Note of reception

Port Rules – Rev. 2012 2

Note of reception

I hereby acknowledge receipt of the booklet entitled, “Port Regulations” Edition 2012 and the “Conditions of use of Terminal and Services” of Terminales Maritimas Patagonicas S. A. (TERMAP S.A.). On behalf of the Owners and or Charterers, I hereby accept the requirements and rules set forth in said booklet as well as the conditions set forth in the Conditions of use of Terminal and Services. Capitán / Master: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Buque / Vessel: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Fecha / Date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Hora / Time: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _


Foreword

This manual is intended for owners, charterers, Pilots and masters of vessel using the terminal since it contains information on general conditions, facilities, services and rules that must be strictly complied with. Also may be used as a reference by maritime Agencies, cargo surveyors companies or any other organization or company related with the oil business activity The complete information could be found in two bodies, the Port Rules, and the Marine Document booklet. The Port Rules is the main reference document to be consulted and followed. The Marine document booklet contains specific additional information, and is available at request of the interested. The Port Rules consists of eight sections numbered from A to H: Section A: Gather all relevant warnings and major precautions to take into account. Section B: Details in primers of quick access all emergency procedures and management of emergencies. Section C: Reports the terminal operational limits. Section D: Specifies the roles of key responsibilities involved in operations. Section E: Describe step by step the operations that are performed in the terminal. Section F: Contains terminal general information. Section G: Contains the glossary and definitions. Section H: Annexes containing the main documents relating to the operation, the general information and descriptive figures. The Marine Document Booklet consists of 4 sections.

Annex 1: Compile the main certifications and policies of the Company. Annex 2: Details the main terminal operating procedures. Annex 3: Contains additional Informative Documents. Figures II: Contains additional descriptive figures


INDEX A WARNINGS A.1 Vessel’s Master Responsibility A.2 Surge Pressure A.3 Pollution A.4 H2S A.5 Alcohol & Drugs A.6 Smoking A.7 Stop All Operations B EMERGENCIES 12 B.1 Emergencies Procedures

B.1.01 Emergency Communications B.1.02 Emergency Signal B.1.03 Loading Interruption B.1.04 Electrical Storm B.1.05 Emergencies Quick References Procedures

B.2 Emergencies Management B.2.01 Documents B.2.02 Contingency Plan B.2.03 Ship-Shore Emergency Plan B.2.04 TERMAP SA Emergency Plan (Oil Spill) B.2.05 Oil Tanker Emergency Plan B.2.06 Emergency Departure B.2.07 Oil Spill Response

C SPM OPERATIONAL LIMITS FOR CALETA CORDOVA AND CAL ETA

OLIVIA TERMINALS C.1 Operational Limits Laid Out By The P.N.A.Prefectura Naval Argentina..

C.1.01 Minimum visibility for mooring and unmooring C.1.02 Meteorological Conditions for mooring C.1.03 Meteorological Conditions for operations C.1.04 Mooring maneuvers time C.1.05 Maximum allowed draft

C.2 Design And Construction Limits C.3 Mooring System And Hose Layout Limits

C.3.01 General Limits C.3.02 Deck equipment: C.3.03 Manifold equipment

C.4 Operational Safety Reasons Limits C.5 Limits consider by the Loading & Mooring Master C.6 Tanker’s trimming C.7 Navigation Limits C.8 Additional Limits


D ROLES OF FUNCTIONS D.1 Tanker’s Master D.2 Pilot D.3 The Senior M & L Master D.4 The Junior M & L Master D.5 The Mooring Service’s Assistants D.6 Tug’s Captain D.7 Launch’s Coxswain D.8 Shore Base Boatswain E MAIN OPERATIONS DESCRIPTION E.1 Mooring, Connection,/Disconnection Of Hose, And Unmooring Maneuvers

E.1.01 Scope E.1.02 Embarking condition E.1.03 Evaluation E.1.04 Main Engine Condition E.1.05 Safety and Care of the Environment during maneuvers E.1.06 Necessary Tanker’s hardware Readiness prior to arrival E.1.07 Main Steps For Berthing E.1.08 Main Steps for hose connection. E.1.09 Main steps of Hose disconnection E.1.10 Main Steps for unmooring E.1.11 Illustrations E.1.12 Considerations

E.2 Loading Operations E.2.01 Scope E.2.02 Safety while loading E.2.03 Recirculation, initial and final line refilling in the pipeline system E.2.04 Main Steps for beginning of Load E.2.05 Line Displacement E.2.06 Main steps for loading Operations E.2.07 Limitation of pressure E.2.08 Risks during loading Operation E.2.09 Tank Refilling (“topping off”) during the operation E.2.10 Ends of Load

E.2.10.01 Caleta Cordova E.2.10.02 Caleta Olivia

F PORT INFORMATION F. 1 General

F.1.01 Introduction F.1.02 Object F.1.03 Termap’s Management System F.1.04 Responsibility F.1.05 Facilities, Official Address, Location And Main Characteristics

F.1.05.01 Comodoro Rivadavia F.1.05.02 Terminal caleta Cordova F.1.05.03 Terminal Caleta Olivia

F.1.06 Definitions


F.2 Terminal Facilities F.2.01 Facilities F.2.02 Loading Buoy F.2.03 Design Conditions For Operations between The Terminal And The Tanker F.2.03.01 Maximum Draft: F.2.03.02 Restriction at area of maneuvers F.2.03.04 Deballasting to the sea F.2.03.03 Deballasting and Slops at the Terminal F.2.04 Operational Pressure Restrictions-Loading Rate F.2.05 Tanker Valves Minimum Closing Time

F.3 Weather F.3.01 General F.3.02 Winds F.3.03 Tides F.3.04 Weather Characteristics Features (From Document: Derrotero Argentino) F.3.05 Caleta Cordova F.3.06 Caleta Olivia F.3.07 Forecast

F.4 Approach To Terminal, Navigation Aids And Restricted Areas Of Operations F.4.01 Approach To Terminal And Navigation Aids F.4.02 Restricted Area At The Terminal F.4.03 Anchorage Area F.4.04 Mooring & Loading Master Boarding Area F.4.05 Mooring & Loading Master Embarking/ Disembarking F.4.06 Mooring & Loading Master Generalities F.4.07 Danger For Navigation

F.5 Mooring And Loading F.5.01 Tanker’s Equipment F.5.02 Tanker’s Readiness F.5.03 Mooring Priority F.5.04 Note Of Readiness (NOR), Lay Time And Acceptance Of NOR F.5.05 Mooring Operations F.5.06 Hose Connection F.5.07 Loading. Safety And Responsibility F.5.08 Loading. Control Of Oil Transfer F.5.09 Surge Pressure. Sanctions To Responsible Ship F.5.10 Flag Signals F.5.11 Request For Variation Of Committed Volume F.5.12 Services And Facilities Provided By Company F.5.13 Flushing Of The Terminal’s Oil Transfer System

F.6 Ballast, Air Pollution F.6.01 Precautions and regulations F.6.02 Minimum ballast required F.6.03 Vigilance and control F.6.04 Simultaneous loading and Deballasting F.6.05 Maritime legislation for Tankers F.6.06 Liability for pollution F.6.07 Ballast water Management Plan


F.6.08 H2S, Mercaptans F.6.09 Stability of Vessel during liquid transfer

F.7 Safety & Security F.7.01 Safety F.7.02 Ship/Shore Safety Check List F.7.03 Precautions To Take At The Vessel During Operations F.7.04 Safety Actions Implemented By The Company F.7.05 Departure From The Facilities F.7.06 Operational Safety F.7.07 Protection Of The Environment F.7.08 ISPS Code – International Ship And Port Facility Security Code F.7.09 Access To The Facilities

F.8 Port Services and Requirements F.8.01 Documents F.8.02 Flag F.8.03 Repairs And Inspections F.8.04 Government Agencies F.8.05 Authorities And Government Agent Permanence On Board. Cabins &

meals. F.8.06 Quarantine Provisions F.8.07 Consulates F.8.08 Change Of Tanker Crew F.8.09 Supplies F.8.10 Emergency Medical Care F.8.11 Maritime Agents F.8.12 Smuggling F.8.13 Waste F.8.14 Cargo Commission Disembark F.8.15 Absence of Authority

F.9 Port Fees F.9.01 Port Charges

F.10 Communications F.10.01 Notice of arrival (ETA) F.10.02 Pre. Arrival Information to be sent by Oil Tanker F.10.03 Pre. Arrival Information to be sent by Terminal F.10.04 Initial radio communication F.10.05 Ship-Shore Communication F.10.06 Radio Watch

F. 11 Documents And Additional Information F.11.01 Maintenance of facilities F.11.02 SPM Maintenance Windows F.11.03 Information For Vessel’s Nomination

G GLOSSARY H ANNEXES, INFORMATIVES DOCUMENTS & FIGURES Annex I Operational Document and Letters To Be Signed Letter 2.1, Conditions of Use of Terminals and Services Letter 2.2, Terminal’s Safety Requirements


Attachment to Letter 2.2, Document Ship Shore Safety Check List Letter 2.3, Fire Prevention Rules and Smoking Restrictions Document 4.1, Terminal Equipment And Buoy Verification Checklist Document 4.2 5 Minutes Safety Meeting Document 5.1, Vessel Nomination Form Document 5.5, Vessel Lifting Equipment Checklist Document 6.6, Pre Cargo Conference Agreement Document 6.7, Surge Pressure in Ship-Shore Pipe System Document 8.3, Vessel Pre-Arrival Information Document 9.2, Equipment on Tanker Deck for Mooring the Vessel to The Buoy Document 9.3, Inert Gas System Document 9.4, Note of Complaint Document 9.5, Reply to Note of Complaint From Ship Document 9.6, Ballast Certificate Document 9.7, Time Log and Flow and Pressure Control Document 9.8, Ballast Water-Reporting Form Document 9.9 Brief call Report Annex II Informative Documents Document 5.4, Environmental criteria for design of operation and survival condition Document 8.4, Terminal Pre-arrival Information Figures I Figure 3.5, Nautical Chart H-356 - Site Chart Caleta Córdova. Figure 3.6, Nautical Chart H-98 - Site Chart Caleta Olivia Figure 3.7, Caleta Córdova SPM Location Figure 3.8, SPM’s SOFEC CC & MHI CO General Arrangement Figure 4.1, General Arrangement Of SPM Facilities Figure 4.2, MHI Caleta Olivia SPM Buoy Figure 4.6, Floating Hose System Figure 4.7, Ship Connecting Hose Figure 4.8, Mooring Hawser Assembly Figure 5.1, OCIMF Standard Manifold Arrangement Figure 5.4, OCIMF Arrangement of Ship Mooring Equipment Figure 6.1, Mooring maneuver Figure 6.2, Hose connection maneuver


Annex 1 Company’s Policies and certificates Document 1.1, Environment Policy Document 1.2, Mission, Vision and Values Document 1.3, Guidelines on Health, Safety and Environment Document 1.4, ISO 14001 Certificate of compliance, ABS Document 1.5, Quality Policy Document 1.6, ISO 9001 Certificate of compliance, ABS Document 1.7, Statement of compliance of the port facility –Caleta Córdova Document 1.8, Statement of compliance of the port facility –Caleta Olivia Document 1.9, Safety and Occupational Health Policy Annex 2 Operational Procedures Document 6.1, Number 21 Mooring, Connection And Disconnection Of Hose and Unmooring Procedures Document 6.2, Loading Operating Procedure Nr 8 Document 6.3, Instructions , Loading 1 Document 6.4, Instructions, Loading 2 Document 6.5, Instructions, Loading 3 Document 6.8, Instructions, Loading 4 Document 6.9, Instructions, Loading 5 Document 6.10, Cargo Line Refilling Annex 3 Informative Documents Document 5.3, Characteristics of the Tanker and the Buoy Document 7.2, Letter form for first response request for oil spill control to TERMAP S.A. Document 8.1, Charges for mooring service and the use of service boat (Tug) Document 8.2, About service and operation Document 9.1, SPMs Maintenance guide form Figures II Figure 3.1 Locations of SPMs Figure 3.2 Locations of SPMs Figure 3.3, Nautical Chart of Caleta Córdova and Olivares Figure 3.4, Nautical Chart 37 Figure 4.3, MHI Caleta Olivia SPM Buoy Figure 4.4, SOFEC buoy and Modified IMODCO 1049 Spare Buoy Figure 4.5, Submarine Hose System Figure 4.9, Alternative Mooring System for ships under 70.000 DWT with 54 mm stopper Figure 5.2, OCIMF ¨Tongue¨ type stopper Figure 5.3, OCIMF ¨Hinged bar¨ type stopper

THE FOLLOWING INFORMATION NOT INCLUDED IN THE PORT REGULATIONS COULD BE FOUND IN THE “MARINE DOCUMENT BOOKLET’’ AV AILABLE AT

REQUEST


A) WARNINGS A.1 Vessel’s Master Responsibility The tanker’s master shall be at all times solely responsible for the safety of the tanker vessel and her crew, while berth at terminal. A.2 Surge Pressure The vessel will be responsible for any damage to the facilities and /or of the environment consequences that may have been produced by the wrong or negligent manipulation of the vessel’s valves. TERMAP S.A. has the right to penalize the tanker, canceling the load, vacate the terminal and /or vetoing the ship for other operations VESSEL’S TANKS WILL BE NOT REFILLED OR VALVES CLOSED BEFORE PUMPS HAVE BEEN STOPPED, OR THE LOADING RATE DECREASED, AND ALL THESE ACTIONS CONFIRMED BY THE L&M MASTER. A.3 Pollution It is an offence to:

• Spill oil • Dump garbage • Contaminated ballast • Emit excessive funnel smoke

A.4 H2S Tankers arriving with cargo tank atmosphere more than 5 ppm in H2S will not be berthed. If on arrival alongside the terminal, tanks atmospheres are found to contain higher than acceptable level, the vessel will be required to vacate the berth. All delays and costs associated with this condition will be on vessel’s account. A.5 Alcohol & Drugs Masters are advised that operations will cease when the actions of a person or persons involved in operations are not under proper control as a result of the use of alcohol and/or drugs. Operations will not resume until the matter has been reported to and fully investigated by relevant authorities and the company consider it safe to do so. A.6 Smoking On board ships alongside SPM, smoking is strictly prohibited except in enclosed spaces specially indicated by the master and the terminal’s loading master as “smoking areas”. Not following these rules will involve the cease of operations and may results in the vacating of the vessel until a full investigation is fulfilled and a written assurance from vessel’s master that effective controls have been taken is receipt.


A.7 Stop All Operations

UNDER NO CIRCUMSTANCES TANKER’S CREW WILL CLOSE VALVES AGAINST THE PREVAILING CARGO FLOW RATE OR REDUCING THE NUMBER OF TANKS AVAILABLE FOR LOADING WITHOUT FIRST INFORMING THE LOADING MASTER, THE PROCEDURE OF LOADING INTERRUPTION MUST BE FOLLOWED AT ALL TIMES.

ALL INCIDENTS WILL BE INVESTIGATE AS PROVIDED BY LA W


B) EMERGENCIES The supporting vessels based in each terminal are equipped to respond to pollution emergencies on board vessels operating at SPM. Emergencies will be controlled from emergency response room (ERR) located at Termap’s Head Office, as a first response. Major emergencies originated at SPM could involve the application of the argentine national oil spill contingency plan. B.1 Emergencies Procedures B.1.01 Emergency Communications

MEANS SPM CALETA CORDOVA SPM CALETA OLIVIA

MAIN

VHF CHANNEL 68

VHF CHANNEL 69

SECUNDARY VHF VHF CHANNEL 19 VHF CHANNEL 19

TERMINAL

TELEPHONE

(+54) 0297-459 0056

(+54) 0297- 485 2686

MAIN

VHF CHANNEL 68

VHF CHANNEL 69

SECUNDARY VHF VHF CHANNEL 19 VHF CHANNEL 19

B/R SAGA (+54) 0297 154018857 (+54) 0297 154018857

ASSISTANCE TUG

B/R ULTRAMAR

(+54) 0291 154068881 (+54) 0291 154068881

MAIN

VHF CHANNEL 68

VHF CHANNEL 69

SERVICE COMPANY

TELEPHONE

(+54) 0297-459 0138

(+54) 0297- 485 4934

B.1.02 Emergency Signal Sound vessel foghorn in blasts no longer than 10 seconds duration and continues sounding on ship’s general alarm B.1.03 Loading Interruption Unforeseen interruption of loading operation from the tanker is forbidden The tanker’s master may request the interruption of loading in the following ways:

• Requesting to loading master • Requesting direct to terminal via radio or telephone • Requesting via multi service assistance tug • Requesting via mooring and service company based at shore • Requesting via supporting vessel the direct electronic signal from

Telemetry Unit on board the vessel.


As a last resource, under the authorization of the loading master, closing the manually commanded valve at the manifold, in the following way:

2/3 of the valve will be shutting no less than one (1) minute. Remaining 1/3 in no less than three (3) minutes.

B.1.04 Electrical Storm In case of electric storm in the vicinity of the SPM the operations will be stopped and the Tanker will be demanded to fulfill the requirement established in the ISGOTT (26.1.3) and REGINAVE, Title 4, section 7 and 8 of the Argentine coast guard. All tanks openings and vent valves must be closed including any bypass valves fitted on the tank venting system B.1.05 Emergencies Quick Reference Procedures

Emergency On Board Or In The Tanker’s Vicinity Fire On Board The Tanker Fire Or Spill On Terminal Oil Spill From Tanker Or SPM Security Thread And/or 500 Zone Encroachment


TERMAP SA Terminales Marítimas Patagónicas S.A:

EMERGENCIES ON BOARD OR/IN THE TANKER VICINITY

INSTRUCTIONS IN CASE OF: EMERGENCIES ON BOARD OR/IN THE TANKER VICINITY

� GIVE WARNING TO THE TERMINAL: - Caleta Olivia: VHF Marine channel 69 o 19 Phone: +54 0297 485-2686 - Caleta Córdova: VHF Marine channel 68 o 19 Phone: +54 0297 459-0056

� INFORM:

- Type of Emergency - Level of Emergency - Site of Emergency - Additional information

PERSON DETECTING EMERGENCY COMMAND OF TANKER

MOORING & LOADING MASTER COMMAND OF SUPPORT TUG

� Confirm own safety and other’s people in the vicinity.

� Give warning to Tanker Officer and/or

Mooring Master

� Give first information about location and magnitude of emergency.

