoring and “clean up” of pollution or any other claims or requirements related to pollution will be attributed to the ship in addition to any fine, which Authorities of the Republic of Lithuania may impose. Hereby I confirm that I have reviewed and I agree with all the conditions of the Terminal use, set out in the Butinge Terminal SPM Port Information Book, and that all information herein is accurate and correct: Master

(name, last name, signature, ship stamp, date)
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Mooring at an SPM

SEQUENCE 1

SEQUENCE 2

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Tanker Hose Connection

SEQUENCE 1

SEQUENCE 2

SEQUENCE 3

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Required Pilot Boarding Arrangements

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UNITED KINGDOM STANDARD CONDITIONS FOR TOWAGE AND OTHER SERVICES (REVISED 1986)

1. (a) The agreement between the Tugowner and the Hirer is and shall at all times be subject to and include each and all of the conditions hereinafter set out. (b) For the purpose of these conditions: — (i) "towing" is any operation in connection with the holding, pushing, pulling, moving, escorting or guiding of or standing by the Hirer's vessel and the expressions "to tow", "being towed" and "towage" shall be defined likewise. (ii) "vessel" shall include any vessel, craft or object of whatsoever nature (whether or not coming within the usual meaning of the word "vessel") which the Tugowner agrees to tow or to which the Tugowner agreed at the request, express or implied, of the Hirer, to render any service of whatsoever nature other than towing. (iii) "tender" shall include any vessel, craft or object of whatsoever nature which is not a tug but which is provided by the Tugowner for the performance of any towage or other service. (iv) The expression "whilst towing" shall cover the period commencing when the tug or tender is in a position to receive orders direct from the Hirer's vessel to commence holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to pick up ropes, wires or lines, or when the towing line has been passed to or by the tug or tender, whichever is the sooner, and ending when the final orders from the Hirer's vessel to cease holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to cast off ropes, wires or lines has been carried out, or the towing line has been finally slipped, whichever is the later, and the tug or tender is safely clear of the vessel. (v) Any service of whatsoever nature to be performed by the Tugowner other than towing shall be deemed to cover the period commencing when the tug or tender is placed physically at the disposal of the Hirer at the place designated by the Hirer, or, if such be at a vessel when the tug or tender is in a position to receive and forthwith carry out orders to come alongside and shall continue until the employment for which the tug or tender has been engaged is ended. If the service is to be ended at or off a vessel the period of service shall end when the lug or tender is safely clear of the vessel or, if it is to be ended elsewhere, then when any persons or property of whatsoever description have been landed or discharged from the tug or tender and/or the service for which the tug or tender has been required is ended. (vi) The word "tug" shall include "tugs", the word "tender" shall include "tenders", the word "vessel" shall include "vessels", the word "Tug-owner" shall include "Tugowners" and the word "Hirer" shall include "Hirers". (vii) The expression "tugowner" shall include any person or body (other than the Hirer or the owner of the vessel on whose behalf the Hirer contracts as provided in Clause 2 hereof} who is a party to this agreement whether or not he in fact owns any tug or tender, and the expression "other Tugowner" contained in Clause 5 hereof shall be construed likewise. 2. If at the time of making this agreement or of performing the towage or of rendering any service other than towing at the request, express or implied, of the Hirer, the Hirer is not the Owner of the vessel referred to herein as "the Hirer's vessel", the Hirer expressly represents that he is authorized to make and does make this agreement for and on behalf of the owner of the said vessel subject to each and all of these conditions and agrees that both the Hirer and the Owner are bound jointly and severally by these conditions. 3. Whilst towing or whilst at the request, express or implied, of the Hirer, rendering any service other than towing, the master and crew of the tug or tender shall be deemed to be the servants of the Hirer and under the control of the Hirer and/or Ms servants and/or his agents, and anyone on board the Hirer's vessel who may be employed and/or paid by the Tugowner shall likewise be deemed to be the servant of the Hirer and the Hirer shall accordingly be vicariously liable for any act or omission by any such perso n so deemed to be the servant of the Hirer. 4. Whilst towing, or whilst at the request, either express or implied, of the Hirer rendering any service of whatsoever nature other than towing: — (a) The Tugowner shall not (except as provided in Clauses 4(c) and (e) hereof) be responsible for or be liable for (i) damage of any description done by or to the tug or tender; or done by or to the Hirer's vessel or done by or to any cargo or other thing on board or bei ng loaded on board or intended to be loaded on board the Hirer's vessel or the tug or tender or to any other object or property;

