CABINDA GULF OIL COMPANY LIMITED - Bolloré Ports 0 Sahna LPG Terminal... · CABINDA GULF OIL COMPANY LIMITED ... of ‘The Tanker Safety Guide Liquefied gases ... and the ICS/OCIMF

Created on 5/7/05 Last updates March 2012

CABINDA GULF OIL COMPANY LIMITED

CABINDA TERMINALS

SANHA LPG BERTH INFORMATION REGULATIONS

& CONDITIONS OF USE

Amended on March 2012

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CABINDA TERMINALS

SANHA LPG F.P.S.O. BERTH INFORMATION

REGULATIONS

AND

CONDITIONS OF USE


C.P.2950

L U A N D A

REPUBLIC OF ANGOLA

March 2012


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CONTENTS

Acknowledgement of Receipt of ‘Cabinda Terminals SANHA LPG Berth Information, Regulations and Conditions of Use’ Booklet.

Terminal Information and Regulations PART 1 - CONDITIONS OF ENTRY INTO AND USE OF CABINDA TERMINALS

SANHA LPG BERTH, CABINDA, ANGOLA.

Receipt and Acceptance of Conditions of Use

PART 2 - TERMINAL INFORMATION

2.1 General 2.2 Sanha LPG berth 2.3 Environmental Conditions 2.4 Communications 2.5 Cargo Information 2.6 Export Vessel-Sanha LPG FPSO/Shore Terminal Communication 2.7 Approach to the Anchorage/Pilot Boarding Area 2.8 Arrival at Pilot Station/Anchorage 2.9 Pilotage 2.10 Mooring/Unmooring Arrangements 2.11 Hose Handling 2.12 Loading procedures for Export LPG carriers 2.13 Conditions of acceptance for loading 2.14 LPG Carriers Safety Inspection 2.15 Bunkers and Fresh Water 2.16 Agency 2.17 Ship Requirements

PART 3 - TERMINAL SAFETY REGULATIONS

3.0 Safety Regulations 3.1 Safety Requirements 3.2 Safety Check List 3.3 Emergency Procedures 3.4 Operating Procedures 3.5 Inert Gas System 3.6 Fire Precautions 3.7 Conditions to be Observed on Board the Export Vessel during

Transfer/Deballasting Operations 3.8 Smoking 3.9 Matches and Lighters 3.10 Portable R/T Sets, Lamps and Hand Lamps 3.11 Movement of Tugs, Workboats and Other Craft 3.12 Repair Work


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3.13 Prevention of Sparking Excessive Smoke 3.14 Galley Stoves and Other Cooking Equipment 3.15 Transmitting Aerials 3.16 Unused Connections 3.17 Avoidance of Oil Pollution 3.18 List/Trim 3.19 Breakdown of Communications 3.20 Emergency Escape 3.21 Radar-Satellite Communication Terminals/Closed Circuit Television 3.22 Conditions Requiring Immediate Action 3.23 Emergency Contingency Plan 3.24 Personnel Basket Transfers

PART 4 - ISPS CODE AND TERMINAL SECURITY REGULATIONS

4.0 Communication prior to arrival 4.1 Communication upon arrival and while at Malongo anchorage area

Appendix 1

Chart of Terminal Area


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CABINDA TERMINALS – SANHA LPG Berth TO THE MASTER

LPG/C __________________________________ DATE___________________________

A copy of the ‘Cabinda Terminals SANHA LPG Berth Information, Regulations and Conditions of Use’ booklet is enclosed for your guidance.

You are requested to study this booklet and acquaint your crew with the regulations in force at our terminals.

Cabinda Gulf Oil Company Ltd. (CABGOC) Mooring Masters will be onboard your vessel throughout the period your vessel is in the berth and are empowered to cease operations should there be any contravention of the regulations.

CABINDA GULF OIL COMPANY

By: ________________________

Mooring Master

ACKNOWLEDGEMENT:

I, Captain …………………………………………………

Being Master of Lpg/c …………………………………….

Hereby accept on behalf of my Owners, Charterers and Operators the Conditions laid down in the Cabinda Terminals SANHA LPG Berth Information, Regulations and Conditions of Use Booklet.

____________________

(Signature) Master

Date: ____________________ Time _______________


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CABINDA TERMINALS – SANHA LPG BERTH

TERMINAL INFORMATION AND REGULATIONS Part 1 - Conditions of Entry Into and Use of Cabinda Terminals (inclusive of SANHA LPG -

Berth). Part 2 - Terminal Information Part 3 - Terminal Safety Regulations. Part 4 – ISPS Code and Terminal Safety Regulations. While the information is intended to acquaint Owners, Operators, Masters of vessels, and Purchasers of LPG with the general conditions, facilities and services, normally to be found at the Cabinda Terminals, which are operated by Cabinda Gulf Oil Company (CABGOC), such information is provided without any guarantee or warranty as to its accuracy or completeness.

Further, this information does not supersede or replace any information, laws, or regulations contained in any official publications with respect to the waters and areas to which it pertains. Reference should be made to the appropriate publications of the Admiralty / Hydrographic Office, and official charts, when seeking specific navigational information.

Shipboard operations at this terminal shall be conducted in accordance with the current recommendations of ‘The Tanker Safety Guide Liquefied gases (ICS), Liquefied Gas handling Principles on Ships and in Terminals (SIGTTO) and the ICS/OCIMF ‘Ship to Ship Transfer Guide (Liquid Gases)’.

In all circumstances the Master of the export vessel shall remain solely responsible for the safety and safe navigation of his vessel and for compliance with all applicable laws, rules and regulations.