� Give first response if possible.

� Give warn to Mooring Master and/or Terminal

� Activate the Tanker Emergency Plan. � Do not stop the load by activating

Tanker valves. � Request the load interruption to

Mooring Master and/or Terminal. � Coordinate with Mooring Master the

hose disconnection. � Prepare for vacate the SPM � Maintain permanent contact with the

Mooring Master to coordinate actions and possible support from Terminal.

� Confirm the safety of the personnel. � Give warning to Terminal, Support

Tug and Maritime Superintendent � Activate Terminal Emergency Plan. � Request loading interruption to

Terminal. � Coordinate valve closure and hose

disconnection. � Coordinate possible vacate of the

SPM � Coordinate possible Support Tug

assistance. � Coordinate possible Launches

assistance. � Keep contact with the Marine

Supervisor in order to coordinate possible support from Terminal, or to receive instructions.

� Activate the Support Tug Emergency plan for assistance to third parties.

� Give priority to the safety of the persons at all times.

� Give warning to the Shore base at Caleta Olivia or Caleta Córdova.

� Warn or request the approach of the mooring launch.

� Prepare equipments, materials and personnel in accordance with the emergency.

� Engine readiness for possible tow. � Prepare equipments and crew for

disembark of wounded personnel and/or search & rescue

TYPE OF EMERGENCIES

- MEDICAL EMERGENCYMAN OVERBOARD

- TANKER COLLISION TO BUOY - TANKER AGROUND - TANKER’S LOSS OF PROPULSION OR

STEERING - MOORING HAWSER BREAK - BREAKAWAY ACTIVATION DURING

OPERATIONS - ASSISTANCE TO A VESSEL IN AN

EMERGENCY

ACTIONS TO TAKE PLACE ON BOARD



TERMAP SA Terminales Marítimas Patagónicas S.A: FIRE ON BOARD THE TANKER

INSTRUCTIONS IN CASE OF: FIRE ON BOARD THE TANKER

� GIVE WARNING � SOUND VESSEL FOGHORN IN BLASTS NO LONGER THAN 10 SECONDS DURATION AND CONTINUOS SOUNDING OF THE

SHIP’S GENERAL ALARM � GIVE WARNING TO THE TERMINAL

- Caleta Olivia: VHF Marine channel 69 o 19 Phone: +54 0297 485-2686 - Caleta Córdova: VHF Marine channel 68 o 19 Phone: +54 0297 459-0056

PERSON DETECTING THE FIRE COMMAND OF TANKER

MOORING & LOADING MASTER COMMAND OF SUPPORT TUG

� Confirm his own safety and other’s people in the vicinity of fire.

� Give warning to Tanker Command and or Mooring Master.

� Give first information about location and magnitude of fire.

� Give first response in case of minor magnitude feasible to respond to portable fire extinguishers.

� Order activation of alarm. � Give warning to Mooring Master and-

or to Terminal. � Activate Tanker Emergency Plan. � Do not interrupt Loading by activating

valves in the Tanker. � Request Loading Interruption to

Mooring Master or to Terminal. � Coordinate with Mooring Master the

disconnection of hose. � Prepare for vacate the SPM � Mantain permanent contact with

Mooring Master in order to coordinate the vacate of the SPM and possible support from Terminal.

� Confirm safety of personnel. � Give warning to the Terminal, the Tug

Boat and the Maritime Superintendent � Activate the Terminal Emergency

Plan. � Request the Loading Interruption to

the Terminal. � Coordinate the valves closure and the

hose disconnection. � Coordinate with Tanker Officer the

possible vacate of the SPM � Coordinate the possible Support Tug

assistance for towing or fire fighting. � Coordinate with Tanker Officer and/or

the Support Tug Master the possible personnel disembark and/or ship abandon.

� Maintain contact with Maritime Superintendent in order to coordinate possible support from Terminal or to receive instructions

� Activate the Tug Emergency Plan for assistance to third parties.

� Give priority to safety of individuals at all times.

� Give warning to the Shore base of Caleta Olivia or Caleta Córdova.

� Warn or request approach of mooring launch.

� Ready Fire Fighting equipment. � Ready engines for possible tow. � Prepare equipments and crew for

disembark of wounded personnel and/or search & rescue




� GIVE WARNING � ACTIVATE VESSEL FOGHORN IN STROKES NO LONGER THAT 10 SECONDS, TOGETHER WITH SHIP GENERAL ALARM � GIVE WARNING TO TERMINAL:


CALETA OLIVIA / CORDOVA

TANK FARM MARINE RESPONSE

COMMANDER OPERATIONS COMMANDER INCIDENTS COMMANDER

Tank farm boss or Supervisor C.Córdova: Sr. Juan Cortada Tel. 459 0056 C. Olivia: Sr. Marcelo Vilche Tel. 485 2686

Maritime supervisor Sr. José Luis Marzocca Tel. 447 4400 int. 113 Duty: 156 248676

Operations manager Sr. Darío Puebla Tel. 447 4400 int 111 Duty: 156 249919

Manager Sr. Daniel Scalise: Tel. 447 4400 int 110 Celular : 154 526004

• Stop the loading. • Close valves of SPM and Terminal. • Give warn to the Operations Manager

in his Commander's roll of operations. • Remain alert to additional requests of

the Mooring Master. • Coordinate external local support at

order of the Marine Response Commander (Maritime Supervisor) or the Operations Commander.

• Maintain permanent contact with the Mooring Master.

• Coordinate efforts of help and first assistance with the Mooring Master and the Representative of the Company contractor of Mooring and Maintenance.

• Maintain informed and to coordinate additional actions with the Operations Commander and the Incidents Commander.

• Maintain permanent contact with the Marine Response Commander and the Tank Farm Boss.

• Coordinate additional efforts of first assistance and help

• Maintain informed and to coordinate additional actions with the Incidents Commander.

• Maintain permanent contact with the Operations Commander about the evolution of the incident and result of actions taken.

• Establish the scope of the actions of assistance that carry out to the Tanker.

• Notify to Municipal, Provincial, National authorities and safety organisms.

• Notify to the Directory. • Notify the Oil Company that has

nominated the Ship and his Ship-owner.

TERMAP SA Terminales Marítimas Patagónicas S.A:

FIRE ON BOARD THE TANKER

INSTRUCTIONS IN CASE OF: FIRE ON BOARD THE TANKER

ACTIONS TO TAKE PLACE IN THE TERMINAL



TERMAP SA

Terminales Marítimas Patagónicas S.A:

FIRE OR SPILL ON TERMINAL

INSTRUCTIONS IN CASE OF: FIRE OR SPILL ON TERMINAL


� THE TERMINAL WILL SOUND THE FIRE ALARM IN A CONTINUOUS WAY. � CONFIRM ALARM � COMMUNICATE WITH THE TERMINAL


COMMAND OF TANKER

MOORING & LOADING MASTER

SUPPORT TUG COMMANDER

� Confirm alarm with Terminal � Communicate to Mooring Master � Do not Interrupt Loading by using Vessel valves. � Request Loading Interruption to Mooring Master

or to Terminal. � Coordinate Hose Disconnection with Mooring

Master � Prepare for vacate the SPM � Mantain permanent contact with Mooring Master

in order to coordinate the vacate of the SPM

• Establish contact with Terminal, confirm emergency.

• Give warning to Tanker, Support Tug and Maritime Supervisor.

• Activate Terminal Emergency Plan as regards to Action on Board Tanker.

• Request loading interruption to Terminal • Coordinate valve closure and hose disconnection • Coordinate for vacate de SPM • Maintain contact with Maritime supervisor in

order to coordinate or receive instructions.

• Activate Emergency Plan of Support Tug for third parties assistance

• Prepare ship for assistance • Maintai n permanent contact with Mooring

Master.



� GIVE WARNING � GIVE WARNING TO TERMINAL


PERSON DETECTING THE SPILL

COMMAND OF TANKER MOORING & LOADING MASTER COMMAND OF SUPPORT TUG

� Confirm own safety and other’s people in the vicinity oil spill.


� Give first information about origin and magnitude.

� Give first response in case of minor spill (SOPEP)

� Give warning to Mooring Master and/or to Terminal.

� Activate Tanker Emergency Plan in order to control the spill.

� Do not interrupt Loading by activating valves in the Tanker.

� Request Loading Interruption to Mooring Master or to Terminal.

� Formally request to Mooring Master the terminal assistance in order to control oil spill to the sea.

� Coordinate with Mooring Master the disconnection of hose.

� Prepare for vacate the SPM � Mantain permanent contact with

Mooring Master in order to coordinate the vacate of the SPM

� Confirm safety of personnel. � Give warning to the Terminal, the Support Tug and

the Maritime Supervisor. � Activate the Terminal Emergency Plan for oil spills.. � Request the Loading Interruption to the Terminal. � Coordinate the valves closure and the hose

disconnection. � Coordinate with Tanker Captain the possible vacate

from SPM � Coordinate the possible Support Tug assistance and

launches for oil spill response.. � Coordinate with Tanker Captain assistance from

Terminal. � Maintain contact with Maritime supervisor in order

to coordinate possible support from Terminal or to receive instructions.

� Maintain communications with Argentina Coast Guard (PNA) representative on board.

� Refer to TERMAP Emergency Plan of PLANACOM

� Activate the Tug Emergency Plan for oil spills.

� Give priority to safety of individuals at all times.

� Give warning to the Shore base of Caleta Olivia or Caleta Córdova.

� Warn or request approach of mooring launch.

� Ready Oil spill response equipment.

� Maintain permanent contact with the Mooring Master.

� Refer to TERMAP Emergency Plan of PLANACOM

TERMAP SA


OIL SPILL FROM TANKER OR SPM

INSTRUCTIONS IN CASE OF: OIL SPILL FROM TANKER OR SPM




� GIVE WARNING � GIVE WARNING TO TERMINAL

- Caleta Olivia: VHF Marine channel 69 o 19 Phone: +54 0297 485-2686 - Caleta Córdova: VHF Marine channel 68 o 19 Phone: +54 0297 459-0056 - Termap Port Facilities Security Officer +54 0297 154131940 - PNA VHF Marine Channel 16

PERSON DETECTING THE THREAD

COMMAND OF TANKER MOORING & LOADING MASTER COMMAND OF SUPPORT TUG


� Give first information about origin and details

� Give warning to Mooring Master � Activate Ship Security Plan � Do not interrupt Loading by activating

valves in the Tanker. � Request Loading Interruption to Mooring

Master or to Terminal. � Coordinate with Mooring Master the

disconnection of hose. � Prepare for vacate the SPM � Mantain permanent contact with Mooring

Master in order to coordinate the vacate of the SPM

� Give warning to the PFSO, theTerminal, the Support Tug, the Maritime Supervisor. And the PNA representative on board

� Activate the Port facilities Security Plan � Request the Loading Interruption to the Terminal. � Coordinate the valves closure and the hose

disconnection. � Coordinate with Tanker Captain the possible vacate from

SPM � Coordinate the Tug assistance � Coordinate with Tanker Captain assistance from

Terminal. � Maintain contact with Port facilities Security Officer in

order to coordinate possible support from Terminal or to receive instructions.

� Maintain communications with Argentine Coast Guard (PNA) representative on board.

� Activate the terminal Security Plan

� Contact and warn the encroachment craft

� Ready for sail � Maintain permanent

contact with the Mooring Master. And the Port Security Officer

TERMAP SA


SECURITY THREAD AND/OR 500 ZONE ENCROACHMENT

INSTRUCTIONS IN CASE OF: SECURITY THREAD AND/OR 500 ZONE ENCROACHMENT




B.2 Emergencies Management B.2.01 Documents TERMAP S.A. is organized and prepared to take care in adequate form the emergencies that may arise in its facilities. This section describes the documents that the authorities and representatives of the Company have in their power in case of need.

• Contingency plan. (Emergencies at the Tank Farm) • Tanker - Terminal Emergency Plan (general emergencies) • Emergency Plan (oil spills at sea)

B.2.02 Contingency Plan The emergencies that may arise in the TERMAP S.A shore facilities are evaluated and the response is organized in the documents “Contingency Plan” and in “Firefighting Roll”The plan fulfills the requirement envisaged in the Resolution 342/93 of the Sub secretary of Energy of Argentina.

B.2.03 Ship - Shore Emergency Plan All emergencies that may arise due to operations between the Tanker and the TERMAP S.A. Terminals are evaluated and the responses are organized in the document ¨ Tanker-Terminal Emergency Plan”. The plan intends to span the safety recommendations presented in Chapter 8 – “Emergency Procedures¨, from the document International Safety Guide for Oil Tankers and Terminals ISGOTT.

B.2.04 Termap S.A. Emergency Plan (Oil Spills) TERMAP S. A. has an Emergency Plan authorized and audited permanently by the Argentine Coast Guard (Prefectura Naval Argentina) in case of oil spills from the facilities at Caleta Córdova and / or Caleta Olivia, which covers the requirements of the Maritime regulation 8/98. The Plan contemplates the attention to the spills originated at the facilities of the Company, and the first response to those spills originated at the Tankers or by others that are its responsibility. In those cases, the Emergency Plan contemplates to carry out the first response until the Ship-Owner Company takes charge of the situation. B.2.05 Oil Tanker Emergency Plan All Vessels operating at the facilities of the Company shall have the on board an Emergency Plan approved by the corresponding Maritime authority, in agreement with the established in Rule 26 of annex I of the MARPOL Agreement 73/78 Argentine flagships shall have an approved Emergency Plan according to the Maritime regulation 8/98 of the Argentine coast guard and the Companies identified in such plans will fulfill all the requirements established at Maritime Regulation Number 5/99, so as to respond incidents. In the same way, the Tanker shall prove its affiliation to the International Tanker Owners Pollution Federation Ltd. (ITOPF), be member of some protection and Indemnity Club (P&I Clubs) that covers the risks for contamination with crude oil, have the demanded Certificate by the International Agreement about Civil responsibility for Crude Oil Contamination (CLC 92) and mention in the Nominating Form a Company that responds to Oil Spills in


case of any one being produced by the Vessel, that is ready to operate within the 24 hours of it having being produced. B.2.06 Emergency Departure The Mooring and Loading Master (M & L Master) shall, to his own judgment, if deemed necessary, proceed to the Emergency departure of the Tanker, both, for safety reasons and for the protection of the Terminal facilities. In this situation, the loading operation must be stopped. M & L Master´s instructions must be followed in order to vacate the SPM In case the ship is not in condition of maneuvering or sailing on its own, (electric generators failure, propellers or steering system, for example) it will be towed off the SPM by the supporting Tug (if available) up to the nearest safest anchorage area. B.2.07 Oil Spill Response According to the Emergency Plan, the Terminal has its own equipment to start an oil spill response. However, under the Interbusiness Cooperation Agreement(ICA) entered into with OILTANKING EBYTEM, ESSO SAPA, SHELL CAPSA, TERMAP S.A. and/ or YPF S.A. to respond to spills coming from by Terminals or Vessels belonging to and/or hired by, such companies, TERMAP S.A. undertook to make such equipment available only to them. TERMAP S.A. has other additional equipment to that required under the above mentioned agreement, it would be available only to provide a first response to a spill, according to the terms set forth in the application forms prepared according to note shown in: “ Marine Documents Booklet”, Annex 3, Informative Documents, Document 7.2, Letter form for first response request for oil spill control to TERMAP.S.A. In accordance with the Annex 18 of the Maritime Regulation Number 8/98 of the Argentine Coast Guard (PNA), for the case of foreign oil Tankers who realize not habitual trips, its Maritime Agent is in charge of presenting, with sufficient anticipation, information referred to the availability of the necessary response resources for an oil spill or, defect, to inform the oil spill control company nominated to attend a possible pollution. The jurisdictional dependencies on the PNA will evaluate the acceptability of it. For the case of habitual ships, the Ship Owner will have to present an Emergency plan to the PNA. Additionally, TERMAP SA needs for the Tanker nomination the identification of the oil spill response company in the corresponding form.

See Section H, Annexes, Annex I, Document 5.1, Vessel Nomination Form.


C) SPM OPERATIONAL LIMITS OF CALETA CORDOVA AND CA LETA OLIVIA TERMINALS C.1 Operational Limits Laid Out By The P.N.A. - Prefectura Naval Argentina "Particular navigation safety rules of applicable to SPM buoy, Attachment of SNAV regulation, NA 9 Nr. 34/99" C.1.01 Minimum visibility for mooring and unmooring: Minimum visibility to start the mooring: 5 nautical miles Minimum visibility to unmoor: 3 nautical miles. C.1.02 Meteorological Conditions for mooring: Maximum admissible wind speed: 15 m/s (wind coming from the West) Maximum wave height: 1.8 m For winds coming from other sectors or quadrants, the permitted speed must be lower, so that the related wave does not reach the maximum height indicated. C.1.03 Meteorological Conditions for operations: Maximum admissible wind speed: 25 m/s (wind coming from the West) C.1.04 Mooring maneuvers time: Vessels under 70.000 DWT: They can moor at night when the wind speed does not

exceed 5 m/s and/or the wave height does not surpass 0,5 meters.

Vessel above 70.000 DWT: They can only moor during daylight time. C.1.05 Maximum allowed draft: 18 meters (59' 02") Note: Termap SA assign the value of wind speed measured at a height of 10 meters above the sea level during the period of one minute


C.2 Design And Construction Limits C. Córdova SPM C. Olivia SPM Maximum admitted DWT 150,000 DWT 150,000 DWT Minimum admitted DWT 39,000 DWT 39,000 DWT Environmental conditions envisaged: • Depth 37.14 m (121.8') 42.34 m (138.9') • Range of the tide 5.98 m (19.6') 5.98 m (19.6') • Wind speed 25.72 m/s (50 knots) 25.72 m/s (50 knots) • Current speed 0.55 m/s (1.07 knots) 0.55 m/s (1.07 knots) • Maximum wave height 6.30 m (20.6') 5.00 m (16.4') C.3 Mooring System And Hose Layout Limits C.3.01 General Limits BOTH SPMs Maximum Allowed Draf 18.0 M (59') Maximum Bow-Manifold Distance 148.5 M (487.2') Minimum Bow-Manifold Distance 92.0 M (301.8') Hose Lifting Equipment Capacity (Swl) Dead weight tonnage, 39,000 to 60,000 DWT 10 tons Dead weight tonnage, from 61,000 to 150,000 DWT 15 tons Connection Flange At Tanker Hose 16" Manifold Arrangement OCIMF 76mm Chain Stopper According To Ocimf 1 x SWL: 200 tons. Floating Hose Connection To Vessel - Caleta Olivia SPM * Port/ Starboard - Caleta Córdova SPM Starboard It is required that the Lifting Vessels have mooring systems and manifold arrangements according to the requirements of OCIMF (Oil Companies International Maritime Forum) included in "Recommendations for equipment employed in the mooring of ships at single point moorings", third edition, 1993, and "Mooring equipment guidelines", third edition, 2008. Note *: Refer to Loading & Mooring Master information on Arrival The following features may be highlighted in the above publications: C.3.02 Deck equipment:


� Distance between stopper - forward fairlead: 2.7 to 3.7 m. � Stopper characteristics: SWL 200 tons, to secure 76mm chain. Throat section: 322 -

330mm x 356 - 360mm. � Since only a single chain is used for mooring, it is deemed advisable to use a stopper

and a central fairlead. � A Smith Bracket may not be used. � For the exceptional mooring of vessels with 54mm stoppers, advance notice will be

required, as well as agreement to pay for the mooring chain change service according to TERMAP S.A. scale of charges for services provided to vessels.