suffered by or made against the Tugowner and which shall include, without prejudice to the generality of the foregoing, any loss of or damage to the tug or tender or any property of the Tugowner even if the same arises from or is caused by the negligence of the Tugowner his servants or agents. (c) The provisions of Clauses 4(a) and 4(b) hereof shall not be applicable in respect of any claims which arise in any of the following circumstances:(i! all claims which the Hirer shall prove to have resulted directly and solely from the personal failure of the Tugowner to exercise reasonable care to make the tug or tender seaworthy for navigation at the commencement of the towing or other service. For the purpose of this Clause the Tugowner's personal responsibility for exercising reasonable care shall be construed as relating only to the person or the persons having the ultimate control and chief management of the Tugowner's business and to any servant (excluding the officers and crew of any tug or tender) to whom the Tugowner has specifically delegated the particular duty of exercising reasonable care and shall not include any other servant of the Tugowner or any agent or independent contractor employed by the Tugowner. (ii) All claims which arise when the tug or tender, although towing or rendering some service other than towing, is not in a position of proximity or risk to or from the Hirer's vessel or any other craft attending the Hirer's vessel and is detached from and safely clear of any ropes, lines, wire cables or moorings associated with the Hirer's vessel. Provided always that, notwithstanding the foregoing, the provisions of Clauses 4{a) and 4(b) shall be fully applicable in respect of all claims which arise at any time when the tug or tender is at the request, whether express or implied, of the Hirer, his servants or his agents, carrying persons or property of whatsoever description (in addition to the Officers and crew and usual equipment of the tug or tender) and which are wholly or partly caused by or arise out of the presence on board of such persons or property or which arise at anytime when the tug or tender is proceeding to or from the Hirer's vessel in hazardous conditions or circumstances. (d) Notwithstanding anything hereinbefore contained, the Tugowner shall under no circumstances whatsoever be responsible for or be liable for any loss of damage caused by or contributed to or arising out of any delay or detention of the Hirer's vessel or of the cargo on board or being loaded on board or intended to be loaded on board the Hirer's vessel or of any other object or property or of any person, or any consequence thereof, whether or not the same shall be caused or arise whilst towing or whilst at the request, either express or implied, of the Hirer rendering any service of whatsoever nature other than towing or at any other time whether before, during or after the making of this agreement. (e) Notwithstanding anything contained, in Clause 4(a) and (b) hereof the liability of the Tugowner for death or personal injury resulting from negligence is not excluding or restricted thereby. 5. The Tugowner shall at any time be entitled to substitute one or more tugs or tenders for any other tug or tender or tugs or tenders. The Tugowner shall at any time (whether before or after the making of this agreement between him and the Hirer) be entitled to contract with any other Tugowner (hereinafter referred to as "the other Tugowner") to hire the other Tugowner's tug or tender and in any such event it is hereby agreed that the Tugowner is acting (or is deemed to have acted) as the agent for the Hirer, notwithstanding that the Tugowner may in addition, if authorized whether expressly or impliedly by or on behalf of the other Tugowner, act as agent for the other Tugowner at any time and for any purpose including the making of any agreement with the Hirer. In any event should the Tugowner as agent for the Hirer contract with the other Tugowner for any purpose as aforesaid it is hereby agreed that such contract is and shall at all times be subject to the provisions of these conditions so that the other Tugowner is bound by the same and may as a principal sue the Hirer thereon and shall have the full benefit of these conditions in every respect expressed or implied herein. 6. Nothing contained in these conditions shall limit, prejudice or preclude in any way any legal rights which the Tugowner may have against the Hirer including, but not limited to any rights which the Tugowner or his servants or agents may have to claim salvage remuneration or special compensation for any extraordinary services rendered to vessels or anything aboard the vessels by any tug or tender. Furthermore, nothing contained in these conditions shall limit, prejudice or preclude in any way any right, which the Tugowner may have to limit his liability. 7. The Tugowner will not in any event be responsible or liable for the consequences of war, riots, civil commotions, acts of terrorism or sabotage, strikes, lockouts, disputes, stoppages or labour disturbances (whether he be a party thereto or not) or anything done in contemplation of furtherance thereof or delays of any description, howsoever caused or arising, including by the negligence of the Tugowner or his servants or agents. 8. The Hirer of the tug or tender engaged subject to these conditions undertakes not to take or cause to be taken any proceedings against any servant or agent of the Tugowner or other Tugowner, whether or not the tug or tender substituted or hired or the contract or any part therof has been sublet to the owner of the tug or tender, in respect of any negligence or breach of duty or other wrongful act on the part of such servant or agent which, but for this present provision. K would be competent for the Hirer so to do and the owners of such tug or tender shall hold this undertaking for the benefit of their servants and agents. 9. (a) The agreement between the Tugowner and the Hirer Is and shall be governed by English Law and the Tugowner and the Hirer hereby accept, subject to the proviso contained in sub-clause (b) hereof, the exclusive jurisdiction of the English Courts (save where the registered office of the Tugowner is situated in Scotland when the Agreement is and shall be governed by Scottish Law and the Tugowner and the Hirer hereby shall accept the exclusive jurisdiction of the Scottish Courts). (b) No suit shall be brought in any jurisdiction other than that provided In subclause (a) hereof save that either the Tugowner or the Hirer shall have the option to bring proceedings in rem to obtain the arrest of or other similar remedy against any vessel or property owned by the other party hereto in any jurisdiction where such vessel or property may be found.