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CABINDA TERMINALS

PART 1 - CONDITIONS OF ENTRY INTO AND USE OF THE PORT

1. All services, facilities and assistance provided by, or on behalf of, ‘Cabinda Gulf Oil Company Limited’ (COMPANY) in, or in connection with, the Port, whether or not any charge is made by the COMPANY, therefore are provided subject to all applicable laws, By-Laws and Harbor Regulations, Safety Regulations, and Towage Conditions in force and to the following conditions.

2. Neither the COMPANY nor its servants, agents or contractors, (in whatever capacity they may be acting), shall be responsible for any loss, injury, damage or delay, from whatsoever cause arising, whether directly or indirectly in consequence of any assistance, advice or instructions whatsoever given or tendered in respect of any vessel, whether by way of tugs, pilotage or berthing services, the provision of navigational facilities including buoys or other channel markings or otherwise howsoever. In all circumstances the master of any vessel shall remain solely responsible on behalf of his Owners for the safety and proper navigation of his vessel.

3. While the COMPANY takes every care to ensure that the berths, premises, facilities, property, gear, craft and equipment provided by the COMPANY are safe and suitable for vessels permitted or invited to use them, no guarantee of such safety or suitability is given, and the COMPANY shall not be responsible (or liable for any contribution) with respect to any loss, injury, damage or delay of any sort that may be sustained whether directly or indirectly by or occurring to any vessel or her Owners or her crew or cargo or any part thereof, (whether such cargo is on board or in the course of loading or discharging) by whomsoever and by whatsoever cause such loss, damage or delay is occasioned and whether or not it is due in whole or in part to any act, neglect, omission or default on the part of any servant, agent or contractor of the COMPANY or by any fault or defect in any berths, premises, facilities, property, gear, craft or equipment of any sort of the COMPANY or its servants, agents or contractors.

4. The COMPANY will not be responsible for any loss, damage or delay directly or indirectly caused or contributed to by or arising from strikes, lock-outs or labor disputes or disturbances whether the COMPANY or its servants, agents or contractors are parties thereto or not.

5. If in connection with, or by reason of the use by any vessel of, any berth or of any part of the COMPANY’s premises, or of any gear or equipment provided by, or on behalf of, the COMPANY or of any craft or any other facility or property, of any sort whatsoever, belonging to or provided by or on behalf of the COMPANY any damage is caused to any such berth, premises, gear or equipment, craft or other facility or property, from whatsoever cause such damage may arise, and such damage has not been caused by the sole negligence of the COMPANY or of its servants, agents or contractors, in such event the vessel and the Owner shall hold the COMPANY harmless from and indemnified against all relevant damage and against all loss sustained by the COMPANY consequent thereon.


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For the purpose of this Clause 5, the actions of COMPANY-supplied personnel providing assistance to the vessel, including but not limited to, pilotage, tugs and workboats, berthing services, and general support of the loading operations, are deemed to be actions of the vessel and Owner.

6. The vessel and her Owners shall hold the COMPANY and its servants, agents and contractors harmless from and indemnified against the following, provided that such damage has not been caused by the sole negligence of the COMPANY or of its servants, agents or contractors:

(a) All and any actions, claims, damages, costs, awards and expenses arising whether directly or indirectly out of any loss, damage, injury or delay of whatsoever nature occasioned to any third party or any vessel (her Owners and crew) and caused or contributed to whether directly or indirectly by the vessel or any part thereof or by any substance or any other servant or agent of the Owners.

(b) All or any damage, injury, delay or loss of whatsoever nature occasioned to the COMPANY or its servants and cause or contributed to whether directly or indirectly by the vessel or any part thereof or by any other servant or agent of the Owners.

(c) For the purpose of this Clause 6, the actions of COMPANY-supplied personnel providing assistance to the vessel, including but not limited to, pilotage, tugs and workboats, berthing services, and general support of the loading operations, are deemed to be actions of the vessel and Owner.

Notwithstanding any other provisions in these Conditions, each party acknowledges and agrees that neither party shall by entering into these Conditions waive or be deemed to waive any right it may have to limit liability in accordance with any applicable law.

Subject to the foregoing, nothing herein shall limit the COMPANY’s rights to recover from the Vessel under the Hazardous and Noxious Substances convention when it comes into effect in the United Kingdom or Angola. .

These Conditions shall be construed according to the laws of England, without regard to its choice of law rules and the COMPANY and the vessel and her Owners, (hereinafter collectively “Parties”) shall submit to the jurisdiction of the English Courts. A person who is not a Party to these Conditions has no right under these Conditions (Right of Third Parties Act 1999) to enforce any terms of these Conditions. Nothing in these Conditions, express or implied, shall entitle any person other than the Parties to any claim, cause of action, remedy or right of any kind.


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R E C E I P T

ACKNOWLEDGEMENT:

I, Captain …………………………………………………

Being Master of “SS/MV” …………………………………….

Hereby accept on behalf of my Owners, Charterers and Operators the Conditions laid down in the Cabinda Terminals “SANHA LPG Berth Information, Regulations and Conditions of Use Booklet”.

____________________ (Signature) Master

Date_____________________Time………………


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PART 2 - TERMINAL INFORMATION

2.1 GENERAL

Vessels loading at the Cabinda Terminals must comply with the latest SOLAS, STCW, MARPOL Conventions and Protocols, ISPS Code and Cabinda Terminals SANHA LPG Berth Regulations.

Vessels which are found to be seriously deficient in any way will be refused permission to berth or load.

All vessels are warned to approach the Cabinda Terminals with extreme caution as drilling and survey work are proceeding on a continuous basis.

The national flag of the Republic of Angola shall be permanently displayed by vessels at the Cabinda Terminals both day and night.

2.2 SANHA LPG BERTH (a) Location Sanha LPG Terminal is an LPG export facility operated by Cabinda Gulf Oil Company. Refrigerated Propane and Butane is stored in the storage tanker ‘SANHA LPG FPSO’ (maximum capacity 135,000 cubic meters), and is transferred to the export vessel in an alongside, ship-to-ship offloading operation.