C.3.03 Manifold equipment:

� Horizontal distance between manifold flange-side of ship: 4.6 m � Maximum height of flange center on main deck: 2.1 m � Minimum distance between manifold flange centers: 2.0 m � Distance between connection flange center to drip trays: 0.9m (#) � (#) Due to the use of a 16" double carcass connection hose (1.4 m outside diameter),

vessels failing to comply with this last requirement shall not be connected. C.4 Operational safety reasons limits The mooring service provided by the Terminal includes a mooring vessel and a support tugboat, or two mooring vessels if the tug is not available, When available, the operations are performed with the assistance of the tugboat in order to keep the mooring hawser tight and a safety distance between the buoy and the tanker's bow. The buoys have a control system of the operational parameters, which is radio-linked with the Tank Farm and the support tugboat. This telemetry system has automatic warning signals in which reference values have been set for the Mooring and Loading Master. Operations will be suspended and vessel unmooring will take place when the mooring hawser tension (because the meteorological and sea conditions) exceeds 80 tons. in repeated readings, the tension tendency is in crescent and the immediate weather forecast is unfavorable. When the system is not operative, or a spare buoy without telemetry system (replacement) is in use, the unmooring will be realized the wind surpass the limit established by the PNA. It is required that all vessels have an inert gas system for treating their tank atmosphere. Mooring Masters shall only authorize mooring of vessels having tank atmospheres with 8% or less O2 content by volume. Vessels that, due to the number, volume and layout of cargo tanks, cannot load at the loading rate agreed upon between Terminal and Producers in the relevant Rules may be unmoored so as not to delay the next vessel coming up within the agreed time window, and finish loading when the schedule of vessels allows so. In order to avoid a new nomination of vessels failing to comply with the requirements of the Company, the Vessel Commanding Officer, Producers or Ship owners, Charterers or Freight Agents, shall be duly advised of the reasons why they are disqualified from operating with the Company. The Vessel Commanding Officer shall accept in written, the Conditions of Use of Terminals and Services, as indicated in the forms and appendices of the Port Rules. C.5 Limits consider by the Loading & Mooring Master All vessel operations shall be decided by the Mooring Master, who will consider whether the mooring and/or stay of the vessel at the Terminal are safe for the staff, the environment and the


facilities, and whether it meets the requirements established by TERMAP S.A. in its Port Rules. C.6 Tanker’s trimming The maximum trim accepted by the Terminal in segregated ballast condition (25% of the DWT minimum) is of 3 meters by stern. The Ship must always guarantee a safe evolution, keeping its propeller 1/3 above the surface of the water as maximum. Wherever possible, during the load operation will be kept a maximum trim of 3 meters. C.7 Navigation limits The Vessel Master must very specially take into account the short distance between the Loading Buoy and the Grounding isobaths. For Safety reasons the Terminal recommends that the Lifting Ships should at no time overpass the 22.5 meters isobaths. The nearest point to it is approximately at the following distance and bearing from the Buoy: Caleta Cordova SPM: Bearing: 315º Distance from Buoy - isobaths 22.5 meters:

• 830 meters, for the minimum low tide ( 0.15 meters) • 1610 meters, for the maximum high tide (6,13 meters)

Caleta Olivia SPM : Bearing: 245º Distance Buoy- Isobaths 22.5 meters:

• 930 meters, for the minimum low tide (0.15 meters) • 1320 meters, for the maximum high tide (6.13 meters)

The above information should be checked by Master of Vessel on their Navigational aids. C.8 Aditional limits TERMAP S.A. reserves the right to establish new limitations at its Maritime Terminals whenever conditions are detected during the operations of Vessels that may threaten the safety of the facilities or of the environment.


D) ROLES OF FUNCTIONS D.1 Tanker’s Master Under all circumstances and cases the Tankers shall be under the sole responsibility of the Master providing at all times the necessary crew and equipment to perform safety maneuvers and loading operations and in compliance with the procedure established by the M&L Master . Master shall instruct an adequate schedule of duties and readiness on deck and engine that assure a prompt response in a case of an emergency. D.2 Pilot All foreign flagships that Argentina Coast Guard (Coast Guard Argentina) requires a pilot, the pilot will board before starting the mooring maneuvers. The Pilot must be authorized and registered by the Argentine Coast Guard. The Pilot Service is not carried out by TERMAP S.A. and the Companies that provide it have no representatives in the area of operations, it should be required with enough anticipation to the Maritime Agent in order not to delay the operations. Unless special Argentine Coast Guard exception, the Pilot will remain on board during all cargo operation and asses the master of the vessel in all concerning maneuvering and navigational matters. D.3 The Senior M & L Master Professional Designated by the Company act as a mooring and loading advisor during crude loading operations. Tankers shall not be allowed to get close to the SPM without the assistance of the M&L Master The Senior M&L master has the following included but not limited to, responsibilities:

• To give all required instructions to the Vessel's crew when approaching to the Buoy, for safe mooring, unmooring, loading or any other operation within the area where crude oil loading takes place.

• Shall ensure the tanker performance and condition of all equipment. If it is no entirely satisfied he must report his concerns to the Marine Superintendent on shore immediately

• Perform those pertinent inspections on board the tanker, in example The Oil Record Book must be available to the M&L Master for checking upon his boarding the Vessel.

• To be directly in charge of all communications among the Vessels involved in the operations and shore. This communications will be performing by portable VHF radio.

• To give orders to be followed during maneuvers to the launches and assisting tug • Ensure that all relevant safety regulations and recommendations appointed in the

port regulations, the emergencies procedures, and the policy statement of TERMAP are adhered to

• Responsible for the activities of the mooring assistance service team and must ensure that he and the crew have sufficient rest periods during the loading operation but either the Loading Master, or the Assistant of the Mooring service must be available at all times. When he delegates to the Loading Master Junior he must ensure that all aspects of the operation are discussed and fully understood.


• Assure that all relevant information relating to the loading/discharge operation is received from, imparted to and exchange with the master, officers and relevant personnel on duty in the cargo control room. This will include the completion SSSCL and safety documentation prior commencement of any operation.

D.4 The Junior M & L Master Professional designated by the Company (if available,) acting as an assistant of the senior mooring and loading master during crude loading operations. The Junior M & L master has the following included but not limited to, responsibilities:

• Assist the senior loading master in those tasks indicated • Assist in the bow, during approaches, mooring and unmooring operations • Supervise tanker hose connection • Supervise safety towing connection • Supersede the Senior Loading master during his resting time

D.5 The Mooring Service’s Assistants Designated by the contracted company act as an assistants of the Senior and Junior Loading masters The Mooring assistant personnel have the following included but not limited to, responsibilities:

• Assist in the bow, during approaches, mooring and unmooring operations • To check all the vessel’s berthing, towing and lifting equipment to be used during

involved maneuvers, alerting the M&L master of any deviation detected. • Perform the tanker hose connection • Assist in the safety towing connection to the tug vessel • To check after TRH connection the behavior of the floating hoses string specially in

the first hose off the buoy, informing the L&M Master any abnormal configuration detected, this control must be followed at regular intervals among the loading operation.

• To be on duty, in the tanker bow station, watch keeping the relative position Buoy- Tanker and the strength of the mooring hawser. This position will be alternate, according M & L master indications, with the Tanker manifold station (observing the performance of the tanker rail hose connection) and the tanker aft station, Checking the performance of the safety towing lines

• To check any sign of oil pollution on the waters in the proximities of the buoy, hoses and tanker.

• Keep in Communication with the M&L Master, informing immediately of any situation of risk.

• To pick up all the necessary ancillary equipment for the Tanker Rail Hose connection

• To install and check the “cliff mock” pressure register at camlock bridle connected to manifold

• Install the PTU (Telemetry portable unit) at tanker’s bow. D.6 Tug’s Captain


If available, an assisting tug will be provided by the contracted Company to assist the tanker during maneuvers of approaching, mooring and unmooring and to keep the vessel with a safety tow lines the whole loading operations. The Tug master has the following included but not limited to, responsibilities:

• To follow up all the L&M master indications during operations • To tow the floating hose string if required so, as per OCIMF guides, following the

general common use practices and hose factory recommendation, avoiding excessive strength forces or kinks, and keeping a proper configuration

• To check in the telemetry display indicator at all time the behavior of the mooring hawser performance advising to the L&M master any abnormal observed tension

• To keep communicated with the assisting personnel on tanker’s bow, the tanker’s control room, the terminal, launches and shore based mooring assisting company.

• To be in a ready condition to assist immediately the tanker with all means available in case of emergency

• To check the type and capacity of the tanker towing lines regarding number, capacity and SWL and general state in order to assure a safe towing capabilities at all times

• To be before and after operations covering safety stand by to the launch tasks, especially with bad weather, reduced visibility or night.

D.7 Launch’s Coxswain One launch (or eventually two, if it is not available de tug vessel) is provided by the contracted company to assist the tanker during maneuvers of approaching, mooring, hose lifting and unmooring and to transfer to/from the tanker all involved personnel in cargo operations, also, to keep a stand by position at shore base during the whole load. The Launch coxswain has the following included but not limited to, responsibilities:

• To follow up all the L&M master indications during operations • Control that all embarking personnel are with all Personal Protection Elements and

fulfill the company warnings regarding electronic devices. • Coordinate with the tanker’s master all the embarking/disembarking maneuvers

following the recognized marine standards. • To tow the floating hose string as per OCIMF guides, following the general common

use practices and hose factory recommendation, avoiding excessive strength forces or kinks, and keeping a proper configuration, informing the L&M master any detected deviation

• To be in a ready condition during the stand by position in order to assist immediately the tanker if it is required to.

D.8 Shore based Boatswain The shore base has a 24 hours personnel on duty enough to cover the requirements of the operation in shifts of 12 hours. The shore base boatswain has the following responsibilities While Shore:

• Responsible for the duty shift, • In charge of communications related to the operation and shore base • Prepare the readiness of the shore-based means involved in the operation


On board the mooring launch: • In charge of the deck maneuvers, • To check the buoy & equipment, before berth, after the hose connection, and Post

departure of the tanker as per L&M Master requirement • To inform the L&M Master of the results of the checks or any other abnormality

detected


E) MAIN OPERATIONS DESCRIPTION E.1 Mooring, Connection, Disconnection Of Hose, And Unmooring Maneuvers Descriptions E.1.01 Scope The general outline in order to carry out in safe way the following maneuvers with the Oil Tanker: mooring, connection ,disconnection of hose, and unmooring is detailed in Annex 2 –Document 6.1 -Operating Procedure: 21. These instructions represent, also, a guide to the best operational use of the maritime facilities of the Company related with the mooring maneuvers and connection of hoses to the Ships, and generally following the guides of the OCIMF. These instructions are of compulsory application in all the mooring maneuvers, connection and disconnection of hoses and unmooring, carried out at the Terminals of Caleta Córdova and Caleta Olivia. Nevertheless, it is important to point out that the Mooring & Loading Master (M&L Master) is entitled to introduce changes in the procedures, and-or solve unexpected situations, whenever needs arise during maneuvers. E.1.02 Evaluation The M&L Master will evaluate the situation and decide if conditions to start a safe mooring are given, utilizing all the available resources and his own personal experience. During periods in which activities are suspended because of bad weather and in which a Ship remains waiting for them to improve, the Mooring Master will permanently evaluate the mooring conditions, and will keep direct contact (via radio or telephone) with the Command of the Ship, in order to have the best coordination for commencement. If the mooring operation were to be detained (because the M & L Master so considers, or by demand of the Ship Master or the Pilot or the Mooring Launch coxswain) due to bad weather or poor safety conditions, the M & L Master is the only person authorized by TERMAP S.A. to give any information about the interruption and the later possibility of carrying on the maneuvers, informing of such circumstance by fax to the administrative site of TERMAP and by radio to the Supervisor on duty of the respective Tank Farm. E.1.03 Embarking condition The Ship must present two (2) “combined Pilot ladder” in agreement with the international rules, and to the satisfaction of the M & L Master, one in each side of the Ship. The M & L Master will embark at least a mile away from the SPM to facilitate the lee of the Ship, and also, once on board, the better orientation of it for its final approach to the Buoy. E.1.04 Main engine condition The Vessel must keep at all times a configuration of main engine power and generators that guarantee the readiness in order to deal with an emergency in the shortest time. E.1.05 Safety and care of the environment during maneuvers Taking in account the risks of maneuvers performed by Tankers, prior to initiate any maneuver the following actions will be carried out :


• 5 Minute Safety Meeting – M & L Master. The M & L Master shall maintain a safety inductive meeting, with the personnel involved in the mooring maneuvers. The meeting will be duly registered.

• 5 Minute Safety Meeting. Mooring Launch or Support Tug Master. They shall carry out a safety inductive meeting with the personnel involved in the maneuvers under his responsibility. The meeting shall be duly documented.

Also the following verifications on the safety related equipment shall take place:

• List of verifications of the Equipment and Buoy at Terminal The M&L Master or the base Boatswain on board the launch shall carry out the visual safety verification of the Terminal Equipment detailed in the list specially made for this purpose. When operations are finished a similar verification will be made. The verifications will be duly documented.

• List of verifications for Security and Prevention of Pollution, according to maritime

Regulation 1/93 and the SSSCL Included in the ISGOTT. The M&L Master, together with the Master/chief mate of the Tanker, shall carry out the verifications of safety established at OM1/93 in the Tanker - Terminal System and the ISGOTT’s SSSCL. The verifications will be duly documented.

• List of verifications of the lifting equipment of the Vessel.

The Personnel of the Mooring Service will carry out the visual safety verification of the Tanker lifting system (boom or crane) used to disconnect the hose Terminal. The verification will be duly documented.

• Running of the Telemetry System installed at SPM • If it is available, to all Tankers will be provided with a differential GPS (linked with

the telemetry system) that gives the Tanker speed and the distance to the SPM.

• In the Tankers bigger than 80.000 DWT the mooring maneuvers will be made using a “special pick up rope” provided by TERMAP (10" circumference, SWL: 300 tons).

E.1.06 Necessary tanker’s hardware readiness prior to arrival

• Previously, it must ensure that the messenger line of the tanker used in the mooring maneuver has been taken out from the winch drum and only the pick up rope is stowed there.

• One messenger line constructed of Floating material with a minimum diameter of 1 inch, and a length not less than 100 meter.

• One 15 tons lifting power winch with an empty storage drum to stow not less than 100 meters length of 80 mm diameter (10” circumference) pick up rope and the connected messenger line.

• Fairlead, bow stopper, roller pedestals and winch drums rightly aligned to avoid unsafe conditions and any pick up rope damage.


• Two towing lines, or one of equivalent strength, manufactured in floating material at the stern, from 80 to 100 meters of length, each one of not less than 70 tons of break load, to be passed to the tug

E.1.07 Main steps for berthing

• The tanker aligns with the weather or sea component • The SPM will be left on the port or starboard bow during approach depending of the

hoses connection side • Tanker’s speed must be adjusted according to the remaining distance to the SPM and

not be more than the minimum to keep maneuverability within 1000 m of it. • Support tug will apart the floating hose string and the mooring launch will take the

end of the pickup rope keeping it clear and extended to the Tanker • 150 m of the SPM the mooring launch proceed to take the tanker’s messenger line,

and connect to the SPM pick up rope, tanker’s speed must be null or minimum • Tanker start to heaven up the messenger line • Mooring launch proceed to take the end of hose string delivered by the support tug

keeping at all times a proper configuration avoiding excessive bending radius or excessive pulling strength to activate the Breakaway coupling or kink the hoses.

• Tanker very slowly carry on heaven the pickup rope without strength, with the help of the vessel’s engine, until the chafe chain is in position to be safely secure with the stopper.

• Tanker should be stopped at no less than 50 m of the SPM • Supporting tug will take two towing lines from the vessel, passing through to an aft

central fairlead and connected to the tug’s main towing line. • Support tug will remain towing with a proper tension and adequate distance

Note: During or in advance of adverse meteorological condition the L&M could request the towing lines to be passed before completing the berthing or initiate the hose connection before passing the towing lines. For the case in which the Terminal occasionally has not the Tug, the floating hoses will be towed by the second mooring Launch, and only in case of need the Buoy - Tanker position will be kept with the Ship’s engines as mentioned in the document “Single Point Mooring Maintenance and Operations Guide / OCIMF E.1.08 Main steps for hose connection.

• The Mooring Launch will proceed to tow the end of the floating hose to the Vessel manifold zone

• The hook of the crane will be dropped to the position in which the personnel of the Mooring Launch can secure the hose’s sling to it.

• Hose sling will be connected to the crane’s hook • The hose will be hoisted to a position where the hose chain can be secured in a bit

through a quick release pelican hook • Once the chain supports the weight, the hose could be bended towards the manifold • When the hose is on the manifold’s drip tray, the mooring crew will proceed to

remove the hose blind flange to verify the “O ring” condition and, • Using “tirfors” and the Tanker’s crane, proceed to connect the cam-lock bridle of the

tanker rail hose to the tanker’s manifold flange.


• Install the auxiliary lifting belts as holders to keep a proper radius bend of the TRH E.1.09 Main steps of hose disconnection

• Being drained the connection and With manifold and TRH valves closed, the cam lock bridle will be disconnect from the manifold

• The hose will be moved using the crane over the oil tank to a position in which can install the blind flange.