(ii) L oss of the tug or tender or the Hirer's vessel or of any cargo or other thing on board or being loaded on board or intended to be loaded on board the Hirer's vessel or the tug or tender or any other object or property;

(iii) any claim by a person not a party to this agreement for loss or damage of any description whatsoever; arising from any cause whatsoever, including (without prejudice to the generality of the foregoing) negligence at any time of the Tugowner his servants or agents, unseaworthiness, unfitness or breakdown of the tug or tender. Its machinery, boilers, towing gear, equipment, lines, ropes or wires, lack of fuel, stores, speed or otherwise and (b) The Hirer shall (except as provided in Clauses 4(c) and (e) be responsible for, pay for and indemnify the Tugowner against and in respect of any loss or damage and any claims of whatsoever nature or howsoever arising or caused, whether covered by the provisions of Clause 4(a) hereof or not.

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AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

TIME SHEET
M. T.: Tanker Owners: Cargo: R. E. B. C. O. Flag: Lift No.: Page 1 of

Date

Time

Operations End of Tanker’s sea passage. Notice of Readiness tendered. Tanker anchored. Anchor aweigh. Pilot on board.
Mooring and hose equipment on board.

Commence mooring. Complete mooring. Tug fast aft. Commence hose connection. Complete hose connection.
Notice of Readiness received/accepted. Commence loading / discharging.

Complete loading / discharging. Commence hose disconnection. Hoses disconnected.
Let go tug. Commenced unmooring.

Tanker unmoored. Cargo figures passed / received.
Pilot disembarks.

Tanker sails.

Master’s name: Signature: Stamp:

Loading Master’s name: Signature:

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AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

TIME SHEET
M.T.: Tanker Owners: Cargo: R. E. B. C. O. Flag: Lift No.: Page 2 of

Date

Time

Operations

Master’s name: Signature, date/time: Stamp:

Loading Master’s name: Signature, date/time:

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AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

CARGO OPERATIONS RECORD
PLEASE COMPLETE (2) TWO HOURLY

M.T.: Shipper/ Receiver: Approx. A.P.I.: Requested loading / disharging rate :

Date/Time: Maximum loading/disharging rate: 5,700 M3/hr. Approx. B.S&W.:
Loading or Discharging

Before cargo operation the Loading Master, the tanker’s crewmembers and the Butinge Terminal Control Room supervisors should adjust the clocks for correct timing. TIME CARGO LOADED TOTAL CARGO LOADED TEMP. IN TANK

Master’s name: Signature: Stamp:

Loading Master’s name: Signature:

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AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

LETTER OF PROTEST

BUTINGE terminal Date: Time: MASTER OF TANKER:

During your Tanker’s visit to the Butinge Terminal, the incident and/or deficiency noted below occurred and is being brought to your attention for appropriate action.

You and your Tanker will be held responsible, without limitation, for any and all losses and damages resulting from the above action and/or noted deficiencies. Please acknowledge receipt by signing this notice. Loading Master’s name: Signature: Stamp:
RECEIPT ACKNOWLEDGED:

Master’s name: Signature, date/time: Stamp:

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AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

POLLUTION NOTICE

BUTINGE terminal Date: Time: MASTER OF TANKER.

At __________ on _________________, while your Tanker was loading / deballasting at the Butinge Terminal, oil / dirty ballast was discharged into the sea. AB Mazeikiu Nafta will employ all reasonable means to clean up the oil and to mitigate any damages caused by such pollution but only as a contractor acting on behalf of your Tanker or her Owner. You will be advised of the steps taken and the actual or expected cost thereof. Please acknowledge receipt by signing this notice. Loading Master’s name: Signature: Stamp:
RECEIPT ACKNOWLEDGED:

Master’s name: Signature: Stamp:

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AB MAZEIKIU NAFTA BUTINGE TERMINAL SPM PORT INFORMATION BOOK

ISGOTT REGULATIONS WHILE TANKER IS AT SPM AUTHORIZED

SMOKING AREA
By the order of the Tanker Master, during tanker’s stay at the SPM authorized smoking rooms are:

Master: Signature, date/ time: Stamp:

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