The FPSO is located in a depth of about 60 meters of water in position:

Lat. 05 38.2 S Long. 011 51.2 E

(b) Capacity

The Terminal will accept export vessels up to 85,000 Cubic meters and up to the same dimensions as the SANHA LPG FPSO:

LOA 230 Metres

Beam 49 Metres

Draft 13.0 Metres (no limit)

Molded Depth 29.3 Metres

(c) Navigational Aids

The ‘SANHA LPG FPSO is fitted with a Racon transmitting the Morse code ‘Q’.

In addition a white omni-directional flashing light on the bow and stern of the FPSO transmitting the Morse code letter “U”.


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2.3 ENVIRONMENTAL CONDITIONS

The rainy season begins in the middle of October and extends to the end of April. During this season, and particularly between December and April, local thunderstorms accompanied by heavy rain can be experienced for periods of 3 to 4 hours. Sudden squalls with wind gusts of 75 knots can also be experienced. Waves of 10 to 15 feet can be experienced during these periods. Wind speeds are generally not significant (less than 20 knots); strongest winds can be expected from the southwest quadrant. During the dry season, generally from May to September, (locally called ‘Cacimbo’), a southwesterly swell affects the area, the long swell occasionally exceeds 10 to 15 feet in height.

The prevailing current sets northwest to north-northwest and may exceed three knots. Current in the Cabinda area is affected by Zaire River tidal flow, as well as heavy rain over the surrounding land area. Thus, particularly during the dry season, current setting to the south-southwest can be experienced.

IN VIEW OF THE FOREGOING, MASTERS OF VESSELS CALLING AT THE CABINDA TERMINALS ARE ADVISED THAT UNDER NO CIRCUMSTANCES ARE ENGINE REPAIRS OR THE IMMOBILIZATION OF MAIN ENGINES PERMITTED WITHIN THE LIMITS OF THE TERMINALS.

2.4 COMMUNICATIONS Vessels bound for the Sanha Terminal are required to advise their ETA:

(a) To the office of the vessel’s agent in Cabinda who will pass the information to Cabinda Gulf Oil Company (CABGOC) at Malongo. (b) Send by e-mail to the Cabgoc Marine Operation Team Leader at [email protected]. Phone number through the U.S. is 1-925-842-1111 and ask for Malongo ext. 2775.

The Marine Operation Team Leader will provide all pertinent information to the arriving export tanker via e-mail Required Information

ETA messages are to be sent 7 days, 72 hours, 48 hours and 24 hours for LPG vessels before arrival at the terminal and should contain the following information:

A. Name of vessel. B. ETA in UTC (Angola time is UTC + 1 hour). C. Name of Master. D. Estimated arrival draft, fore and aft, and displacement. E. If vessel proceeding to any port (s) prior to Malongo, and if so, any

delays anticipated. F. Quantity of cargo required and any special requirements. G. Vessel’s Inmarsat phone, fax number and e-mail address.

mailto:[email protected]�


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H. Any defects in the vessel or equipment affecting maneuverability, cargo handling or performance.

I. Whether her cargo Tanks are cooled and ready to receive Cargo J. Parallel Body measurement.

Additional information

a) Quantity of cargo to be loaded and bulk loading rate requested without use of vapor return line.

b) Loading Rate requested using vapor return line c) Number and size of vapor and liquid manifold connections. d) Temperature and pressure of each tank and set point of (safety relief

valves on arrival). e) Details of previous three cargoes carried. f) If vapor return required advise details of last five cargoes carried.

VHF Facility For short range communications, a VHF system is available. A Twenty-four hour watch is maintained on VHF Ch. 16 and 69.

Call sign is ‘SANHA CONTROL’.

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2.5 CARGO INFORMATION

SANHA LPG Products

SANHA LPG Products will be Refrigerated Propane, Refrigerated Butane and Pressurized Butane.

Ref. Propane (Sp. Gr. 0.510 – 0.520 at 15C) will be transferred at approx. -390 C.

Ref. Butane (Sp. Gr. 0.570 – 0.580 at 15C) will be transferred at approx. -60 C Pressurized Butane will be transferred at approx. zero to +5 degree C.

Advice on gravities and loading temperature will be provided to export vessels prior to the commencement of loading. In the case of LPG vessels, the final official gravity will be available as soon as practicable and usually 2 to 3 hours prior to anticipated completion of loading.

2.6 EXPORT VESSEL - SANHA LPG FPSO COMMUNICATIONS

For vessels moored at ‘SANHA’s LPG Berths’, communication with SANHA LPG FPSO will be maintained by VHF radio equipment provided by Mooring Master. Channels available will be 73A and 91.


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2.7 APPROACH TO THE ANCHORAGE / PILOT BOARDING AREA. Normally all communications are with the Malongo Marine Operation Team Leader via e-mail.. When within VHF communication range the Master of the export tanker should ascertain berthing prospects from the Marine Operation Team Leader. Should it be necessary to anchor, then the vessel should proceed to the recommended tanker anchorage (see BA NM 3307/04) which is defined by coordinates:

A. 05 27.0 S 011 54.0 E

B. 05 27.0 S 011 57.0 E

C. 05 29.0 S 011 54.0 E

D. 05 29.0 S 011 57.0 E

FOR ANY VESSEL, ANCHORING IN ANY OTHER AREA WITHIN THE TERMINAL’S LIMITS IS PROHIBITED UNLESS SPECIAL CLEARANCE IS RECEIVED FROM MALONGO TERMINAL.


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2.8 ARRIVAL AT PILOT STATION / ANCHORAGE AREA.

Means of access to vessels by the CABGOC Mooring Master shall be provided in accordance with the requirements of SOLAS, and early advice will be given by CABGOC Mooring Master regarding which side of the vessel access should be provided.