• The holding lifting belts will be released from the rail and the hose will be hoisted until the boom or crane takes the hose’s weight, then the hose’s chain will be released.

• The hose will be descended softly until it floats freely in the sea • The Mooring Launch crew disconnects the hose-lifting sling from de hook.

Note: In conditions of bad weather this maneuver will be able to be realized without the assistance of the mooring vessel. In this situation the hose is descended to the sea using a rope passed through the Master link of chain The rope will be handled from a Tanker bit and retained until the mooring launch assistance or, in case the Mooring Launch is not available, retained up to the Tanker’s unmooring, releasing one end of the rope in order it runs through the Master link. E.1.10 Main steps for unmooring

• The pickup rope deployment will be prepare on the deck in order it can be slack away as soon as the chain was released from the bow stopper (in special cases)

• The hawser will be Slack out using the main engine ahead if necessary • Once the tension is discharged the bow stopper is opened and the chain released • The messenger will be haul down until the chain and buoy are in the water • The vessel start to be underway astern as the messenger is hauled out

Note: The function of the Support Tug during the Tanker’s unmooring will be subordinated to the sea and weather conditions and the relative position Tanker - coast. In such cases, the M & L Master will coordinate with the Tanker’s and Tug’s Masters to tow the Tanker astern after the releasing the chain from the bow stopper. E.1.11 Considerations The main considerations to attend by the M & L Master to decide to stop the load and unmoor the Tanker are the following:

• That the wind speed does not exceed 25 m/s, according Argentine Coast Guard regulation- PNA (34/99 DPSN)

• That the alarm levels of mooring hawser strain (Hi and Hi Hi ), both preventive and reduced of the original ones, have been both exceeded at least once.

• That the tendency line of "Prediction" (Telemetry system) was increasing or 81 tons have been reached

• That the forecast was unfavorable • That the weather and sea conditions, or those predictable could develop present risks

for the persons and equipment during the hose disconnection, the unmooring or the Mooring Launch maneuvers.


E.1.12 Illustrations Figures I, - Figures 6.1 detail the Mooring maneuver and Figure 6.2 the hose connection maneuver. E.2 Loading Operations E.2.01 Scope

The general outline in order to carry out in a safe way the loading operations with the oil tanker: is detailed in the “Marine documents booklet, Annexes, Annex 2 Document 6.2- Operative procedure number: 8 The loading operation will be coordinated and supervised in the Oil tanker by the Loading & Mooring Master, for that reason he will get to know the Loading Plan of the Vessel, and he will agree with the Officers of it and the Supervisors of the Terminal the exchange of information related to pressures, volumes, flows, array of the pumping equipment and the valve operations Every valve opening and closing operation to enable or close tanks in the Oil tanker will have to be performed with the Loading & Mooring Master’s consent, who will let the Tank Farm Supervisor know in advance. Likewise, every change in the array of the pumping equipment, as well as any change in the tanks to be loaded from the Terminal, will be informed in advance by the Tank Farm Supervisor to the Loading & Mooring Master and the Vessel. Only the Tank Farm Manager, the Supervisor in charge of the operation and/or the Loading & Mooring Master are authorized by TERMAP S.A. to agree and introduce changes in the procedure and/or solve unexpected situations, whenever necessary during the operation. The communications between the Terminal and the Vessel will be performed through the Plant Supervisor or operator authorized by the latter, who will keep radial contact with the Loading & Berthing Master and the Vessel Officer he had authorized. E.2.02 Safety while loading The risks during loading operations of Oil tankers in a maritime terminal are of high severity, and the installations, as well as the automatic protection equipment and the loading procedure, will not be enough to carry out a safe operation if the personnel involved do not understand the importance that their own performance have while operating valves or in other maneuvering of the loading operation. Actions Prior loading

• Induction to safety The Loading &Mooring Master will give an induction to safety to the personnel in charge of the operations in the Oil Tanker.

• Establishment of the safety condition, prior to the beginning of loading. The Terminal Supervisor will require by means of radio to the Oil Tanker the “understanding” of TERMAP´s message of “establishment of safety condition”


• The M&L Master will give a caution warning, and he will install a warning signal in the Control Room, regarding the prohibition of unauthorized operation of valves.

• The Loading & Mooring Master and the Terminal Supervisor will exchange and contrast the principal details and operation parameters every two hours which will be noted down in their respective Loading checklists or Time Log File (date, time, equipment, pressures, volumes, flows and differences).

Simultaneously, but automatically, the principal operating variables will be recorded continuously with the following instruments:

• “Yokogawa” recorder installed permanently in the exit tubing of the Tank Farm to register the pumping pressure, volume, oil temperature and suction pressure of pumps.

• “Clif Mock”portable recorder installed in the Oil Tanker manifold by the mooring crew to register the incoming pressure of the oil to the vessel.

• Telemetry system, installed in the Tank Farm and connected with sensors of the monobuoy and the pipeline to register the parameters of mooring, pressure and flow rate at Buoy and Tank Farm.

Likewise, all the loading operation will remain recorded in the lists of “Boarding control”, “Tank measurement” and “recirculation control” that will be made by the Terminal Supervisor and the lists “Time Log”, “Loading Plan” and “Rate’s sheet” performed on board by the Loading & Mooring Master. E.2.03 Recirculation, initial and final line refilling in the pipeline system Prior to the beginning of the loading operations, the Terminal will perform an internal line displacement called “recirculation” This operation will be carried out at least the needed time to move the 150% of the content of those lines, main steps are

• initial refilling of the line • final refilling of the line • measurement and certification

E.2.04 Main steps for beginning of load Once the hose is connected to the manifold ends, the following steps must be cheeked to start the cargo:

• Agree the Cargo plan, • Confirm there are Customs permits, • Confirm the SSSCL is completed, • Confirm the opening of the connection hose valve has been carried out, as well as

the one of the Buoy and of the Vessel, Having confirmed a good crude reception in one single tank the M&L Master will ask to start the loading “by Gravity” E.2.05 Line displacement Due to internal regulations of the terminal, prior to the commencement of the cargo, a line displacement will be performed loading to two dedicated tanks in the vessel in order to facilitate the cargo inspector measurement. Once this displacement is done and the measures


been taken, the normal cargo will carry on. Procedure details are provided in the “Marine Documents Booklet” – Annex 2 – Operational Procedures - Filling of the load line. E.2.06 Main steps for loading operations

• Check the normal reception of the crude in one single tank loading “by gravity” • Check Normal parameters of loading (see tables) this step will demand normally

from 5 through 15 minutes depending on the temperature of the oil. • Open three tanks of enough capacity to assure a minimum flow reception of 2500

m3/h • Inform to the terminal supervisor that the vessel is ready to receive cargo by

“equipments” (pumps). • References:

CALETA CORDOVA CALETA OLIVIA

Pressure In Kg/cm2/ Flow m3/h

Equipment

Plant buoy Flow Plant Buoy Flow

Gravity 1.0 – 3.0 1.0-3.0 1000 1.0-2.0 1.0-2.0 1800

1st Equipment

1.0-7.0

1.0-5.0

1200

1.0-3.0 1.0-2.0 1300

2nd Equipment

2.5-8.8

2.5-7.3

2600

2.5-4.0 2.0-3.0 2600

3rd Equipment

2.7-9.2

2.5-7.2

3400

4.0-7.3 3.0-5.5 3600

4th Equipment

8.5-11.9

7.0-8.4

3900

8.0-10.0 5.0-7.5 4600

nil nil nil 9.5-11.5 7.5-9.0 5th Equipment 5200

Due to the fact that any of the TERMAP's Terminals is in condition to fulfill to the minimum ruled requirement of pumping by means of the use of two equipment (68.000 m3 in no more than 36 hs, equivalent to an average flow rate of 1.888 m3/h), the decision of a third equipment for pumping or successive ones will result from an evaluation to be performed by TERMAP S.A. according to the need of evacuating the crude, meteorological inclemency and the awaiting vessels, among others. E.2.07 Limitation of pressure The installations count with the following scheme of automatic protections that limit the pressure of the system. The excess of the indicated values causes an automatic stop of all the pumps ("shut down") and the automatic closing of the exit valve of the Tank Farm.


CALETA CORDOVA CALETA OLIVIA

Pressure In Kg/cm2/

Each Pump Plant Buoy Each Pump Plant Buoy

14.0 14.5 10.0

12.0

12.5

12.5

Additionally, the loading pipeline of each Terminal has a relief pipeline that is connected to a tank. This pipe will be set automatically when reaching a pressure of 23 Kg/cm2 that is the pressure at which a calibrated disk breaks with that aim. Likewise, each monobuoy has a safety valve calibrated at 21 Kg/cm2 whose discharge is connected to a recipient of 0,5 m3 of capacity. Finally, the system has another devise called “breakaway coupling” which works as the last protection with the aim of avoiding the break of the hoses. This device opens automatically when the floating hoses pressure reaches 27,0 Kg/cm2 or the effort of traction in the hoses is over 35 tons. E.2.08 Risks during loading operation The highest existing risk during the loading operation is a break of a hose, expansion joint, pipe or another element of the system caused by a surge pressure, to avoid this the following practices are recommended

• Clear communications between L&M Master and Terminal Supervisor, regarding actions or required maneuvers to do.

• All valve maneuvering in the Vessel that implies the restriction of entrance of oil to it; even when new tanks for the loading have been fitted, will require the previous warning from the Loading & Mooring Master to the Supervisor of the Tank farm so that this one takes the necessary precaution to keep the values of pressure within the reference values. In that situation, it is considered a good practice, on the Tank farm, to stop one pump and carry out the opening of the "by-pass" not less than 20 % or refer to the general rule indicated in the following table”

Condition of the reception

Or condition in which the vessel will remain after finishing the foreseen valve

operation.

Quantity of recommended

equipment (pumps)

A totally open tank.

Gravity or one equipment

Two tanks totally open Two equipment

Three tanks totally open Three equipment

Four tanks totally open Four equipment


• Warranty at all times the good reception and enough capacity • The Terminal Supervisor should take all the precaution at hand to avoid the increase

of pressure and /or flow rate of oil • To stop pumping equipment, open or close the "by pass" or another operation, it

must be informed beforehand to the Loading & Mooring Master so that on the vessel it is evaluated if there is any risky condition of an overflow from a tank about to be finished.

E.2.09 Tank Refilling (“topping off”) during the operation The main cares detailed have to be taken in account during operations

• To Open other tanks in order to reduce the entrance flow rate in the firsts, • To have enough additional capacity in each tank, or emergency derivation, a

minimum volume of 500 m3 of capacity in a “slop tank" or in the last loading tanks is required by the Terminal.

• Whenever it is possible, at the moment of beginning the refilling phase of a tank and/or at its end (restriction and/or closing of valves) two tanks will be kept totally open.

• The flow rate of load must be reduced, every time a throttling and/or closing of valves takes place, being it at the beginning and/or the end of the tank refilling or a simple change of tanks.

• The closing of the valves of the refilling tanks can be carried out with two equipment whenever in the vessel it is warranted a minimum reception flow rate of 2.500 m3/h with the previous opening of new cisterns (at least two in all, see Section H, Annex 1 Document 6.7 “Surge pressure in the system”). Otherwise it will be carried out on the condition “by gravity”, for which the Loading & Mooring Master will ask the Tank Farm to stop the last pump before beginning the closing of the cistern being refilled, as if it were the end of the loading.

E.2.10 Ends of load In general, the “stop” of the pumps will be carried out according to the pressures registries in the Plant during the operations of final refilling of the Vessel tanks. It is important to emphasize that the sequences of the ending in the Terminals of Caleta Olivia and Córdova present differences E.2.10.01 Caleta Cordova

• Stop the fourth equipment.1000 to 3500 m3 left to complete the load • Stop the third equipment 800 a 2500 m3 left to complete the load • Stop the second equipment 500 a 1500 m3 left to complete the load • Stop the Last Equipment 300 a 800 m3 left to complete the load • load “by gravity” flow rate to no more than 1000 m3/h • Reduce to flow rate of 400 m3/h, condition that permits a safe closing of the

MonoBuoy valve without getting pressures over the 4,00 Kg/cm2.

E.2.10.02 Caleta Olivia • Stop the fourth equipment.1000 to 3500 m3 left to complete the load • Stop the third equipment 800 to 2500 m3 left to complete the load


• Stop the second equipment 500 to 1500 m3 left to complete the load • Stop the Last Equipment 800 m3 left to complete the load • Load “by gravity” flow rate to no more than 1000 m3/h • Reduce to flow rate of 150 m3/h, condition that permits a safe closing of the

MonoBuoy valve without getting pressures over the 4,00 Kg/cm2. Once oil is not found circulating through the system, the close of the butterfly valve corresponding to the connection hose can be performed. In case in which at the ending of the loading the “By pass” could not be closed for technical inconveniences, and the risk of overflowing a vessel tank were run, a controlled closing of the valve of the MonoBuoy (manually or by telemetry) must be carried out, and if this were also impossible, the controlled closing of the valve of manual command of the manifold or hose connection would be carried out. In all the cases it will be proceed according to the “Emergency Procedures- Interruption of Loading” that establishes:

• The first two thirds of the valve will be closed in approximately one minute (1min)

and • The third remaining in no less than three minutes (3min).


F) PORT INFORMATION F.1 General F.1.01 Introduction The Caleta Córdova and Caleta Olivia Terminals are operated by Terminales Marítimas Patagónicas S.A. (TERMAP S.A.) on a 24-hours-a-day/7-days-a-week basis, weather permitting. Mooring, loading and other services at the Terminals shall be subject to the Conditions of Use of Terminals and Services, which will be delivered to Masters of Vessels by company’s Mooring and loading Master as indicated in Annex I, Letter 2.1, of this Manual. F.1.02 Object It is not intended to replace any official maritime publication currently in force. For this reason, readers are encouraged to refer to the Maritime professional publications, as well as to all regulations, laws or executive orders. F.1.03 Termap’s management systems TERMAP S.A carries on its activities according to an Integrated Environmental & Quality Management System that is certified and audited periodically by the American Bureau of Shipping (ABS), fulfilling the requirements of the ISO 14.001:1996 and ISO 9001:2000, respectively, and applies a Safety and Occupational Health Management System under the requirements of the Norm OHSAS 18001 The Environmental and Quality Policies constitutes the main documents of the Management System and it is based in the Safety, Health and Environment Rules of the Company, consistent with its Mission, Vision and Values. These documents are available in the “Marine documents booklet”. F.1.04 Responsibility Best efforts to provide accurate information here indicated has been developed at the moment of its publication. As in some cases the information is based in sources which accuracy cannot be guaranteed, the Company does not accept any responsibility for it or for the consequences derived from the use of information in this Manual, whatever its purpose. The Manual does not grant exemption or limit the responsibility of Masters or crew members of Vessels from the safe practice according to the universally standards recognize in this profession, as well as the fulfillment of the laws and instructions emitted by the Regulating Authorities of the Argentine Republic. The criteria that must prevail in case of inexistent or conflictive legislation, rules or instructions, is that of the safety of people, care for the environment and property. The terms and conditions of Terminal use of Caleta Córdova and Caleta Olivia, of compulsory acceptation by users of Terminals, are exposed in Annex I, Note 2.1, ¨Conditions of Use of Terminals and Services¨, which can be summarized in the following text: TERMAP S.A PROVIDES ALL EQUIPMENT, INSTALLATIONS AND SERVICES, INCLUDING THE MOORING SERVICES AND THE MOORING & LOADING


MASTER SERVICE, AND THE RISK OF USE IS ASSUMED BY THE VESSEL. PROVIDING SUCH SERVICES, INSTALLATIONS AND EQUIPMENT MUST NOT BE INTERPRETED AS A CONTRACT. BOTH, TERMAP S.A. AND ITS CONTRACTORS HAVE THE RIGHT TO LIMIT THEIR RESPONSIBILITIES ACCORDING TO THE DUE LEGISLATION OF THE ARGENTINE REPUBLIC. F.1.05 Facilities, Official Address, Location And Main Characteristics F.1.05.01 Comodoro Rivadavia The administrative headquarters of the Company are located in the city of Comodoro Rivadavia, in the Province of Chubut, with its official address at:

TERMINALES MARITIMAS PATAGONICAS S.A.

TERMAP S.A.

DEMOCRACIA 51 9000 COMODORO RIVADAVIA

CHUBUT, ARGENTINA Is in these offices where the administrative and operating management of the Company is concentrated. Additional information about services may be required at: Mr. José Luis Marzocca—Maritime Superintendent Phone Number: 0297-447-4400—Extension 113 Fax Number: 0297-447-9291 E-mail: [email protected]. ar In addition, the Company has a Site in the Web: 8 F.1.05.02 Terminal Caleta Cordova The Caleta Córdova Terminal is located within Argentine territorial waters and is comprised of the following:

(a) A shore Terminal with tank farm facilities having an operational crude storage capacity of 282.517 m3 and an approximate average receiving rate of 28.000 m3/day.

(b) An offshore loading berth consisting in a single point mooring Buoy, at latitude of 45º 46' 23.5" south and a longitude of 067º 19' 24.9” west, connected to the Terminal by a 32" pipeline.

(c) The loading hose consists of a 20" floating hose, reduced at the end to a 16" hose with a connection flange of the same diameter.

(d) The Terminal is located at San Jorge Gulf, 20 kilometers to the north of the city of Comodoro Rivadavia, in the province of Chubut.

F.1.05.03 Terminal Caleta Olivia The Caleta Olivia Terminal is located within Argentine territorial waters and is comprised of the following:

(a) A shore Terminal with tank farm facilities on the coast having a maximum crude storage capacity of 216.782 m3 and an approximate average receiving rate of 18.000 m3 per day.


(b) An offshore loading berth consisting in a single point mooring Buoy, at latitude of 46º 25' 31.6" south and a longitude of 067º 28' 42.1” west, connected to the Terminal by a 36" pipeline.

(c) The loading hose consists of a 20" floating hose, reduced at the end to a 16" hose with a connection flange of the same diameter.

