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PROCEDURE FOR LOADING TO TANKER

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02 Update 6/9/2019 MFV / JFC DNP / JLM DAS

Rev. Description Date Prepared by

Revised by

Authorized by

ENVIRONMENT, QUALITY, HEALTH AND SAFETY INTEGRATED MANAGEMENT

SYSTEM (SGI)


PARTIAL OR TOTAL REPRODUCTION OF THIS DOCUMENT, WILL ONLY BE FOR INFORMATION PURPOSES, IF IT DOES NOT HAVE THE SEAL OF “CONTROLLED COPY” OR “ORIGINAL DOCUMENT”.

OP-SGI-08

Port Rules Edition 2020 - Annex 20


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Scope

The following Procedure is aimed at the crude oil transfer to tankers, whether performing operations for the domestic or overseas market, from the Terminals in Caleta Olivia and Caleta Córdova.

Responsibilities

General Manager: Approve this Procedure. Provide the necessary resources for its compliance.

Management Coordinator: Verify the compliance of the Procedure. Register every situation of Non Conformity.

Maritime Superintendent: Control compliance of this Procedure. Submit all reports of Non Conformity situations and corrective/preventive actions to the Management Coordinator.

Operations Manager: Control compliance of this Procedure. Submit all reports of Non Conformity situations and corrective/preventive actions to the Management Coordinator.

Plant Managers: Enforce compliance to this Procedure. Control preparation and filing of the registers resulting from this procedure.

Terminal and Plant Supervisors, Operators: Comply with this Procedure. Prepare the registers resulting from this Procedure. File the registers resulting from this Procedure on a monthly basis.

Mooring and Loading Masters: Comply with this Procedure.


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Chapter I: General Considerations

Purpose

This Procedure outlines the general guidelines to perform a safe and efficient loading operation. The loading Procedure is based on reliable and updated information, and through its implementation incidents are avoided, thus preventing injuries to people, damage to the environment and/or third party properties and/or the Company’s or Contractor’s equipment.

Generalities The loading operation shall be coordinated and supervised by the tanker’s M&L (Mooring and Loading) Master. For this purpose, the M&L Master shall be informed about the vessel’s loading plan and shall agree both with the vessel’s commanding officer and the Terminal’s Supervisors on the exchange of information related to pressures, flow rates, volumes, arrangement of pumping equipment and, especially tanker’s valves maneuvers. The loading operation shall be coordinated and supervised on shore by the Terminal’s Supervisor in charge of cargo operation. All valves opening and closing operation to enable or close the vessel’s tanks shall be carried out under consent of the M&L Master, who will inform the Terminal’s Supervisor in advance.

All start up or stoppage of pumping units, as well as any change in the tank(s) being loaded at the Terminal which imply an increase in the flow rate of at least 1,000 m3/h in relation to the current flow rate, shall be informed in advance by the Terminal’s Supervisor to the M&L Master. In case of unforeseen situations in this Procedure that may jeopardize the safety of people, the environment and/or the facilities involved in the loading operation, the M&L Master and/or the Terminal Supervisor in charge of the operation shall immediately stop loading. After stopping the loading operation, the M&L Master and the Terminal Supervisor shall immediately inform their superior about this situation (and if this superior cannot be reached, then the subsequent superior shall be informed) in order that the employees authorized by TERMAP S.A. can analyze the situation and agree on how to solve it, according to the Procedures in force and/or the best practices in the Industry. All communications between the Terminal and the vessel will be performed by means of a Supervisor or Operator, who will keep radio contact with the M&L Master or the commanding officer of the vessel. In case of failure in radio communications between the Terminal and the tanker that impede a reliable and continuous communication regarding the cargo operation, the Terminal supervisor shall perform:


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1. A communication test with the tug vessel, and 2. Another communication test with the dock to attempt to determine if its own equipment

presents the problem.

If the Plant equipment presents the problem, the equipment normally used for land communications shall be used immediately to communicate with the vessel (changing to the appropriate channel). If communication can not be quickly restored in a time period of five (5) to seven (7) minutes, loading must be stopped. In this case, the people mentioned below will be informed in the following order of precedence:

1. Operation Duty. 2. Management Duty. 3. Electrical Maintenance Duty. 4. Plant Manager. 5. Inland Operations Manager.

Once radio communication problems have been solved, loading operation shall be resumed.

Safety while loading The risks during loading operations of the vessels at the Terminal are of high severity. The facilities, as well as the automatic protection equipment and the loading Procedure will not be enough to perform a safe operation if the personnel involved do not understand the importance of their performance when operating valves or in other maneuvers of the loading operation. For this reason, this Procedure contemplates the following actions that will be carried out in all the operations, in order to reinforce and/or motivate a proactive attitude from everyone involved towards safety.