At night the access area shall adequately illuminated to provide for the approach and boarding of the Mooring Master, Government Officials and for CABGOC representatives.

The ‘Conditions of Entry’ and ‘Use of Cabinda Terminal and Agreement for Hiring of Tugs’ will be presented to the Master of the export vessel and shall be signed by the Master on behalf of himself, the vessel and vessels Owners prior to departure from the Pilot Station and commencement of berthing operation.

The Notice of Readiness will be “Received (Only)” between the hours of 0600 and 1600 for the SANHA LPG Berth, provided that the CABGOC representative is satisfied that the export vessel is apparently in all respects ready to moor and load.

The Notice of Readiness shall include a statement that the cargo tanks are cooled down and in all respects ready to load. ‘Acceptance’ is subject to laboratory testing of the ‘heel’ or residue of product in the vessels cargo tanks / lines.

Where a vessel arrives with the cargo tanks under inert gas and requires to load a purge & coolant parcel then Notice of Readiness will have to be re-tendered on completion of the cool down and tank conditioning.

Notice of readiness will not be accepted during a period when berthing is suspended on account of adverse weather conditions or, when an export vessel arrives prior to the date upon which it is nominated to load.

Notwithstanding the foregoing paragraph, in no event shall a Notice of Readiness, whether previously accepted or not, be valid or binding on the Terminal unless, and until such time as, the export vessel herself, together with her tanks and equipment are in fact, in every respect in the proper condition and the vessel operationally ready to receive the nominated cargo.

2.9 PILOTAGE PILOTAGE IS COMPULSORY

The Mooring Master will board the vessel at the anchorage area or at Sanha Pilot boarding ground.

All maneuvering of vessels within Cabinda Terminal mooring areas shall only be undertaken in accordance with the advice of the CABGOC Mooring Master, subject to the understanding that, in all cases the Master of the vessel being maneuvered shall remain solely responsible for his vessel, as well as for it’s safety and proper maneuvering, on behalf and the vessel’s Owners.

The CABGOC Mooring Master will remain on board the export vessel throughout her stay in berth to coordinate transfer operations. He shall be provided with suitable Officer’s Standard’ accommodation on board the export vessel.

The services of a Mooring Master are provided upon the express understanding and condition that, when a Mooring Master is assigned to an export vessel by


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CABGOC for the purpose of assisting such vessel, he becomes for the purposes of, and throughout that operation, the effective servant of the Master / Owners of the export vessel. CABGOC shall not be liable for any damage, loss or injury, which may result from the advice or assistance given or made by such Mooring Master while aboard, or in the vicinity of, such vessel.

2.10 MOORING/UNMOORING ARRANGEMENTS Export vessels will only be moored during daylight hours. Berthing will not be carried out when visibility is impaired by fog.

All wire ropes must be equipped with Nylon (or equivalent) tails.

The mooring will follow a mooring plan which will be agreed between the CABGOC Mooring Master, the Master of export vessel and the SANHA FPSO OIM

At SANHA LPG Terminal, fendering between the two vessels for the alongside operation, consists of five Yokohama fenders (size 3.3 x 6.5 meters at water line level), one suspended anti-collision foam fender (2.4 x 4.8 m), in the area of the export tanker forecastle and five or more suspended secondary fenders (1.2 x 2 m) strategically positioned close to the tank deck level.

2.11 HOSE HANDLING

SANHA Propane and Butane Export

STARBOARD SIDE

On the starboard side of the SANHA LPG FPSO there are 2 x 12” cryogenic liquid hoses, and 1 x 8” vapour return hoses.

Manifold configuration from fwd is : L – V – V – L

It will be the responsibility of the export vessel to provide crew and to cooperate with SANHA FPSO personnel in making the connection of the two hoses to the manifold.

Hose connecting teams, surveyors and port officials are transferred from the FPSO by way of personnel basket transfer. All safe working practices associated with this type of transfer must be adhered to.

The export vessel must have a dedicated landing area, clearly marked, free from obstructions and clearly visible to the crane operator.

Crew members must be standing by to receive the personnel basket before such transfer can begin. A responsible person should be designated as signalman. He should wear a high visibility jacket to indicate to all personnel involved in the basket transfer that he is the dedicated signalman. If required a high visibility jacket can be provided by the Mooring Master. Communications should be established by way of portable VHF with the FPSO crane operator and deck crew. Such VHF can be provided if required by the Mooring Masters to establish communications with the FPSO crane driver


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The export tanker should be able to present 2 x 12 in. 150 ASA flanges and 1 x 8 in. 150 ASA flanges at her manifolds for connection of hoses dependant upon manifold arrangement and quantity and grade to be loaded.

Each hose string will have, at each end, a butterfly valve to allow for rapid disconnection without the need for purging.

During normal operation, at the end of the cargo transfer, draining/purging of cargo hoses may be performed.

The SANHA LPG FPSO is equipped on her starboard side with two 10 ton hydraulic ‘Knuckle Boom’ type hose handling cranes.

Each 12” inch hose will have a maximum flow rate of 3150 cubic meters/Hr.

Each 8” inch vapor hose will have a maximum flow rate of 1400 cubic meters/hr. The export vessel shall be responsible for the safe handling of vapors generated during loading.

If acceptable to the FPSO Superintendent, after having tested the vapor of the export tanker cargo tanks, some excessive vapors generated during the loading may be returned to the FPSO to achieve the agreed loading rate. Cargo venting to atmosphere whilst alongside the FPSO is prohibited except under urgent circumstances. Controlled venting to atmosphere is only to take place in agreement with CABGOC, the FPSO cargo superintendent and only to prevent cargo tank safety valves from opening/releasing gases to the riser.