The Terminal is at Caleta Olivia, at San Jorge Gulf, in the province of Santa Cruz., 70 kilometers to the south of Comodoro Rivadavia city. Reference Maps and documents for each Terminal are to be found in Section H, Annexes, Annex II and Figures I Figures 3,5, 3.6 y 3.7. F.2 Terminal Facilities F.2.01 Facilities The Terminals of Caleta Córdova and Caleta Olivia are SP M (single point mooring) buoy of “CALM type”. The SPM is connected through a submarine piping of 32 inches in Caleta Córdova, and 36 inches in Caleta Olivia. Its runs from the Storage Plant to the submarine pipe line end manifold (PLEM), which links with a set of two submarine hoses to the Buoy, and through a floating hose string from the Buoy to the moored Tanker. Both Terminals are classified by the American Bureau of Shipping, (ABS), according to the document: “Rules for building and Classing Single Point Mooring, 1996”.Annually inspections are performed as per ABS requirements In the Section H, Annexes, Figures I, Figure 4.1, is the General arrangement of SPM facilities. F.2.02 Loading Buoy Buoys at both Terminals are cylindrical built in steel, fixed to the sea bed by six catenary anchor chain lines of 76 mm,. Each weights more than 15 tons. SPM installed are Mitsubishi heavy industries (MHI) in Caleta Olivia and SOFEC in Caleta Cordova, a spare buoy is available for replacement. A lay out and technical specifications of the SPM and Calm system are detailed in Section H, Annexes, Figures I, Figure 3.8 F.2.03 Designed conditions for the operations between the terminal and the tanker The Maritime Terminals have been designed to provide safe mooring and to operate ships from 39.000 to 160.000 DWT according to the weather conditions in the area. Nevertheless, for safety reasons, and or for care of the environment, the facilities and or of the ships, the Terminal demands that the ships be nominated with anticipation, through a form in which the main vessel’s characteristics are provided. TERMAP S.A. has also prepared detailed documents that follow, in which the conditions and limitations of the operation are presented, according to the facilities of the Terminal. The previously mentioned documents are included in Section H, Anexxes, Annex II, Documen 5.4 & 8.4 , It is important to highlight that besides the arrangements mentioned in these documents; ships must fulfill the following requirements in order to be admitted to the Loading Buoy.


F.2.03.01 Maximum Draft: Vessel draft shall at all time provide adequate clearance between its keel and the seabed. Depth of water in the Terminals is approximately 120 ft. Under no circumstances shall the Vessel draft exceed 53 feet (18 meters). F.2.03.02 Restriction at area of maneuvers: The area of maneuvers for 150,000 DWT Tankers to approach (mooring) and/or departure (unmooring) is restricted to 875 meters West of the Buoy position, due to the reduction in depth to only 22,5 meters. Vessels are recommended not to go beyond the 22.5 meter isobaths. F.2.03.03 Deballasting and Slops at the Terminal: TERMAP S.A. facilities do not accept ballast or slops. However, in case of emergency, the Company will evaluate the possibility of exceptionally utilizing one terminal for the reception of such fluids, previous commercial arrangement by which cost of the operation and final destination of fluids are to be covered by Ship-Owners. F.2.03.04 Deballasting to the sea: Vessels are required to comply with the MARPOL 73/78 Convention and Protocols, as revised, in respect of clean or segregated ballast as long as they stay within Argentine waters. Vessels shall not discharge any type of ballast containing exotic organisms overboard and/or effluent contents exceeding 15 ppm (parts per million). Vessels shall show their Oil Record book and their Ballast Water Management Plan – IMO Resolution A 868.-20 whenever the Mooring & Loading Master so requests.

F.2.04 Operational pressure restrictions - loading rate Operational Restrictions - Maximum Pressure and Flow: Based on the hydraulic studies made for the determination of the increase in pressure in the transfer system as a consequence of improperly valve closure of the Tanker (Surge pressure), TERMAP S.A. has arranged the following maximum values for pressure and flow of operation. Such values minimize the possibility of pressures being rise above the admissible ones, as a consequence of the above-mentioned hydraulic phenomenon. The values for Safety Operation Maximum Pressure (SOMP), and maximum flow, consistent with the levels allowed by the Loading Proceedings of the Terminal and those of Emergency Shut Down are established as follows:

Terminal: MHI & SOFEC Buoy Caleta Córdova Caleta Olivia

• Safety Operation Maximum

Pressure (SOMP), 8,0 Kg/cm2 9,5 Kg/cm2

• Maximum flow rate allowed 3660 m3/hr 4600 m3/hr • Pumps used: 4 4 Emergency shutdown pressure

(ESD), by telemetry 10,00 Kg/cm2 11,50 Kg/cm2

Vessel minimum loading rate required The Loading Rate will be the adequate that will ensure the minimum established in the TERMAP S.A. Rules between the Operator and the Loader, depending on the characteristics


of the receiving pipes of the ship and mainly on the temperature of the crude oil stored at the Terminal. In order to speed up operations, it is required that Vessels start segregated deballasting as soon as operational and safety items are fulfill, In addition, Vessels should load at least at the rate of 2000 m3/hr minimum, or fastest as possible keeping the safety standards. It is also requested that any restriction to the flow be removed before the ship arrives at the loading berth. F.2.05 Tanker valves minimum closing time The Loading Procedure at the Terminal (Loading Procedure Number 8) establishes the prohibition of closing the Vessel valves without previous consent of the Mooring & Loading Master and the Terminal Supervisor. Nevertheless, and with the purpose of minimizing the effects of an unauthorized valve closure at the Vessel, TERMAP S.A. requires that, where possible, the time of closing of the valves of the vessel not less than 40 seconds It is also demanded that the main manifold valve be of a manually activated type. F.3 Weather F.3.01 General The Company may advise about the general condition of the weather but the Vessel should refer to professional published information to get more details on the weather, direction of the winds, tides and sea currents. F.3.02 Winds Offshore winds, Prevailing from the West sector blows from moderate to strong, throughout the year. They can be heavier, turning sometimes to gale-force winds unexpectedly happening and accompanied by heavy seas and high waves, at any time during the year. F.3.03 Tides Tides can be quite accurately predicted by using the tide table. F.3.04 Weather characteristics features (from document: Derrotero Argentino) As for information purposes, the data on the area of the Derrotero Argentino - H202 (Argentine Course), document of the Naval Hydrographic Service of the Argentine Navy is transcribed here:

Tide Currents: The Tide Currents are felt with little intensity in the vicinity of the shore. Its direction is almost parallel to it. Off shore the current reaches a maximum speed of 1.25 knots. Weather: The Weather at the port of Comodoro Rivadavia, as at the rest of the oil loading sites at the Caleta Córdova, Olivares and Olivia, as at the rest of the

Minimum closure time: 40 seconds


Patagonia ports, is characterized by a windy season, with a dry weather and agreeable temperature, that correspond to the months of November - April, and another season, also windy, with dry and cold weather, accompanied by snowfall, with higher intensity in the inner of the coast. West winds blowing from inland blow the most part of the year in a proportion of 431 per thousand, and at a speed of 41 km per hour. They are frequently strong, with gusts but they do not prevent the loading or unloading operations. In case of being anchored within the isobaths of 10m, the anchor work is important, making it necessary in most cases, to increase chain lengths. Normally inland winds blow at a variable intensity, decreasing in the dusk After nights with strong West winds, calm patches at dawn often occur, to gather strength again at sunrise, making them excellent moments for maneuver. Strong gusty winds from the SW to NW make mooring very difficult at the ports and at the SPM areas, but, nevertheless, they give the chance to maneuver at the instant of sunset, in which there is a sensible decrease of wind and sometimes there is even complete calm. This period of apparent calm has duration a little shorter than the civil twilight If, during dawn the horizon shows stratus-cirrus clouds, with a reddish tone, and the night had been a calm one, after the sunrise the winds will begin to blow strongly from W which will last the whole day. The winds from NW to NE, when blows, do it moderately, beginning, generally after midday, to calm down in the evening. In occasions, when the barometer is high, the NE wind stays for several days, bringing swell that remains until an inland wind blows again. The fresh winds from the East are very rare, they come accompanied by rain, and when they appear, anchorage should be abandoned, since they raise heavy seas. Winds from the South are announced by the regular decrease of the barometer, which happens most of the time with calm or soft breeze from the NW to reach or overpass, in its descent the 987 hPa in which point, the fall of the barometer stops with a little tendency to go up and with a presence of a horizon loaded with thick clouds on the South. The gust gale appears with characteristics of storm, accompanied by rain, and sometimes hail, reason for which it is always necessary to take providence with the Vessel or boats on the water. The duration of the bad weather from the South is inversely proportional to their intensities, and after them, there is always a series of very good weather days. In a general manner, the weather in Comodoro Rivadavia is known by its inclemency, corresponding to the time of worst weather, from the solstice for June to the equinox of September, time in which the W and SW winds appear with greater frequency. Atmospheric Pressure: The atmospheric Pressure medium annual is of 1022.8 hPa. The maximum medium monthly is registered in September with 1004.8 hPa, and the lowest in January with 999.8 hPa. Temperature: The average annual temperature is 12.5°C. The coldest months are June and July, with average temperatures of 6°C and the hottest month is January


with 18°C. The maximum registered temperature has been 37.6°C and the minimum 6.2°C below zero. Frost: Frosts are registered with an average frequency of 25.8 days per year. Clouds: The annual average of cloudiness rate is 4.3 eighths, with a maximum of 4.5 in January and July, and a minimum of 3.9°C in March. Humidity: The saturation degree of the air shows little difference between the monthly averages. The highest average values are in May, with 62% and the minimum to January with 39 %. Precipitation: The annual average precipitation is 301mm. Maximum rainfall corresponds to the fall season and minimum to spring. On the other hand, months with no rain are relatively frequent. Fog: The annual average of frequency of the phenomena is 4.8 days uniformly distributed during all the year. Snowfall: The average annual frequency of snowfall is of 6.2 days and they are registered between May and August Hail. It reaches an average annual frequency of 2.8 days and may be registered at any time all year round.

F.3.05 Caleta Córdova Punta Novales and its long hard clay core shore, which extends in an East Northeast direction, offer a relative protection to the SPM from wave generated by the winds of sector North, North Northeast, and North East. For winds with a West component, at the cliff coastline that extends from North to South in front of the SPM, the wave generated is not relevant, due to the proximity to the coast. From the San Jorge Lighthouse, the coastline opens in a South West direction, the winds with a South component, (SSW, S. SSE. and SE), even the intensity of the wind may be from regular to light, and generate an important wave in approximately six hours. The winds from the quadrant E (ENE, E, ESE), are oceanic winds, associated to permanent low pressure centers and high pressure centers, which generate an important swell, that sometimes associated to the local winds, may increase or diminish the effect. According to the characteristics of such wave, it is possible to perform the mooring of the Tanker, but not the hose connection due to the movement that it produces, and the consequent dynamic charges. F.3.06 Caleta Olivia North of the position of the SPM, the line of the coast opens in a NW direction. To the South, it opens in a SE direction and, after the Tres Hermanas Hill, in an E direction, until Cabo Blanco, closing the St George Gulf. The winds from sector NW- NNW- N- NNE and NE of regular to light intensity, generates an important wave in less than six hours.


For the winds from sectors WNW-W-WSW and SW, from which the SPM is protected by its proximity to the coast and its cliff steps, the wave generated is not relevant. Similar behavior is produced for the winds from sectors SSW, S, SSE and SE. As well as in Caleta Córdova, the winds from sector E, generates an important swell that may increase or diminish with a local wind change, enabling the mooring, but circumstantially preventing the connection of the hose to the Ship. F.3.07 Forecast The Terminal has a contracted service of local forecast, which is broadcasted twice a day approximately at 0200 hours and 1300 hours, and which presents the evolution and intensity of the wind, the wave height and the atmospheric pressure for the day, every two hours. It shows data for the two following days in parameters every three hours.

F.4 Approach to terminal, navigation aids and restricted areas of operations F.4.01 Approach to terminal and navigation aids Vessel Masters should refer to all professional publications and the official regulations concerning to Approach and Navigation Aids for Caleta Córdova and Caleta Olivia Terminals. The Argentine Coast Guard Regulation (O.M.13/97 – Article 4) establishes: When approaching to the zone, if a Tanker should sail between the offshore line of 20 miles and the grounding isobaths and the coast, it will be done with a course that involves the minor time of transit in the same one. It is not allowed to navigate closer than 20 miles of the Tanker’s grounding line in all Argentinean coasts. SPM at Terminals are equipped as followed, for Navigation aid:

Radar Reflection Screen Minimum Screen Diameter: 20¨ (508 mm) Foghorn Acoustic Range of 0.5 miles (0.93 Km) Ü¨ Morse Code every 30 seconds Position Light (Marine Lantern) All Horizon (360 degrees) and visible from 5 miles (9Km) White Light Flash/ Eclipse: 0.5 sec ON – 1 sec OFF – 0.5 sec ON – 1 sec OFF – 1.5 se ON – 10.5 sec OFF, Ü¨ Code

F.4.02 Restricted area at the terminal At no time shall a Tanker sail through the Terminal's restricted area unless the Mooring Master is on board the Vessel. Restricted area is defined as such area as lies within a two (2) mile radius from the Buoy, as defined in Argentine Coast Guard Regulation: OM 1/74, Agregado 17. (Annex 17) F.4.03 Anchorage area


Anchorage of any Vessel is forbidden in an area within a two (2) mile radius from the position of each single point-mooring Buoy.

• Anchorage Area for Tankers Awaiting Mooring to a Buoy At the time of publishing this manual, the authorities have not established specific requirements in order to proceed to anchoring in the vicinity of the Caleta Córdova Terminal. Consultation with the Local maritime Authority at the time of arrival is advised. The area for anchorage and wait for Caleta Olivia is duly specified in the Nautical Charts.

• Anchorage Area for Unloading or Top – Off Masters of Vessels should refer to the publications of the Servicio de Hidrografía Naval (Argentine Navy Hydrographic Service) or contact the local maritime authorities.

F.4.04 Mooring & Loading Master boarding area The Mooring & Loading Master (M&L Master) shall embark to the tanker in the area expressly indicated during the initial communications; the Vessel shall comply with the instructions received from the Company or the M&L Master. F.4.05 Mooring & Loading Master embarking/disembarking Before mooring, Tankers shall be boarded by the Mooring, Loading Master (M&L Master) and Assistants of the Mooring Service at the area indicated by him in the first radio communications established. The pilot ladder should be rigged and secured at the appropriate pilot ladder boarding position on the ship’s side this should be as near amidships as possible and on the parallel body of the ship, clear of all discharges which could cause flooding. In order to allow the ladder to sit flush against the ship's side a list should be avoided. If a list cannot be avoided the ladder should be rigged on the side which will allow it to remain flush against the side of the ship. During Pilot transfer, the supervising ship’s officer shall be in direct contact with the bridge. The communication must be by radio. During the transfer the ship should maintain steerage way with the engines going ahead at a speed compatible with the ability of the launch to remain comfortably alongside. During an embarkation/disembarkation operation a ship should not be stopped in the water or her engines put astern, except in an emergency or when requested by the launch coxswain. When embarking/disembarking with a combination accommodation ladder/pilot ladder, the accommodation ladder must always lead aft. (SOLAS reg. 23 sect. 3.3.1.5) The accommodation ladder must be rigged sufficiently high to allow the launch to lie alongside the pilot ladder section, with sufficient allowance for swell. This distance may be specified by the launch coxswain. Where possible it is recommended that the pilot ladder / accommodation combination should be loosely attached to the accommodation ladder at the transfer point and that the pilot ladder and the accommodation ladder should be attached to the ship’s side where lugs are provided on the hull. It is the responsibility of the vessel to ensure a safe working environment is provided for the Cargo commission whilst embarked.


A mechanical hoisting means of approved design may be an acceptable alternative to the conventional ladder, using it jointly with the accommodation ladder: however, a mechanical hoisting procedure based on the use of a single rope shall not be authorized for this purpose. Pilot ladder or combination ladder should be rigged according to: � SOLAS Convention Chapter V. � IMO Resolution A.275 (VIII) - Performance standards for mechanical pilot hoists. � IMO Resolution A.426 (XI) - Arrangements for embarking and disembarking pilots in

very large ships. � IMO Resolution A.667 (16) – Pilot transfer arrangements. � IMO MSC Circ.568/ Rev.1 - Required boarding arrangements for pilots � OM 4/89 Means for the transshipment of Pilots (Prefectura Naval Argentina). F.4.06 Mooring & Loading Master generalities Tankers shall provide meals and cabins for the M & L Master Senior and Junior while they are on board. In the event the Vessel does not have free pilot's cabins, the cabins provided shall be similar to that used by an Officer. The M & L Master will have free access to the bridge and all spaces, including the central cargo control room. Such areas will not be closed, unless previously agreed otherwise. Also, the M & L Master will board the Vessel with three (3) assistants of the Mooring Service. They will also be provided with meals and a cabin to rest during all cargo operations. A rotating shift of two sailors resting and one sailor on duty will be implemented to cover the station’s duty indicated by the L & M Master. For further information refer to F.8.05 Authorities or Government Agents permanence on board. Cabins & meals. The service of M&L Master is provided upon the express approval of the Vessel Master and on condition that the M&L Master designated or provided by the Company boards the Vessel only to give assistance. Neither the Company nor the employer of the mooring Master shall be liable for any damage or injuries stemming from instructions given or assistance provided by the Mooring & Loading Master, or from its actions while on board or in the vicinity of the Vessel he is assisting. F.5 Mooring And Loading F.5.01 Tanker’s equipment All Vessels shall comply with the requirements established by OCIMF in respect of mooring equipment and manifold facilities as well as by TERMAP S.A. in these Port Rules (See Section H, Anexxes, Annex I– Document 5.1, Vessel Nomination Form). All Vessels shall be equipped and must comply with the "International Safety Guide for Oil Lifting Tankers and Terminals" (ISGOTT/OCIMF), SOLAS 74, MARPOL 73 and 78, as amended. � Control Room

In addition to the above requirements, the operation of a Vessel will be allowed only if loading operations are monitored from the Tanker loading room, for which purpose the Vessel should have a VHF system for communications with the Terminal and the crew on duty on the Vessel’s deck, an overloading warning system for each tank, and a valve remote control system or a valve remote control or "mimic" system (a console in which


the condition of each valve is shown), in the event valves may only be controlled from the Vessel's deck. The valve board or mimic shall prominently display the sequence and type of valves to be used to transfer load to a relief tank in an emergency, in case of an overflow in any of the tanks. Such relief tank should have a minimum 500 m3 capacity, and be empty before starting loading operations.

� Tanker’s Tanks loading level

With the purpose of keeping the overfill alarm systems active, the loading of tanks up to the alarm level of overfill is not permitted, except that the Vessel have an additional effective alarm system approved by M & L Master, who can require its testing before the initiation of the loading.

� Loading system valves

It is required that all valves of the Loading System of the tanker be not of the ¨normally close¨ type, otherwise, the circumstance must be informed to the M & L Master, with the purpose of evaluating a particular procedure about the manual use of such valves. It is also required that the minimum closure time of the valves be of 40 seconds. The fulfillment of this point should not be interpreted as an implied authorization by the Company to carry out a valve maneuver without the previous approval of the M & L Master and the Supervisors of the Terminal, since all valve operation must be consulted with anticipation beforehand with the above-mentioned representatives of the Company. Finally, it is required that the main manifold valve be manually commanded, and all existing remote control mechanisms in the manifold must be blocked.

� Equipment for mooring and hose hoisting.

Prior to the arrival of the Vessel to the M & L Master boarding area, the loading crane or cargo derrick specified by the M & L Master shall be rigged and ready to lift the mooring equipment and later, the tanker rail hose. The forecastle shall have ready a messenger line of nylon with a minimum diameter of 1 inch and a length no less than 100 meters. The windlass, winches and gears should be in a good working order, The Vessel’s mooring arrangements must be the proper ones as to facilitate the mooring, and this includes the previous liberation of at least one drum of one of the winches where the pickup rope (10” size) will be stowed from the Mooring System of the Terminal. In those cases when the drums of the winches are not the OCIMF recommended type, or that such drums do not warrant the adequate rope stow, the M & L Master is allowed to require the support Tug the replacement of the pickup rope by another one of similar characteristics, but fit for the envisaged tasks.

The Company only authorizes to haul in the mooring ropes by means of the drums of the winch. The use of capstans or open drums is forbidden and requires the authorization of the M&L Master. In such case the mooring maneuver will be limited to be carried out only by the vessel’s crew under very good weather conditions. On Vessel’s side where the manifold to be used is located there should be equipment to hoist the tanker rail hose safely and efficiently from the sea surface, over the Tanker rail, to the Tanker manifold


The Terminal has instrumented a visual inspection methodology of the hoisting equipment of hoses. The Annex I, Document 5.5, of the Section H, Annexes, shows the Form to be filled by the Mooring Service personnel, and will submit it to the M & L Master for a final evaluation. If, in the opinion of the M & L Master, the Vessel is not adequately equipped to moor and load, he may so report to the Vessel Master and, in that event, the Vessel shall not approach the SPM or the loading hose will not be connected until the facilities, ropes or gears respond to the requirements of the Mooring & Loading Master. A description of minimal equipment can be observed in Section H, Annexes, Annex II Document 8.4 Pre Arrival Information.

� Lighting

When loading operations are carried out at night, the Vessel shall provide sufficient light to the SPM and the surrounding sea zone with the purpose of detecting any contamination of the water by oil spill, and also to make it easier to approach to the Terminal in case of night mooring Poor lighting shall empower the Terminal to cancel operations until this requirement is fulfilled Any ensuing delay shall be attributable to the Vessel.

F.5.02 Tanker readiness The SPM is located in open seas. Hence, from the time the M & L Master comes on board until he leaves ship upon completion of loading, the winches, windlass and the entire equipment of the Vessel shall be at full power. The main engines, steering gear and any other working equipment of the Vessel shall at all times be in a state of readiness, so that the full power of the Vessel may be used to maneuver in an emergency or to move away from the loading berth if its required by the Company or the M & L Master The Vessel's crew should be at their stations and alert all times during mooring, unmooring, loading or in any other operation related with the SPM. When the Vessel is equipped with an electric drive clutch control to the Vessel propeller shaft, both, the electric and the manual drive should be disconnected to prevent any possibility that the propeller shaft may be started while the Vessel is being moored. Constant surveillance shall be required at the engine room, cargo control room and the bridge while the Vessel is at the loading berth or in its proximity. Also, once the Tanker is moored to the Buoy, and during all the cargo operation, personnel of the Tanker will carry out a permanent duty in the Tanker bow station to verify the condition and performance of the mooring hawser and the safe distance between the Buoy and the Tanker bow. All news will be immediately communicated to the Officer on duty and to the M & L Master. F.5.03 Mooring priority Tenders to load oil are generally accepted and loading berths are assigned to a Tanker in order of arrival, pursuant to a pre-established schedule that has been agreed upon between TERMAP S.A. and the Producers providing the Vessel is validly nominated, has all the necessary equipment and is ready to moor. In the event that mooring is delayed because of the weather, the Vessel shall keep its place in the waiting list, provided it has arrived within


the agreed lay days. If it’s required to leave the area due to bad weather, the Vessel shall stay in contact with the Terminal at the respective Oil Terminal, to return as soon as the weather improves. Once the weather clears up, the Company reserves the right to load Vessels irrespective of their position in the waiting list, provided this procedure does not delay the loading of other Vessels awaiting their turn within the established lay days. For example, if weather condition makes it necessary for a Tanker that is waiting its turn to leave the area, the Company may load any other Vessel berthing after the former, provided it does so prior to the return of the first Vessel when the weather improves. The Section H, Annexes Annex I, Document 5.1 shows the Vessel Nomination Form. F.5.04 Note Of Readiness (NOR), Laytime and NOR acceptance When the lifting Tanker arrives at the usual anchorage zone at proximities of the loading berth, the Vessel agent shall advise the Company or shall have it advised by facsimile, through the Notice of Readiness, NOR, that the Vessel is ready to load. Lay time shall start at the end of the first six hours following the Company's acceptance of such notice, provided the Vessel has been nominated to load and the Terminal is in possession of such nomination, and also provided the M & L Master determines the Vessel is ready to moor and load, except when operations are adversely affected or delayed by bad sea/weather conditions or when such conditions prevent or make it difficult to moor the Vessels to the SPM Acceptance of the NOR issued by the Vessel shall take place only after the M & L Master confirms the Vessel is ready to moor, connect and operate without any difficulty, the surveyors approve the condition of the tanks, and the SSSCL is fulfilled. The NOR shall not be accepted and the operations will not be allowed to start if the condition of the tanks is unknown or other difficulties are founded, in which case the Company shall be entitled to take on the next Vessel already in the area or next to arrive. Lay time shall continue until the Terminal or the Vessel indicates that loading has been completed and the flow of oil to the Vessel is stopped. The M & L Master will stamp the NOR indicating the date and the hour of "reception" and the correspondent "approval". F.5.05 Mooring Operations The assisting Tug and a Launch, or two Launches, shall be ready at the mooring berths of TERMAP S.A. in Caleta Córdova and Caleta Olivia and will operate under the M & L Master's direct control. The Tug, or one of the Launches, shall tow the floating hose string, moving it away from the Tanker during approaching maneuvers. Subsequently, once the Vessel is in position, the Launch shall tow a messenger rope from the Vessel to the end of the floating pickup rope of the Buoy mooring system. After heaving, this rope will allow to join the chain to the Vessel chain stopper. The last operations shall be performed when the Vessel is at a reasonable distance from the loading berth, as instructed by the M & L Master. The mooring maneuver is detailed in Section H, Annexes, Figures I, Figure 6.1 Each Terminal's mooring system consists of a high resistance mooring line with a 76mm chafe chain and a pick up rope, as detailed in Section H, Annexes Figures I, Figure 4.8 The chain shall be fastened to the Tanker chain stopper .All berthing details and maneuvers sequences shall be ordered by the vessel’s officer after consultation with the M & L Master.


Once the ship is moored, the pickup rope has to be unreel and disconnected from the messenger/heaving up line given by the ship in order to keep free the pickup rope of the mooring system and be ready to pay out without any restriction. Once mooring is completed, two floating ropes in good condition of no less of 8¨ circumference and more than 80 meters long shall be deployed from the Tanker stern, which will be used by the Tug to keep the Tanker bow away from the Buoy. Thus, the Tug shall serve as a support boat, remaining towing the Tanker throughout the operation. In case that is unable to have a tug this activity will be done with the Tankers' engines if necessary. With the purpose of confirming the normal condition of the Buoy and its Equipment, the M & L Master/shore bosswain, will carry out the visual inspection of the facilities prior to the mooring operation. Likewise, when the operations are over, he will carry out a control of the condition in which they are left remain. For this purpose, he must fulfill the Control Form attached in Section H, Annexes, Annex I, Document 4.1, Terminal equipment and Buoy verification checklist. F.5.06 Hose Connection After mooring the Vessel, the tanker rail hose shall be hoisted in the indicated side by the Vessel equipment. The tanker rail hose is 16 inches in diameter and has been provided with a 150 A.N.S.I. series flange to connect to the Vessel manifold. On board the Vessel there should be adapters and all fittings required to connect the hose. Connection of the hose to the manifold shall be carried out by staff designated by the contracted Company, under the instructions of the M & L Master and with the support of the Vessel crew and equipment. Care shall be taken to avoid any damage to the tanker rail hose or its fittings while in operation. Additional to the facilities provided by the Company, the M & L Master may require other items from the Vessel, such as fenders or ropes to ensure proper work of the connection hose to the manifold if the Tanker rail end manifold connection arrangements are not standard. The hose connection maneuver is detailed in Section H, Annexes Figures I –Figure 6.2 F.5.07 Loading- Safety and responsibility Before starting loading operations, the M & L Master and the Officer in charge of loading at the Tanker shall discuss the loading schedule and make sure that the Vessel is ready to start. There shall be no loading without the M & L Master's authorization and this shall be granted once the above-mentioned discussion has taken place and the "Vessel/Terminal Safety and pollution checklist" (see Annex 2, Attachment to letter 2.2) has been fulfilled. The M&L Master shall advise the Officers in charge about loading pressures and risks, for which purpose he shall deliver a copy of the "Loading operational Procedure Authorized by Terminal" (see Annex 6, Document 6.2) to be followed during operations, but the M&L Master shall not rule any aspect of the loading operations excepting those concerned with the protection of the loading berth, related facilities and equipment. The handling of valves on board the Vessel shall be direct responsibility of the Tanker crew. The M&L Master shall at all times be entitled not to start loading operations or suspend them and demand the Vessel to leave the berth and move away from the mooring Buoy at any time the mooring plan or the agreement concerning the loading plan, or the safety requirements and rules herein established are not fulfilled, or whenever the M&L Master is advised or becomes aware of any reason which, in his opinion, makes it necessary to suspend the operation. The Tanker shall assume all responsibility for any ensuing delay, forfeiting the right to operate


within the originally assigned lay days and being forced to issue a new NOR when the reasons for the suspension have been cleared. Finally, the loading will start after the following action has taken place, and which are explained in detail in the Loading procedure: 1) Induction to Safety (Annex 8 of the Operations procedure Number 8) B The M & L Master will perform an Induction to Safety with the personnel in charge of the operations in the Tanker. 2) Establishment of the Safety condition. Prior starting the loading (Annex 9 of the Operations procedure Number 8) The Terminal Supervisor will require, through radio communication, the ünderstood¨ of our message “Establishment of the Safety condition”. 3) Caution warning about prohibition on unauthorized Valve maneuver, (Annex 10 of the Operations procedure Number 8) The M & L Master will install on the valves console, in the Tanker control room, a notice of warning referred to the prohibition of any valve maneuver without coordination previous. 4) Pre Cargo Conference Agreement The M & L Master will agree and document with the command of the Tanker, all the details of shipment related to the oil specification, the load parameters, the deballasting requirements, the communications and the emergency loading suspension. The documents mentioned in the items 1 through 3 are attached in: “Marine documents booklet, Annexes, Annex 2, Operational Procedures, Document 6.2, Loading Operative Procedure Number 8, Procedure authorized by the Terminal̈ The document mentioned in the item 4 is attached in: Section H Annexes, Annex I, Document 6.6, Pre cargo conference agreement. F.5.08 Loading - Control of oil transfer The incoming flow of oil is controlled from the pumping station ashore. The Tanker crew shall frequently check the loading procedure so that the Officer in charge of the loading operations at the tanker may request, through the M & L Master, to reduce or stop the incoming flow of oil before loading procedure is completed at the last tank or tanks. The opening up or closing down of tanks involving the operation of cargo tank valves shall be reported to the M & L Master, who shall request from shore installations a full stoppage or a decrease in the loading rate, as he believe advisable. Thirty minutes before completion of loading operations, a normal notice of standby shall be issued for shore installations staff to reduce the oil flow. A minimum of ten (10) minutes is required to stop the flow of oil once the Vessel crew gives the order to stop loading. In addition, it is recommended that the incoming flow of oil to the Vessel should be gradually decreased, for which purpose sufficient advance notice should be given so that pumping equipment ashore may be stopped one by one, leaving no less than a 5 minutes' interval in between. The Tanker crew shall be responsible for issuing this notice. The shore Terminal shall be responsible, on an exclusive basis, for stopping the flow of cargo. For this, once at least five minutes have elapsed from the time the last pumping


equipment has been stopped, the shutoff valve shall be closed to stop the flow of oil to the Buoy. Once the Vessel crew detects that no oil is flowing through, it shall proceed to close the valves in the following sequence:

1) Single point mooring valve 2) Manifold 3) Tanker rail hose

See “Marine Document Booklet” Annex 2, Operational Procedures, Document 6.2, Loading Operative Procedure Number 8. F.5.09 Surge Pressure - Sanctions to responsible ship A responsible Officer, supervise all operations with tanks. It is essential to keep permanent contact with the Tank Farm during operations by means of the M & L Master is essential. The Terminal has an Emergency Shutdown (ESD) system that operates stopping the cargo pumps when an excess of pressure is registered in the Buoy cargo system (pipes and hoses). Nevertheless, it is possible that this system might not be enough to safe-keep the facilities and damage in some of its components of the Transfer of crude oil system and the consequent oil spill. In those cases, TERMAP S.A. supported by the constantly recorded information at the 3 pressure registers of the Terminal (Pressure registered at the pump station in the Tank Farm, the Buoy and the camlock bridle connected to the manifold of the Vessel), after carrying out the corresponding investigation, can make the Vessel responsible for any damage to the facilities and /or of the environment consequences that may have been produced by the wrong or negligent manipulation of the Vessel valves. Likewise, TERMAP S.A. has the right to make responsible the Tanker in case that a copy of the electronic register of movement of ship valves is not given to the Loading Master, penalizing the Tanker, canceling the load that it is carrying out and /or vetoing the ship for other operations. The end of the veto or inhibition will take place when the Ship Owner of the tanker turns in a written report to the entire satisfaction of TERMAP S.A. stating precisely the causes that originated the incident and the action implemented to avoid this to happen again. The possibility of veto or inhibition does not reach only those cases in which damage ore spills have occurred, it will also be applicable every time the ESD is activated due to inconveniences originated at the Tanker, according to the investigation carried out by TERMAP S.A. The ship Owner will have to turn in the previously mentioned report and cancelling all involved costs including technical inspections, the use of assisting vessels or any raised cost as a consequence of repairs or loss of profits Given the importance of this mater and its consequences, we recommend that all Officers read and understand the warning note of “Surge pressure” that is presented in Section H, Annexes, Annex I Document 6.7, “Surge pressure in Ship-shore pipe system”, before commencement of loading. F.5.10 Flag Signals During loading operations, the "B" International Code Flag shall fly from the Vessel main mast during the day, and at night a continuous red light, all horizon, shall be used, capable of being seen from a distance of two (2) miles.


F.5.11 Requests for variation of committed volume It is remarked that except previous communication from the Custom Authorities, the additional volume cannot exceed the maximum admitted by the authorities before starting the load. F.5.12 Services and facilities provided by the company All equipment, services and facilities provided by the Company, including the M&L Master, mooring Launches, Tug (when it is available), cargo equipment or any other equipment, are provided at the Tanker’s sole risk. The provision of such services and facilities by the Company shall neither be interpreted as, nor will it give rise to, a contract, and the Company as well as any Launch, Tug or Vessel provided by the Company will be entitled to limit their liability in accordance with the current laws of the Republic of Argentina. TERMAP S.A., in accordance with its rules and procedures, provides the "Mooring and Unmooring" service, consisting in the operations described in this chapter, the connection and disconnection of the hose from the manifold and the transportation of the authorities, surveyors, staff manning this service and the M&L Master. Finally, the Company provides a "Transportation Service" which may be required by Maritime Agents to handle the Tanker documents, and is not included in the mooring and unmooring services. F.5.13 Flushing of the terminal’s oil transfer system All nomination of a vessel is done under knowledge that, in case of the terminal requirement, the ship has to flush the oil transfer terminal system (hoses and SPM pipelines).In this way the terminal can:

� Ask to flush the pipelines with sea water to the terminal or � Receipt oil and water from the onshore facilities, storing temporarily in the vessel and returning back till the full line is with oil and ready to loading operations

All cost involves in the required service will be on terminal’s account including the cost of the worked hours. The terminal will provide the procedures, detailing working pressures and flow rates. The terminal will have in consideration those ships unable to perform the indicated task. F.6 Ballast, Air Pollution F.6.01 Precautions and regulations The Tanker shall not discharge contaminated ballast overboard, although it may discharge ballast free of oil and exotic species. It shall be the responsibility of the Tanker Master to prevent any oil (crude, fuel, diesel oil, residues, wastes, ballast polluted water or oily water from the bilge) and /or exotic organisms from being pumped or spilled overboard. To prevent this type of discharge, it is required that regulations in this sections be fulfilled, and furthermore, to avoid oil spills overboard, all scuppers on the main deck shall be plugged. Waters in that area or adjacent to the loading berth shall not be polluted, and only ballast free of oil and exotic organisms may be discharged.