PORT SIDE

While the starboard side is the preferred side for exporting Propane and Butane in bulk, the SANHA LPG FPSO can also perform SBS offloading operations on the Port side.

The FPSO will present two 12 inch hoses for liquid cryogenic LPG products. Each hose flow rate of 2750 cubic meters max. No vapor return hoses will be available from the Port side. The export tanker will have to present 2 x 12 inch 150 ASA flanges for hose connection. One 10 ton hydraulic knuckle boom type hose handling crane will be available on the port side.

LUANDA R-LPG EXPORT

Larger ‘Luanda LPG’ tanker with sufficient freeboard and able to use the primary fenders on SANHA LPF FPSO starboard side, may berth on this side. In addition to the hose arrangement for the export of refrigerated Propane and Butane, a pressurized six inch cargo hose will also be available with a 6 inch 300 ASA flange..

Small ‘Luanda LPG’ tankers will berth on the SANHA LPG FPSO port side, always using their starboard side alongside.

Six primary Yokohama fenders 6 x 12’ feet size, are positioned on the SANHA LPG FPSO port side.

Product will be transferred via one 6 in. flexible hose. A total length of 4 x 25’ feet hoses will be used, permitting 20’ of the transferring hose to rest on the export


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tanker to absorb all abnormal movement between the vessels. A butterfly valve will be fitted to the ‘export vessel’ end of the hose to allow liquid to boil off. Draining/purging will therefore not be necessary. Vapor return is not available.

Cargo will be delivered at ‘requested temperature’ by using a cargo heater on the SANHA LPG FPSO. Loading rates are up to a max of 750 cubic meter/hr. Export tankers should be able to accommodate a 6”inch, 300 ASA hose flange. A hydraulic knuckle boom crane is located on each side and aft of the manifolds for the purpose of transferring personnel between the ships for hoses handling.

2.12 LOADING PROCEDURES FOR EXPORT LPG CARRIERS

Notice of Readiness will normally be ‘accepted’ at time of arrival when cargo hoses are connected and purged and the vessel is declared, in all respects, ready to load.

The Master of the export vessel is required to have the blank flanges removed from the vessel’s appropriate side loading manifold, (refer 2.11), before mooring in order to expedite the connection of hoses.

Notice of Readiness will not be accepted during a period when berthing is suspended on account of adverse weather, or when an export tanker arrives prior to the date upon which it is nominated to load.

Notwithstanding the foregoing paragraph, in no event shall a N.O.R. whether previously accepted or not, be valid or binding on the terminal unless and until such time as, the export vessel, her tanks and equipment, are in fact, in every respect, both operationally and in a proper condition to receive cargo.

Contract conditions for export of LPG may change from year to year, and demurrage/dispatch will be settled based on information included in the official time sheet which will be mutually agreed between all parties.

While the vessel is being cleared, the CABGOC representatives will give the Master of the export vessel written specifications concerning the anticipated loading conditions, i.e., gravity, temperature, loading rates, etc. The procedure for the discharge of ballast and the cargo transfer program will be fully agreed between CABGOC representative, the SANHA LPG FPSO Superintendent and the Master of the export tanker, before any operation is allowed to commence.

There are no facilities available to discharge excess cargo should the vessel overload. It is, therefore, imperative that the export vessel’s Master declare the tonnage he requires, prior to loading. Cargo loading is by SANHA LPG FPSO deep well pumps.

The max. loading rate for refrigerated Propane will be of 3,150 cubic meters per hour.

The max. loading rate for refrigerated Butane will be 3150 cubic meters per hour.

Refrigerated Propane and Butane can be loaded concurrently through segregated manifold and vapor return line.

Max. loading rate for Pressurized Butane (Luanda LPG) will be of 750 cubic meters per hour.


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Spot lights should be rigged on both bridge wings and on the forecastle of the export tanker to supplement the SANHA LPG FPSO deck lighting during transfer operations.

About 30 minutes before the Cargo loading is expected to be completed, the CABGOC representative shall be advised in order to coordinate the shutdown between the vessel and the SANHA LPG FPSO.

When the export vessel has completed loading the cargo, the discharging line valves on the SANHA LPG FPSO will be closed.

The two liquid hoses and the vessel’s loading piping system in use will be cleared of liquid by blowing with warm vapor at an approximate pressure of 3 KG/cm2 from the SANHA LPG FPSO. This operation is carried out and supervised by CABGOC personnel. ONLY WHEN THE CABGOC REPRESENTATIVE HAS ADVISED THAT THE LINE CLEARING OPERATION IS COMPLETE MAY THE EXPORT VESSEL’S MANIFOLD BE CLOSED. (In an emergency however, the export vessel may shut down against flow with immediate notification to SANHA LPG FPSO Control). After completion of loading operations, various documents, including bill of lading, cargo manifest, ullage report, certificate of quantity, certificate of quality, certificate of origin, and port time log, will be completed, and all such documents shall be signed by the Master of the export vessel prior to that vessel’s departure.

The official quantity and quality of the LPG delivered to the export vessel shall be determined by independent surveyor on the basis of meters and equipment on the SANHA LPG FPSO and shall be final and binding on the export vessel, it’s owners and Charterers. The number and size of LPG samples taken will be determined by CABGOC.

2.13 CONDITIONS OF ACCEPTANCE FOR LOADING

Any LPG Carrier arriving at the SANHA FPSO to load cargo will be subject to the following conditions:

a) Arriving with cargo tanks filled with air?

The SANHA LPG FPSO will not supply LPG for purging air from cargo tanks of arriving vessel, this vessel will NOT be accepted for loading.

b) Arriving with cargo tanks filled with inert gas?

Weather conditions permitting, the vessel will be taken alongside the SANHA LPG FPSO and will receive Propane and/or Butane to purge one tank and sufficient coolant in the same tank. Vessel then will be taken to anchorage where she will cool down all remaining tanks. Vessel will be taken alongside for loading only when she is fully cooled and passes inspection.