As soon as possible after arrival, the Tanker's tanks shall be inspected to check that there are no traces of oil in the ballast. The discharge of ballast shall also be subject to inspection. Should any infringement be detected, the Vessel shall have to depart from the loading berth and discharge its contaminated ballast more than 50 miles away from the coast. All time loss due to the above shall be for the Vessel's sole account. • Discharge of Segregated Ballast The discharge of ballast from Tankers represents a potential danger to the environment, due to the possibility for liberating into the coastal environment, exotic organisms such as algae, live invertebrate organisms or in latent status, in the shape form of propagos, gamete eggs or larvae. The liberated organisms may find an unoccupied environmental niche and proliferate, with great impact on the local species. As an extension of the Maritimes Regulations (Ordenanzas marítimas) Nr. 7/98 and 12/97 (DPMA) of the Argentine Coast Guard (Prefectura Naval Argentina) in which is regulated the obligatory change of the ballast water for the special zones, TERMAP SA requires the Tankers to renew the ballast water of their segregated ballast tanks out of the coastal zones taking water inside 150 miles before arriving at the Terminals. Due to the fact that the Company does not have facilities to treat this type of waters, the captains of the ships who operate in the Terminals will have to inform that the ballast water was renewed completely before arriving to minimize the possibility of infection of the waters of Caleta Olivia and/or in Caleta Córdova for exotic species. An exemption to these regulations is granted to the shuttle tankers coming from the port of Bahia Blanca. • Contaminated Ballast discharge The Tanker that does not have a Segregated ballast system shall discharge its contaminated ballast according with the International Rules established by the International Agreement for the prevention of Sea Pollution of 1973, with its amendments in the Protocol of 1978 (MARPOL 73/78), to which the Republic of Argentina has adhered by the Law Number 24.089. These rules establish that Vessels are prohibited from discharging any combination of oil on their way to the Terminal, except when the following conditions are strictly fulfilled:

• The rate of instantaneous discharge of the oil content in a mixture does not exceed 60 liters per mile.

• The total volume of oil discharged does not exceed that permitted by the 1973 International Convention for the Prevention of Sea Pollution, as amended by the 1978 Protocol, and

• The Vessel is more than 50 miles away from the nearest Argentine coastal point.

Due to the fact that the discharge of polluted ballast in the area of operations is forbidden, in case it should occur from the Tanker, the Mooring & Loading Master (L&M Master) will


interrupt all maneuvers and notify the Argentine Naval Prefecture. Delay resulting from this fact, will be the sole responsibility of the Tanker. Delays caused by any Vessel having to leave the loading berth to discharge contaminated ballast, wash its tanks or hull or for any other reason, shall cause the nullity of the Notice of Readiness and void the Vessel's loading priority. In these cases, the Notice of Readiness must be renewed; once the renewed Notice of Readiness is accepted by the Company, and subject to availability of loading berths, the Vessel may come in again to be loaded. Masters are warned that, when disposing of contaminated ballast or bilge water 50 or more miles away from the Argentine coast, all pipe lines, bilge pumping out devices, filters and pumps that are to be used later on to discharge clean ballast should be washed in such a way that there is no possibility of even a minimum portion of polluting material being spill overboard during the stay at TERMAP´s facilities. F.6.02 Minimum Ballast required The Tanker should have sufficient ballast or load (25 to 33% of their dead weight) to assure safe maneuvering and, whenever possible, it shall arrive at the loading berth properly trimmed (maximum 3 meters astern) and with its propeller fully submerged, or as maximum, a third (1/3) of the diameter of the propeller emerging from the water. The M&L Master may refuse the Vessel to be moored until it takes on sufficient ballast and/or change the trimming to comply with these requirements. Upon completion of mooring operations and at any time during loading the Vessel trimming will be such that, in the M&L Master's opinion, it may be safely maneuvered out of the Terminal in case of emergency. (No less than initial conditions) F.6.03 Vigilance and control. Tankers should constantly monitor the side from which segregated ballast is discharged, to detect any sign of discoloring or oily film on the water. In the event of any such occurrence, ballast discharge shall be immediately suspended and the mooring Master promptly advised. An investigation shall be carried out, and its results will be reported in written to the mooring Master. Discharge shall not continue without the mooring Master's authorization. If, during an inspection or loading operation, it is discovered that the Vessel tank or tanks are not watertight between the loading tanks and the ballast tanks, to prevent any oil spill, the M & L Master may refuse to continue the load until evidence is produced that it has been repaired, subsequently certified by "Lloyd's Register of Shipping", the "American Bureau of Shipping" or other classification company of recognized standing. In addition to the lights ordinarily used, Tankers are required to have lights at night or in conditions of poor visibility, and also to light the surrounding area with all their available lamp-reflectors during the discharge of clean ballast and the loading of oil. The degree of lighting shall be approved by the M&L Master and so implemented to assist loading operations, make it possible to discover immediately any oil spill on the surface of the sea and take appropriate action. Vessels not having suitable lights shall not be allowed to load at night and will bear responsibility for such delay.


It is also required: 1) If the entire ballast water was renewed before arrival 2) If the vessel have an automatic sampling system of detection of traces or gases of Hydrocarbons to warn a possible contamination of the ballast 3) The type of the automatic sampling system of the ballast 4) If the sampling system will be active thorough out the operation 5) If the segregated ballast discharge will be done over the sea surface in a well lit area (Night operation) 6) If will be active a permanent duty to observe the water ballast discharge to the sea.

Items 1), 5) and 6) are obligatory for deballasting, however, if item 4 is affirmative, the indicated duty in item 6 could be intermittent. See Section H, Annexes, Annex I - Document 9.6 – Clean Segregated Ballast Certificate, it contains the conditions established by TERMAP S.A. that shall be accomplished by the Tanker to deballasting. F.6.04 Simultaneous loading and deballasting Tankers with segregated ballast may simultaneously discharge it and load oil, subject to the approval of the M&L Master. Nevertheless, for the case in which the Vessels have ballast discharge pipes that go through loading tanks, the Company recommends that whenever possible and applicable: 1) The use of such ballast pipes be done before loading the loading tanks with oil, and /or the discharge of ballast be done at daytime, 2) The discharge of ballast into the sea be done over the surface of water, (flotation line) for better inspection. When these recommendations are not applicable, it is demanded that the Tanker Master implement a continuous round of inspection on the quality of the deballasting, at intervals of no more than two (2) hours. The company is allowed to make exceptions to this rule if the Vessel has an automatic monitoring system of discharged ballast quality in which the content of crude oil in parts per million (ppm) be indicated. F.6.05 Maritime legislation for tankers The Tanker Masters that sail towards the facilities of the Company, must bear in mind and fulfill the rules established in the maritime Regulations (OM): � OM Nº 1/93 “ Ship Shore Safety Check List” � OM Nº 11/97 “Operational Safety management Rules of the Vessel and Pollution

Prevention” (NGS), � OM Nº 12/97 “Designation of Special Protection areas in the argentine Coast” � OM Nº 13/98 “Routes of Vessels transporting crude oil and liquid toxic substances, by

bulk, in the national maritime navigational”, and � OM Nº 7/98 “Pollution prevention of sea organisms by the ballast water of Vessels in

route to Argentine ports at River Plate area”


F.6.06 Liability for pollution The Master, Ship Owners or Charterers of the Tanker shall be liable for any pollution damage to the Argentine territory or waters and will have to pay any applicable fines or penalties in compliance with Argentine laws. To be allowed to moor and load, Tankers shall have to evidence their membership to the ITOPF (INTERNATIONAL TANKER OWNERS POLLUTION FEDERATION LTD.) and membership to some P&I Club (Protection and Indemnity Clubs) affording protection against risks additional to those covered under ordinary Hull Insurance, as well as nominate, in advance, an oil spill response company in case there is damage pollution to the waters and/or coast. F.6.07 Water Ballast management plan It is required that all Vessels comply with the IMO A 868 (20) Resolution. A complete report required by the Ballast Water Management Plan should be available for the M & L Master, who can ask a copy of the last ballast movements. In case this information is not duly documented, the L&M Master could ask to complete the register of TERMAP S.A. (“Ballast Water Reporting Form” shown in Section H, Annexes, Annex I, Document 9.8) F.6.08 H2S Tankers arriving at Termap´s Terminal having previously carried high H2S content cargo, are required to purge their cargo tanks prior to arrival. Such tankers shall confirm via “Vessel pre-arrival information” form, that cargo atmosphere contain H2S levels below 5 ppm (Threshold limit value (TLV). See Section H, Annexes, Annex I, Document 8.3. Tankers arriving with cargo tank atmosphere more than 5 ppm will not be berthed. All delays, losses and cost associated with this condition will be for vessel´s account. See ISGOTT item 2.3.6 During the cargo loading, the personnel of the vessel will be responsible for controlling the concentrations of H2S in the main deck areas where activities related to the loading are developed. In the event that concentrations exceed 5 ppm, the information will be reported to Mooring Master who will instruct the mooring assistants to temporarily leave the ship's main deck until further instructions. In such case, the Mooring master shall consult to the Terminal the necessary security measures to be implemented. Similar actions should be considered in case the personnel of the Tanker detect presence of mercaptan. F.6.09 Stability Of Vessel During Liquid Transfer The Double hull tankers and other tanker designs which are subject to significant free surface effect during liquid transfer operations require special consideration. The Tanker´s master shall ensure that whilst the vessel is at SPM it has an initial metacentric height (GMo), corrected for free surface, and measured at 0° heel, of no less than 0.15 m. Appropriate operating methods and simple operating instructions should supplement the existing information to ensure compliance with the above requirement.

F.7 Safety & Security


F.7.01 Safety The tanker crew is responsible for their safety and the Vessel and shall take all precautions, whether or not they have been warned by the Company or the mooring Master, bearing in mind the risks of loading operations, the type of cargo involved, the meteorological conditions and any other circumstance requiring to exercise special care or caution. The Tanker crew shall also abide by all safety rules generally complied in the naval industry, as well as by the requirements and regulations established in this Manual, the latest edition of the "International Safety Guide of Oil Tankers and Terminals" (ISGOTT) and all applicable topics included in the latest issue of the OCIMF "Ship to Ship Transfer Guide". If any precaution, requirement or regulation imposed by the. Company, including those established in the Fire Regulations and Smoking Restrictions, Annex 2 to this Manual, is not be heeded by the Master, Officers or crew of the Tanker, this shall be sufficient cause for refusing the Vessel and for it to become liable to pay all expenses thereby incurred. While the Vessel is at anchor or in the loading berth area, its crew and any operations it may perform shall have to comply with these provisions. F.7.02 Ship/Shore Safety Check List (SSSCL) Upon arrival and mooring of the Vessel, prior to starting operations, the Ship/Shore Safety Check List shall be fulfilled The purpose of this checklist is to verify compliance with the safety and pollution prevention requirements, so as to have no risks, or remove any existing risks that might adversely affect the normal operations or safety of the Vessel, the Terminal and all the crew and staff. The list must be filled together, item by item, by the Officer in charge at the Vessel, and the Mooring Master as representative of the Maritime Terminal A copy of this document is attached in the Section H, Annexes, Annex I, Letter 2.2.Document Ship Shore Safety Check List F.7.03Precautions to take at the vessel during operations A sufficient number of the crew shall attend to the operation under the supervision of the Officer in charge, to guarantee its due control and adequate oversight in order to comply with safety standards and take efficient action in the event of an emergency. In this way, and specially in order to accomplish the established in item 23.5.3 of the ISGOTT, 5ta edition, it is required that a crew member of the Tanker carries out a permanent duty in the Tanker bow station to assure the condition of the mooring hawser and to confirm if it has sufficient tension during all the operation. The personnel will report immediately to the Officer on duty any total loss of the strength of the mooring hawser and/or any dangerous approach of the bow of the Ship to the Buoy, as thus also any sign of oil pollution of waters in the proximities. This permanent duty will be independent of the provided one by the employees of the Mooring Service, although the M & L Master could agree with the Captain of the Tanker that occasionally only one of the two bow watch-keepers (the provided one by the Tanker, or the provided one by the Mooring Service) can be temporarily absented. To such case adequate communications will take place to assure and to confirm that always remains an effective watch keeping of the relative position of the Buoy and Tanker bow, strength situation of the mooring hawser and condition of the water surface, free oil pollution.


The Vessel's engines, steering gear and any other equipment considered essential, as well as any other machinery on deck, shall at all times be ready to turn on full power immediately and allow the Vessel to leave the area as soon as so instructed by the Company or the Mooring & Loading Master (M & L Master). All openings and ventilations in the deckhouse compartments and machinery facing the main deck or the tank deck (doors, bulls-eyes or other openings through which gases may come in), shall be kept closed during the operations. Also in this way, the Vessel will have to accomplish the item 7.4 of the ISGOTT, 5ta edition, in all related with its capability to move by its own means in an emergency, to sail out or, in case of necessity, to move its propeller to assure the relative position Buoy - bow of the Tanker. Smoking onboard and at the SPM vicinity is strictly forbidden, except those areas specified by the Master for that purpose. The Master shall be responsible for ensuring that all personnel on board the Vessel is made aware of the areas in which smoking is allowed and, to that effect, he shall have appropriate signs placed. The M & L Master may request the Vessel's Master to impose stricter smoking restrictions when circumstances make this advisable. The crew shall be warned not to carry lighters or matches when in the smoking restricted areas, and must comply with that warning. The Tanker's Master shall instruct the Officers and crew not to throw cigarette ends overboard or portholes. In some occasions smoking will be forbidden completely. The use of portable lamps, hanging light bulbs or electrical devices connected through an extensible cable is prohibited. On deck, only approved, intrinsically safe self-contained flashlights will be authorized. All cargo hatch covers in cargo tanks and ullage or sighting lids should be kept closed, except when the tanks are to be manually ullage, in which case lids may be removed for testing or gauging the depth of cargo. Tank ventilation (exhaustion) should only be performed through the venting system specifically provided for that purpose. When the Tanker is being loaded, no supplies may be mobilized in the upper deck or stores be transferred on board the Vessel from smaller boats. Is forbidden Any inspection (by the ship Owner, a classification company or PNA) or another activity diverting the Vessel's Officers or crew from the loading operations, or requiring the testing of some circuit, device or mechanism in the Vessel that is related to the normal loading procedure. It is forbidden to perform cold or hot work repairs while the Vessel is at the loading berth, including boiler work, chipping, etc. No work shall be performed if it is likely to generate sparks that could ignite explosive mixtures, such as:


• Hitting the handles of tanks' covers or the camlock flange of Tanker rail hose with steel tools. • Berthing with the engine room exhaust ducts and their respective spark arresters dirty. Cleaning of those items and checking by the control systems implemented should be performed prior to mooring, and be recorded in the respective logbook. • Funnel and boiler duct blowing. All burners, ducts, heat protectors, exhaust manifold and spark arresters should be in good working order and clean. Funnel and boiler duct heat protectors should not be used while the Tanker is at the loading berth. No highly volatile cleaning solvents may be used in the engine room under any circumstances while the Tanker remains at the loading berth.

The opening, washing and degassing of the Vessel's tanks is not allowed. Individual air conditioners should be disconnected and not used, unless competent authorities certify them as safe for using in flammable areas. If a central conditioning unit is working, it should be operating in recirculation mode. Main Radio and radar equipment should be switched off while the Vessel is operating with cargo or ballast. Aerial antennas must be earthed. Use of non explosive VHF/UHF radio is allowed for the handling of cargo and in safety operations. The satellite communications system may be used during loading. Cellular telephones may only be used in the deckhouse of the Tanker. An effective firefighting watch should be maintained at all times on the deck and in the engine room. The Tanker's fire extinguishers, as well as the manifold portable extinguishers, shall be ready for immediate use. Fire hoses, sufficiently long to reach all areas in the Vessel, should be connected to the hydrants and the line on deck should be pressurized, The Nearest Foam monitors should be guided to the cargo manifold All recommendations included in the latest issue of the OCIMF's "Ship to Ship Transfer Guide" and of the ISGOTT's "International Safety Guide of Oil Tankers and Terminals" shall be strictly complied with as regards Tankers' loading and discharge. The only exposed flames that will be allowed while the Vessel is at the berthing load are those of the boilers and the galley equipment. At all times there should be a sufficient number of fire extinguishers close to the galley and the boilers, provided they do no represent a risk of gas ignition in normal operations The use of Cameras or Video cameras battery fed, is prohibited. Except if they have a non explosive certificate. F.7.04 Safety actions taken by the company TERMAP has implemented the following actions to ensure the safety conditions and minimized the possibility of risk during the operations of loading and mooring:


Safety in the Loading Operation Safety in the mooring and connection maneuvers F.7.05 Departure from the facilities After completion of the operations, the Tanker shall not be allowed to remain moored to the Terminal. F.7.06 Operational Safety Prior to approach and while at the SPM Anchors are to be home, with brake on, locking pawls secured, and lashings cleared, no work on windlass or anchoring gear that requires releasing the brake or removal of securing gear/pawls is allowed while at SPM Prior to start the load Compliance with the following conditions in particular must be ascertained: The Vessel is to be safely moored. That the mooring hawser is with sufficient strength and the Buoy is at “12 o’clock” position from the bow of the Vessel. The ship/shore communications system shall be established. The Vessel must have a fully operational inert gas system and, prior to the commencement of loading operations, all cargo tanks -including those loaded under a positive pressure- should be empty and fully inertized with gas at 8% or less of 02 content. The tank level remote control and overflow warning systems should be in operation and in good working order. Before the loading hose is placed on the main deck, all deck's scuppers shall be plugged and suitable containers with sand and sawdust made available to be used at any time. Deck scuppers shall remain firmly plugged until the tanker rail hose is disconnected. Any other material required to clean oil spills on deck shall be available at all times for immediate use. All unused cargo connections and the Tanker manifold, including the stern connection, shall have blind flanges, suitable adjusted with all required bolts and gaskets The cargo camlock bridle of the Tanker Rail Hose is properly connectedand the control valves ready to operate. No open flames, people smoking, or any other circumstance entailing risks shall be observed on board the Vessel. During Operations At all times there shall be at least one Officer and two members of the Tanker's crew on duty, available and in charge of operations on the deck. At all times, while the Tanker is moored, there shall be at least one engineer on duty, available and in charge of the engine room. The Captain of the Vessel will accomplish the preceding requirements so that:


i. It exists a permanent monitoring of the condition of the mooring hawser of the Buoy and the distance and relative position Buoy - bow of the Tanker.

ii. The Officer on duty, from the bridge or from the cargo control room, counts

with sufficient information about the weather conditions and the safe mooring situation of the Tanker, and has appropriate means to require the start up of the main engine and the urgent presence of the Captain in the bridge to immediately maneuver the Ship, in case of necessity.