NOTE: All LPG used for purging and cooling will be measured as outage from the SANHA only. All time taken alongside for purging and cooling will not count as laytime.


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c) Arriving with LPG atmosphere in cargo tanks?

The vessel may be accepted for loading and taken alongside depending on the product to be loaded and the export tanker cargo tank pressure. The cool down will be carried out while loading.

NOTE: This procedure adds 8-10 hours to the normal loading time compared to vessels arriving with tanks fully cooled. This time will not be counted as laytime.

d) Arriving with cargo tanks fully cooled with LPG?

Upon passing inspection the vessel will be accepted for loading and taken alongside as conditions permit.

NOTE: Two vapor return connections available. Venting to atmosphere is prohibited.

Conditions of Acceptance CABGOC as operator accepts vessels on the understanding that transfer operations will be conducted safely, expeditiously, and that the berth will be vacated as soon as practicable after loading operations are completed.

CABGOC reserves the right to refuse to accept a vessel which fails to arrive with tanks cooled to the temperature appropriate to the grade of LPG to be loaded and with cargo free of any contamination.

Furthermore, CABGOC reserves the right to suspend operations and require the removal of any vessel from the berth for, but not limited to, the following:

(a) Flagrant or continuous disregard of the Cabinda Terminals Safety Regulations and Procedures.

(b) Defects in the vessel, equipment, manning or operations which, in the

reasonable opinion of CABGOC, present a hazard to the terminal, personnel or the environment.

(c) Operational performance that fails to satisfactorily utilize the available

terminal facilities and thereby, in the reasonable opinion of CABGOC constitutes an unacceptable constraint on transfer operations.

CABGOC shall not be liable for any costs incurred by a vessel, its owners, charterers or agents, as a result of a refusal to load all, or part of, a nominated shipment, delay to, or suspension of, loading or, a requirement to vacate the berth arising from this regulation or from the safety regulations given in Part 3.


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2.14 LPG Carriers Safety Inspection

As soon as possible after arrival a CABGOC/SANHA LPG FPSO representative will board the vessel in order to carry out an initial Safety Check.

A further Cargo Orientated Safety Check will be carried out after berthing and prior commencement of loading.

A CABGOC representative will draw liquid samples from all cargo tanks after completion of berthing. Analysis results will be available after approximately 2 hours and will determine export vessel acceptability for loading.

Loading will not commence until satisfactory completion of the safety check list and until all pre loading formalities have been completed.

2.15 BUNKER AND FRESH WATER

Bunkers and Fresh Water are not available at the Cabinda Terminals.

2.16 AGENCY

CABGOC does not perform any vessel agency functions. Vessels calling at the Cabinda Terminals are required to arrange their own agency representation from an agency in Cabinda.

2.17 SHIP REQUIREMENTS

All requirements of an export vessel will be handled by the vessel’s agent.

No stores of any kind are available.

Limited medical facilities are available and only in an emergency and at the expense of the Owners and operators of the Export Vessel..

Repairs will not be permitted when the export vessel is in the loading berth. Repair facilities are not readily available.

Masters are advised that shore leave is not permitted. Crew changes are only permitted in emergency situations and then only when personnel involved hold all necessary valid certificates and documents.


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PART 3 - TERMINAL SAFETY REGULATIONS

3.0 SAFETY REGULATIONS

Nothing in these regulations will relieve Masters of their responsibility in observing the normal safety, fire prevention, and security precautions. CABGOC Mooring Masters are authorized to advise and request Masters to take additional measures to ensure safe operations should circumstances so require.

CABGOC Mooring Masters are also authorized to suspend transfer operations in the event of an infringement to safety regulations or if any other hazardous situation is encountered.

The following safety regulations have been developed in an effort to reduce the possibility of an incident involving fire, explosion or other hazard.

3.1 SAFETY REQUIREMENTS

Masters will be given the CABGOC Berthing and Loading Documents by the CABGOC Mooring Masters prior to commencement of berthing operations. These include ‘Conditions of Entry’ and appropriate Safety Check Lists which require a signed acceptance by the Master BEFORE berthing can commence.

3.2 SAFETY CHECK LIST

On completion of berthing and prior to the commencement of cargo loading, the Cabinda Safety Check List will be completed following a joint inspection by the CABGOC Mooring Masters and responsible Officer. The CABGOC Safety Check List is based on the recommendations of the latest edition of the ‘International Safety Guide for Oil Tankers and Terminals’ (ISGOTT).

3.3 EMERGENCY PROCEDURES

As required by the Cabinda Terminals CONTINGENCY PLAN, the Master of the export vessel and the CABGOC Mooring Master should discuss and agree upon the action to be taken in the event of an emergency or a fire on board the export tanker or storage vessel, if applicable. This should include means of communication and emergency procedures.

3.4 OPERATING PROCEDURES

Procedures for cargo operations shall be agreed between the SANHA Cargo Superintendent and the export vessel’s Master and Chief Officer.


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3.5 INERT GAS SYSTEMS

The Inert Gas Systems, if fitted on board the Export tanker, should be operational and all the spaces that are required to be inerted by the IMO Gas Carrier Codes should be checked by the ship’s personnel prior to arrival. For Export tankers arriving with Cargo tanks filled with Inert Gas (refer to 2.13) the Oxygen content in the cargo tanks is required to be below 5 percent by volume.

3.6 FIRE PRECAUTIONS

The export vessel’s fire fighting appliances, including main and emergency fire pumps, shall be kept ready for immediate use, and pressure shall be maintained at all times on the fire main while in the berth.

Before operations commence, at least two fire hoses with jet/fog nozzles shall be laid out on the tank deck, connected to the fire main and tested as required by the CABGOC Mooring Master.

The two fire monitors immediately adjacent to the manifold should be elevated and ready for immediate use. Two portable extinguishers, preferably of the dry chemical type, shall be available in the vicinity of the manifold area.

Should a fire occur on an export vessel or, where applicable, a storage vessel, the Master or responsible ship’s officer of such vessel shall make an immediate signal by prolonged blasts on the ship’s whistle and by sounding the fire alarm, and will also place the engine on standby. All transfer operations will cease immediately, manifold valves, and hose end valves if fitted, shall be closed and cargo hoses disconnected. The export vessel shall be solely responsible for, and shall be fully capable of, fighting any fire on board without assistance from CABGOC resources.

3.7 CONDITIONS TO BE OBSERVED ON BOARD THE EXPORT VESSEL DURING TRANSFER/DEBALLASTING OPERATIONS.

(a) A responsible, English speaking ship’s officer is required to be on deck or in the control room at all times. A continuous deck watch is to be maintained to ensure moorings are carefully tended and cargo hoses are under observation at all times. (b) Towing off wires shall be made fast to bitts as far forward and as far aft as possible on the starboard side. The wires shall be in good condition, at least 1 1/8 in. (28mm) diameter, and secured with at least five turns or have the eye on the bitts. The outboard eye shall be maintained at a height of between 1 - 2 meters above sea level at all time using a small diameter heaving line for this purpose. (c) All doors, port holes or openings leading from or to the accommodation, machinery spaces and forecastle that over look the main deck, shall be kept closed..


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Cargo control room doors opening on to or above the main deck may be opened momentarily for access.

(d) All ventilators through which gas can enter accommodation or machinery spaces shall be suitably trimmed. Air conditioning units shall be stopped or operated in a recirculation mode. Window type air conditioning units shall be electrically disconnected.

(e) In the event of an emergency requiring venting of the vessel’s tanks due to overpressure, it shall take place only through the vessel’s fixed venting system. All Cargo transfer operations will be stopped immediately after such an occurrence.

(f) The vessel shall by day fly Flag ‘B’ of the International Code, and by night an all-round red light.

3.8 SMOKING

Smoking is strictly prohibited while at the berth except in designated areas which have been jointly approved by the Master and by the CABGOC Mooring Master.

Smoking notices specifying the designated smoking areas shall be exhibited in conspicuous places on board the vessel.

Where smoking is approved on vessels, approval may be withdrawn by the CABGOC Mooring Master if circumstances so warrant.

3.9 MATCHES AND LIGHTERS

The carrying of and / or use of matches and lighters is prohibited on board the export vessel while at berth except under controlled circumstances in the designated smoking areas.

3.10 PORTABLE R/T SETS. LAMPS AND HAND LAMPS

Portable R/T sets, lamps and hand lamps, or other electrical devices shall not be used unless approved and intrinsically safe.

The use of portable electric lamps and equipment on extension cords or wandering leads is prohibited in any cargo or adjacent ballast space, pumproom, hold or anywhere over the cargo forecastle, bunker compartment, hold or anywhere over the cargo tanks.

Portable domestic radios, photographic flash equipment, portable electronic calculators, tape recorders, MP3 players and any other battery powered equipment not approved as intrinsically safe must not be used on the tank deck area of either vessel or in any other place where hazardous vapors may be encountered.


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3.11 MOVEMENT OF TUGS, WORKBOATS AND OTHER CRAFTS

During transfer operations no craft shall be allowed alongside an export vessel unless with the prior approval of the CABGOC Mooring Master, agreed by the Master of the export vessel and in the knowledge of the FPSO OIM.

3.12 REPAIR WORK

A vessel when in berth shall be maintained in a state of readiness for vacating the berth under full engine power at short notice.

Therefore, no repairs will be permitted at any time while on berth

The testing of any electrical equipment, including radar, radio and domestic electrical equipment is prohibited unless the permission of the CABGOC Mooring Master has been granted.

Tank cleaning and gas freeing shall not be carried out while in the berth.

Chipping and scraping on the deck or hull will not be permitted. Hot work is strictly forbidden in any area of the export vessel.

3.13 PREVENTION OF SPARKING AND EXCESSIVE SMOKE

Soot blowing and/or excessive smoke emanating from the exhaust uptakes are prohibited and immediate steps shall be taken to eliminate any sparking from funnels/stacks.

All vessels shall be fitted with stack flame arresters

In addition to the above, while alongside, excessive smoke from the export vessel can activate the automated fire detection system on the FPSO Sanha with the possible consequence of shutting down the installation. To avoid this situation all efforts must be taken by the export vessels to minimize excessive smoke from the vessel's funnel.

Violators will suffer one or all the following : • Immediate interruption of the ongoing operation; • Notification of the violation to vessel's owners; • Any delays caused will be at the vessel's expense".

3.14 GALLEY STOVES AND OTHER COOKING EQUIPMENT

The use of galley stoves and other cooking equipment shall be permitted provided that the Master and the CABGOC Mooring Master agree their use.


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3.15 TRANSMITTING AERIALS

When a vessel is in the berth, the main transmitting equipment, including secondary/emergency transmitters, shall only be used with the approval of the CABGOC Mooring Master.

At all times antennas for such equipment should be grounded.

Satellite communications equipment may only be used with the approval of the CABGOC Mooring Master.

The use of Mobile phones anywhere on the open deck is prohibited.

3.16 UNUSED CONNECTIONS All unused cargo and bunker connections shall be properly blanked, fitted with a gasket and bolted with a bolt in every hole at the manifold.

Stern cargo pipelines (if fitted), shall be isolated forward of the aft accommodation by the blanking, or removal of a spool piece and blanking.