iii. The Terminal's pump room shall have a suitable intercommunication system to

watch over the operation and be advised of any emergency stoppages. iv. Operations shall be started and ended slowly, in accordance with the procedure

authorized by the Terminal (loading operation). v. The floating hose string operates properly, without any leaks in its connections

and fittings. vi. There shall be no leaks or overflows in the Vessel's pipeline system or the

receiving tanks. Stoppage of Operations Operations shall be stopped in the following cases: When the bow of the Tanker comes near the Buoy, and the mooring system is in slack condition (mooring hawser in contact with the surface of the sea). If there are winds of such intensity that may endanger the safe mooring operation. When there is an oil spill on the Vessel's deck or the Buoy, whether or not surrounding waters are affected. When there is a fire in any part of the Vessel. In the event fire breaks out in any section of the Tanker, irrespective of its size, a fire alarm shall go off immediately. The fire alarm shall consist in a continuous ringing of the Vessel's bell, together with an uninterrupted blast on its whistle. All loading and ballasting operations shall be immediately stopped and the loading hoses disconnected. Then, the Vessel shall be unmoored. During electric storms. In case of fire at the Storage Plant. In any circumstance that configures a danger situation The Company shall keep an assisting tug in the area (if available) during loading operations, fitted so as to provide a first response to the emergency. However, in case of fire onboard the tanker it is considered that the Vessel can face the fire with its own firefighting equipment. After Completion of Operations The Vessel manifold and the SPM Buoy valves shall be closed, in accordance with the procedure authorized by the Terminal (loading operation). Blind flange shall be placed in the camlock flange of the Tanker rail hose, in order to prevent any oil spill


F.7.07 Protection of the environment The Tanker shall adopt the measures and means required to avoid any possible spills that adversely affecting the environment. Vessels shall have pumps and absorbent means available and ready for immediate use in case of an accidental spill on deck. Ballasting dispositions of the company are detailed in Section 5. F.7.08 ISPS Code- International Ship And Port Facility Security Code The Amendment to Chapter XI-2 of the International Convention For Safety Of Life At Sea (SOLAS 74/78), which implements the International Ship and Port Facility Security Code (ISPS Code), become effective on July 1st, 2004. For this reason TERMAP SA implemented the Port Facility Security Plans corresponding to the Caleta Córdova and Caleta Olivia MonoBuoy, whose Port Facility Security Officers (PFSO) and contact points are indicated in the following chart:

Jorge Federico De La Huerta José Luis Marzocca Caleta Córdova & Olivia FPSO Caleta Córdova & Olivia Substitute FPSO [email protected] [email protected] 0297 154131940 0297 156248676

Marcelo Fabián Vilche Gonzalo Marcelo Mayol Caleta Olivia & Córdova Substitute FPSO Caleta Córdova & Olivia Substitute FPSO [email protected] [email protected] 0297 156249722 0297 156259408 The fulfillment of the dispositions of the ISPS Code is certified by the Prefectura Naval Argentina, governmental institution that issued the Statement of Compliance of the Port Facility of Caleta Córdova and Caleta Olivia, whose copies are in “Marine documents booklet”;Annex 1, Documents 1.7 and 1.8. Due to the importance of this matter, TERMAP SA requires that all ships that operate in his Terminals possess their International Ship Security Certificate in force and the Ship Security Officer (SSO) sends, by way of e-mail or FAX, any requirement, question or doubt that may arise, 72 hours prior to mooring, in order to avoid delay in the Mooring and Crude Oil Loading Operations. Our Mooring and Loading Master will be the PFSO representative on board the Oil Tanker and shall provide a list of the personnel that will take part in the ship shore interface, thus applying the ISPS Code. F.7.09 Access To The Facilities The access to the facilities is restricted and limited to authorized personnel. Information about the requirements to access to the facilities can be obtained through the local Marine Agencies or the Company: Estudio RUBI SA [email protected] Tel - Fax.: 0297-4445191/4469566 (Int. 107)


Sarmiento 692 of.3 (9000) Comodoro Rivadavia. - Chubut F.8 Port Services and Requirements F.8.01 Documents When arriving in either Terminal, Caleta Olivia or Caleta Córdova, the Vessel shall have available all information required by the authorities and Vessel's agencies, so as not to delay operations. The following documents are required:

• Health Declaration • Crew List • Clearance from last port of call

F.8.02 Flag When sailing through Argentine territorial waters, Vessels shall fly the Argentine flag from the foremast in daytime hours. Argentine territorial waters extend over 12 nautical miles from the shore outward to the open sea. F.8.03 Repairs and/or inspections It should be brought to the attention of the Masters of Oil Tankers loading at the Terminal that the berth is in the open sea and that they may not, under any circumstances while at the berth, stop engines to do repairs. At the Terminals there are no facilities for repairs and it will not be allowed to carry out such repairs at the loading berth either. However, the use of facilities at other ports may be agreed upon with the Vessel's Agent. In addition, the Company has resolved to prohibit any kind of inspection (whether by personnel of the Owner, the Classification Company or the Coast Guard) requiring to divert the Vessel's Officers or crew from loading operations, or include the testing of some circuit, item or device in the Vessel, whether or not related to the normal loading procedure. This restriction is for all components of the Ballast and Loading Systems , whose repair of inspections shall be carried out outside the Terminal, no exception. F.8.04 Government Agencies In the city of Comodoro Rivadavia there are important government agencies, such as Customs Inspection, Immigration, Public Health, Port Authorities, Argentine Coast Guard and the Police. If a Customs Inspector or members of the Coast Guard or of any other agency be on board the Tanker, they shall be provided with meals and, if it is possible, an individual cabin if they will stay onboard. Vessels arriving at the loading berth should have a pilot ladder for such Agents to embark The authorities of Health, Custom and Coast Guard will visit the ship at arrival, and the Maritime Agent must take all provisions necessary. F.8.05 Authorities or Government Agents permanence on board. Cabins & meals. The following personnel will remain on board during all operations: • Two (2) Mooring & Loading Master • One (1) Pilot • One (1) Representative of the Coast Guard (PNA – Prefectura Naval Argentina) • One or Two (1 or 2) Surveyor/Loading Inspector


• Three (3) Assistants/Crew Men of the Mooring Service The personnel of Customs and Health will disembark after carrying out controls. Meals will be supplied at usual mess hours the vessels to all the above mentioned personnel, where possible adequate to Western-style. Additionally, it is required the provision of individual cabins: • One (1) cabin for each Loading & Mooring Master • One (1) cabin for the Pilot • One (1) cabin with at least two (2) beds for Assistants/Crew, which will be used in rotating shifts of two assistants at rest and one on duty. The Coast Guard representative and the Surveyor shall have accommodation in single beds, in single or shared cabins with the Assistants/Crew of the Mooring Service. F.8.06 Quarantine Provisions According to the International Practice, the Vessels that approach shore shall hoist the ¨QUEBEC” flag until the authorities carry out the inspection and freeing. At night a red light shall be lighted above the white one, until liberation is granted. Tankers shall keep a ´´BRAVO¨ flag during the day, and a red light during the night, during the length of their full stay. F.8.07 Consulates In addition to consular offices in Buenos Aires, there are consular agencies for Chile, Italy, South Africa and Spain in Comodoro Rivadavia. F.8.08 Change of tanker crew Except in case of medical emergencies, Vessel crew shall not be allowed to embark or disembark while at the SPM. F.8.09 Supplies Ship provisions, supplies and stores shall not be provided through the Company or loaded at the SPM vicinity. Any enquiries concerning the availability and loading of stores and supplies shall be taken the Vessel Agent concern. F.8.10 Emergency medical care Vessels requiring emergency medical care should make arrangements by VHF radio with the M & L Master, furnishing all relevant information which will be forwarded to the ship Agent. Although there are no medical or hospital facilities at the Terminal, they can be found in the city of Comodoro Rivadavia and in Caleta Olivia. F.8.11 Maritime Agents The Company renders no services as a Vessel Agent. Oil tankers should request them from their own Agents. F.8.12 Smuggling The Company forbids any Vessel not authorized by the M&L Master to approach Tankers during their stay at the SPM. To rule out any possibility that unauthorized items might come on board, it is prohibited that any ship (outside the authorized Mooring vessels) getting close to Tankers while at the loading berth or in its vicinity.


F.8.13 Waste It is forbidden to throw any kind of waste overboard. Waste shall not be received at the Terminals either. In this connection, Vessels should refer to the rules and regulations issue by local maritime authorities for waste treatment F.8.14 Cargo commission disembark If the Hydro meteorological conditions do not allow the disembark of the cargo commission (Authorities-Cargo Surveyor-L&M Master-Pilot-Mooring assistant Personnel) by the regular means (Launch or Tug). The tanker shall remain in the awaiting anchorage zone, until the mentioned conditions became safety for the intended operation. In case that is imperative to the vessel to continue her voyage, the disembark of the cargo commission will be done in the closest Port or Port Approaches. The coordination and means of disembark will be performed by the vessel’s Agency and all related costs will be on vessel’s account. F.8.15 Absence of Authority In case that Argentine Authorities (PNA, Immigration, Custom, Health, etc.), the Pilot or the Cargo Surveyor doesn’t show up at the appointed time in the embarking site, the L&M Master, Maritime Agency and Termap’s Marine Superintendent will follow the indicated steps:

1) L&M Master Contact the ship’s Agency and inform the anomaly 2) L&M Master Inform the marine Superintendent and be stand by with the present

authority in the shore base 3) Marine Superintendent consult the Agency the nature of the delay or cause of the

absence 4) Maritime Agency will perform all related consults and procedures to normalize the

situation, or to get a waiver from the PNA or Custom in order to proceed with the tanker to the terminal and initiate normal operations, and then will update the information to the L&M Master. If consults results negative also will inform the Marine Superintendent.

5) In the case of the cargo Surveyor, The maritime Agency only update the ETA of the ship, being a responsibility of the cargo measurement company to present in time and place the personnel that will board the tanker, making all the necessaries contacts with the Maritime Agency and/or the L&M Master

F.9 Port Fees F.9.01 Port Charges Except as otherwise provided in this manual, the Company shall pay no fees for or on behalf of Oil Tankers arriving at the Terminals of Caleta Córdova and Caleta Olivia. The Vessel's Agent shall be dealt with any question concerning such fees, taxes or duties. "Mooring and unmooring", "lighterage" or "use of Tug" services shall be collected by the Company as per current scale of charges. The rates in force will be able to be consulted in the offices of TERMAP S.A. F.10 Communications


F.10.01 Notice of Arrival (ETA) Tankers, their Ship-Owners or Maritime Agents shall send a facsimile with the Estimated Time of Arrival (ETA) message to the Company, no less than 72 hours prior to their arrival to the Caleta Córdova/Caleta Olivia Terminals. Subsequent ETA messages should be transmitted to the Company when the Vessel is 48- and 24-hour away from the Terminal, notifying or confirming any change in the first ETA message (72 hours) or advising of any change, and at any other time after the 24-hour message if a change in excess of one hour in the ETA should occur. The ETAs shall be sent ONLY to the TERMAP S.A. telefax:

0297 - 447 9291 F.10.02 Pre - Arrival information to be sent by oil tanker In addition to the estimated time of arrival (ETA), the following information shall be given by the Tanker to TERMAP S.A. no less than 24 hours before the arrival of the ship to the Terminal of Caleta Córdova or Caleta Olivia.

• Form ¨Vessel Pre-arrival Information¨. See Section H, Annexes, Annex I, Document 8.3, it shows the document format recommended by the Company.

F.10.03 Pre - Arrival information to be sent by terminal TERMAP S.A. recommends Maritime Agencies the delivery of the following Document prior to the arrival of the Tanker:

• Form “ Terminal Pre-arrival Information”, Section H, Annexes, Annex II, Document 8.4.

F.10.04 Initial radio communication Initial radio communication between the Tankers and the Company shall be established by radio, marine band, Channel 68/69 VHF. ( * ) F.10.05 Ship/Shore communication The shore base and Terminals from where mooring ships operate have VHF radios and telephones available that keep watch over the VHF marine channel number 68/69 (*). No less than 12 hours prior to arrival of the Tanker to the Terminal it is required to keep a VHF radio watch over the 68/69(*) and 16 channels. Masters are recommended to use these radio frequencies as soon as the Vessel comes into the area, or to communicate with the following telephones in order to exchange information about arrival and avoid operations delay.

• Caleta Córdova: Shore base: 0297 459 0138 and / or Terminal: 0297 4590056 • Caleta Olivia: Shore base: 0297 485 4934 and / or Terminal: 0297 485 2686


(*) Note: the following "operational channels" shall be changed to keep a permanently open line of Ship/Shore communication as appropriated:

• Caleta Córdova Terminal: VHF Marine Channel 68 • Caleta Olivia Terminal: VHF Marine Channel 69

F.10.06 Radio Watch Meanwhile the Tanker is in the anchorage awaiting to moor at SPM Buoy, it shall keep radio watch over VHF 16 and 68 (in Caleta Córdova) and 69 (in Caleta Olivia), unless otherwise agreed with the M& L Master. F.11 Documents and Additional Information

F.11.01 Maintenance of facilities The company maintains the facilities in order to permanently assure that the service is given in a safe and efficient way. Maintenance jobs carried out respond directly to the experience of the Company personnel for the maintenance and operation of Terminals, and are based in the recommendations of the different documents of OCIMF (Oil Companies International Marine Forum), in the SPM maintenance recommendations made by the manufacturer (Mitsubishi Heavy Industries, SOFEC), the Classing rules of the American Bureau of Shipping (ABS) and the good practice. F.11.02 SPM Maintenance windows The routinely maintenance tasks of the SPM are performed in the available periods of good meteorological conditions between the assigned operational windows for the tankers, scheduled monthly in the PEEF (Final deliveries and embarking program). These available periods are considered by the TERMAP as an “exclusive maintenance time“ reserved for the Facilities. In case of major intervention tasks (floating hoses, submarine hoses, mooring hawser, anchor chain and buoy change out, general class survey etc.), is required a long and interrupted period of time, and will be identified in the above mentioned PEEF. This kind of tasks demand a mobilization of extra personnel and equipment reason for what it cannot be delayed or interrupted. F.11.03 Information for vessel nomination All Vessels operating at the Caleta Córdova and Caleta Olivia Terminals shall be nominated in advance of 7 days sending the information included in Section H, Annexes, Annex I, Document 5.1. F.11.04 Brief call report Once the ship left the terminal the M & L Master must fill the Brief Call Report In order to have a general performance of the vessel in the operation, this report is filed and sent the head office of Termap and, is also sent to the vetting department as a general information backup. The Company will decide if copy of this document will be sent to de Ill Producer and/or Shipowner, See Section H, Annexes, Annex I, Document 9.9.


G) GLOSSARY

MARITIME AUTHORITY-PNA : Referring to the Argentine Coast Guard,( Prefectura Naval Argentina) institution that represents and exerts police authority and safety for people, property and environment, in the jurisdiction of the Nautical and Loading Operations. Comodoro Rivadavia Coast Guard: Has jurisdiction over the Terminal of Caleta Córdova Phone: 0297-447 3863 Radio: VHF Channel 16 Caleta Olivia Coast Guard: Phone: 0297. 448-1275 Radio: VHF Channel 16 LOADING BUOY, SPM, MONOBUOY or LOADING BERTH : A single point mooring Buoy, built of naval steel for mooring and loading Tankers. Its design permits a Vessel to weathervane while is moored for her bow and simultaneously transfer crude oil through a system of piping and hoses The Buoy is anchored to the seabed by a catenary anchor leg mooring system. (Calm) SUPPORT TUG: When it is available, assists the Tanker during the mooring, loading and unmooring operations and safety towing, according to the maneuvers described in this Manual. The tug’s Master proceeds as required by the Mooring/Loading Master. TANKER, SHIP OR VESSEL: A Tanker Loading in any of the Company Terminals. VHF CALL AND EMERGENCY CHANNEL : VHF Channel 16. VHF W ORKING CHANNEL : VHF Channels 68 and 69, for Caleta Córdova and Caleta Olivia respectively. Channel 19 will be used only exceptionally, as a secondary means of communication. LOADING&MOORING MASTER (Capitan Operativo) L&M MASTER : Captain, appointed by the Company, highly experienced, responsible for the coordination of the loading, mooring and unmooring operations on board the Vessel MOORING HAWSER LOAD : Referred to the tension supported by the mooring hawser, measured by a sensor located in a special shackle of the Buoy-mooring platform. ISGOTT : International Safety Guide for Oil Tankers and Terminals. ITOPF : International Tanker Owners Pollution Federation Ltd.


LAUNCH or MOORING LAUNCH : Small craft used during the mooring, loading and support operations in the mooring, unmooring and loading maneuvers. The launch coxswain proceeds as required by the loading master’s indications. SSSCLC (SHIP SHORE SAFETY CHECKLIST CONTROL): Control checklist established by the Argentine Coast Guard with similar content to the ISGOTT Ship Shore Safety Check List( SSSCL) MILE : Referred to nautical mile, of 1852 meters OCIMF : Oil Companies International Maritime Forum. OMI : International Maritime Organization. TERMINAL’S TANK FARM OR STORAGE PLANT : On Shore facilities of the Company, destined to receive, store and pump crude oil to the Tanker moored at the SPM PRESSURE AT MANIFOLD : Pressure measured at Camlock bridle connected to the manifold of the Vessel. PRESSURE AT PLANT: Pressure measured at onshore plant, at the outlet of manifold pumps. PROPAGOS: Name given in biology to all latent forms of the reproductive cycle of some inferior species that generate a special distribution in reproduction, in this case the marine environment. Example: gametes, eggs, and larvae. TERMINAL SUPERVISOR : Supervisor of the Terminals of Caleta Córdova or Caleta Olivia, in charge onshore of the loading operations, depending on the PLANT CHIEF OR TERMINAL CHIEF of the respective Plant. TERMINAL OR MARITIME TERMINAL : Group of facilities of the Company, those allow to receive, store and ship crude oil to the Tankers. Each Terminal has an onshore facility (Terminal’s Tank farm or Storage Plant) and a maritime installation (SPM or MonoBuoy). HAZARDEOUS AREAS : External areas On board of Vessel, where there is risk of presence of inflammable gasses. Smoking is prohibited in this area, as well as it is to carry on any type of work that involves heat, or to utilize any tool or instrument that may originate sparkles. AREA RESERVED FOR VESEEL OPERATION : Restricted Area indicated in the Argentine charts, H 3356, 98 and 37, for tanker’s mooring and loading operations ISPS : International Ship and Port Facility Security Code PFSO: Port Facilities Security Officer as denominated in the ISPS code SECTION 13


ETA: Estimated Time on Arrival NOR: Notice of Readiness ICA: Interbusiness Cooperation Agreement ( CCI in Spanish) ERR: Emergency Response Room, Control center of Emergencies located at Termap’s Headquarters


H) ANNEXES, INFORMATIVES DOCUMENTS & FIGURES

Date post:	17-Feb-2022
Category:	Documents
Upload:	others
View:	1 times
Download:	0 times