3.17 AVOIDANCE OF OIL POLLUTION

The pumping of engine room bilges and the disposal over side of oily waste is prohibited. Any oil spills caused whilst transferring bunkers internally must be contained on board by regulation methods

3.18 LIST/TRIM

During cargo or ballast transfer operations, excessive list or trim should be avoided. If what would be considered ‘an excessive List or Trim’ is required for any reason, the CABGOC Mooring Master must be consulted.

3.19 BREAKDOWN OF COMMUNICATIONS In the event of a total breakdown of radio communications on either the SANHA LPG FPSO or the export vessel during cargo transfer operations, then these operations shall be immediately suspended and not resumed until satisfactory communications are re-established.

3.20 EMERGENCY ESCAPE

Means for emergency escape shall be provided preferably on the starboard side of the export vessel. For security reasons such means is to be stowed at deck-level in such a manner as to be ready for expeditious use in an emergency. Such means shall be of adequate length to reach the water at all times.

3.21 RADAR - SATELLITE COMMUNICATIONS TERMINALS-CLOSED CIRCUIT TELEVISION The use of this equipment for any purpose is prohibited during the period that the export vessel is in berth, except with the approval of the CABGOC Mooring Master.


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3.22 CONDITIONS REQUIRING IMMEDIATE ACTION Cargo transfer operations shall not be started or, if started, shall be discontinued by either the responsible officer of the export vessel or the CABGOC Mooring Master when any of the following conditions is noted:

(a) On the approach of and during electrical storms, heavy rainstorms or period of high winds.

(b) If a fire occurs on the involved storage vessel, the particular export vessel or any craft in closed proximity.

(c) If there are insufficient competent personnel aboard the export vessel to safely handle the operation in progress, and to handle any emergency situation.

(d) If a spill occurs either aboard the vessel or on the FPSO Turret, if the cargo hose fails or leaks are encountered at flanges and connections.

(e) If any other emergency situation arises which, in the opinion of the export vessel’s responsible officer or the CABGOC Mooring Master constitutes a potential hazard to either the vessel or facilities.

(f) Cargo transfer operations must be suspended if cargo or cargo vapor leaks onto the deck of either vessel, and should not be resumed until the leak has been stopped and the leaked product dispersed.

3.23 EMERGENCY CONTINGENCY PLAN The emergency plan may be invoked by the CABGOC Mooring Master, the Master of the export tanker or, the OIM of the SANHA LPG FPSO.

In case of a major incident, the export vessel will be unberthed immediately.

Appropriate action is to be taken by the vessels, such as:

Sounding emergency alarm.

Stopping of all transfer operations.

Alerting tugboats.

Mobilization of emergency teams and fire fighting equipment.

Unberth export vessel.

3.24 PERSONNEL BASKET TRANSFERS

Hose connecting teams, surveyors and port officials are transferred from the FPSO by way of personnel basket transfer. All safe working practices associated with this type of transfer must be adhered to.

The export vessel must have a landing area, clearly identifiable, free from obstructions and clearly visible to the crane operator.

Appointed crew members must be standing by to receive the personnel basket before such transfer can begin. A responsible person should be designated as signalman. He should wear a high visibility jacket to indicate to all personnel involved in the basket transfer that he is the dedicated signalman. If required a high visibility jacket can be provided by the Mooring Master. Communications should be established by way of portable VHF with the FPSO crane operator and deck


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crew. Such a portable VHF can be provided if required by the Mooring Masters to establish communications with the FPSO crane driver

Emergency Hose Disconnection at Sanha FPSO This procedure covers the emergency disconnection of cargo hoses due to adverse conditions such as deterioration of weather or an emergency that requires immediate unberthing. Under these circumstances, normal procedure (hot gas, Sanha personnel transfer for hose disconnection) should not be followed.

1. Three Crewmembers and crane operator to be available on deck at all times on both the FPSO and the LPG export tanker.

2. Export Tanker to have all equipment for disconnection ready at the manifolds at all

times.

3. FPSO OIM, Export Tanker Master and MM have the authority to call/agree for the emergency disconnection/unmooring to proceed.

When emergency disconnection has been called/agreed the following action to be taken: On Sanha FPSO: • Stop Cargo • Confirm all required valves have been closed and advise MM when disconnection can be

safely started. • Crane operator to prepare hose handling crane. • Deck Crew standby for unmooring

On LPG Export Tanker: • MM advise Master to have crew ready for disconnection and unmooring, engine on standby

and call the tugs. • When Sanha FCC advise that it is ok to disconnect, close hose end/manifold valves and open

drain valve to release cargo via drain/hose (down to sea level). • Disconnect hose under Mooring Master supervision using export tanker crane. • When hose is ready, hook up Sanha crane and lift hose assembly clear from export tanker.


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• Repeat procedure if more than one hose is connected. • In the event that the Sanha crane and/or operator is unavailable to lift the disconnected cargo

hoses clear and the situation warrant it, the Mooring Master must decide to abandon the hoses by dropping the ends over the ship’s side, clear of the rail.

Once hoses are clear of LPG export tanker, the unmooring operation will proceed.


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PART 4 - ISPS CODE AND TERMINAL SECURITY REGULATIONS

4.0 COMMUNICATION PRIOR TO ARRIVAL

Vessels are requested to contact the Cabgoc Malongo PFSO (Port facility Security Officer) five days before arrival for exchange of security information. The PFSO e-mail address is [email protected] and [email protected].

4.1 COMMUNICATION PRIOR ARRIVAL AND ON LEAVING MALONGO AND/ OR SANHA CONCE

Prior approaching on arrival and leaving on departure the Malongo/SANHA

concession tankers must contact the CABGOC Security call sign RO (ROMEO

OSCAR) on VHF channel 16 and advise tanker name, ETA, arrival or departure as

appropriate




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Appendix 1: Chart of terminal area


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