• Establishment of the safety condition, prior to beginning loading (ANNEX 6).

• Issue of predetermined safety messages both in Spanish and in English.

• Requirement for the tanker’s commanding officer and the M&L Master to send by radio the “understood” message as a response from the message “establishment of the safety condition” implemented by TERMAP.

Records The M&L Master and the Terminal Supervisor (or whomever they appoint) shall exchange and contrast every two (2) hours the main details and parameters of the operation, which will be documented in their corresponding Loading Checklists (date, time, equipment, pressures, flow rates, volumes and differences). Simultaneously and automatically, the main operating variables will be recorded continuously:

• In the output pipelines of the Tank Farm: flow rate and temperature of crude oil, pumping pressure and suction pressure of pumps.


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• In the Tank Farm: the parameters of mooring tension, weather, pressure, flow rate at the buoy and tank farm through a telemetry system.

The Terminal Supervisor (or someone appointed by him) shall be in charge of starting and stopping the recording of the Telemetry data. The ending of the data recording must NOT be stopped until the tanker has left. In case of failure or defect on the telemetry of the monobuoy, loading operation to the tanker through pumping shall be suspended and shall be continued by gravity at an equal flow rate or lower than 1800 m3/h, until the telemetry system is restored. The Terminal Supervisor will inform about the situation by telephone to the Operation Duty, so that this duty can manage the solution. Afterwards, the Operation Duty will inform about this news to the Plant Manager and the Operations Manager by means of a text message and Whatsapp. Moreover, the complete loading operation will be recorded in the “Embarking Control”, “Tank Measurement” sheets prepared by the Terminal Supervisor and in the “Time Log”, “Loading Plan” and “Flow rate” sheets prepared on board by the M&L Master.

Initial refilling of the loading line Once the tank park for loading is defined, the “initial refilling of line” will be carried out, in compliance with the OP-OT 26 agreement – Initial verification of refilling of loading lines.

Final refilling of the loading line Once loading is finished, the final refilling will be carried out from the Plant, with the condition of “closed monobuoy valve”, or otherwise, “closed shore chamber valve” (plant outlet valve for Caleta Olivia). This last condition is required in the case that the monobuoy valve telecommand is not working and bad weather conditions do not allow the mooring personnel to reach the monobuoy in order to close the valve. Once the final refilling has been completed, the plant outlet valve shall be closed and sealed by an independent measuring Inspector, in order to certify the final refilling of the line and to guarantee it remains unalterable until the next loading. Line refilling at the end of the embarking operation shall not be carried out on the connecting or manifold valve due to safety reasons. This operation can only be carried out with the condition of “closed buoy valve or plant outlet valve”. In the Terminal of Caleta Córdova, there is an Operation Instruction Manual (IT-OT-01.03) available for the dynamic refilling of lines that shall be carried out before finishing loading.

Displacement of loading line In order to ensure the correct initial refilling of the loading line from the plant outlet valve to the monobuoy valve, the displacement of the loading line will be carried out by sending a volume


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equivalent to 120% or higher than the volume of such line from the inland tanks to the vessel’s tankers, according to the recommendations of the API MPMS chapter 17, section 6, following the indications in OP-OT 26 “Initial verification of the refilling of the duct system designed as loading line”. This Procedure shall be compulsorily applied to all export tankers operations and domestic tankers operations, as required by the Independent Inspector.

Beginning of loading The Terminal Supervisor shall prepare the verification checklist prior to beginning loading1 and shall inform the M&L Master that the Tank Farm is in proper conditions to begin “loading by gravity”. Following the practices used in the industry for this type of operations, loading will begin “by gravity”, so as to duly check the good reception and free way of plant-buoy-vessel transference. “Loading by gravity” will remain until the M&L Master confirms the normal inlet of crude oil to the vessel and the Terminal Supervisor verifies that the operation parameters are normal, which usually takes 30 to 60 minutes, depending on the crude oil temperature in the loading line. Occasionally, in situations where no operations were carried out for over 48 hours, the time required to restore loading by gravity may take longer, in which the reference values can range between:

Reference Values for Loading by Gravity:

Pressure (kg/cm2) Minimum Flow Rate (m3/h) Caleta Olivia Terminal Buoy: 1.5 – 3.0 500 Caleta Córdova Terminal Buoy: 2.0 – 4.0 700

Notwithstanding the aforementioned, it is possible to add more movement to the fluid by installing one (1) pumping unit if after 60 minutes flow rates are lower than the one indicated in the table above. In this case, the pressure in the monobuoy must NOT exceed the indicated number for the Second Unit, as long as the process of displacement of cold crude oil in the loading line lasts. In those situations in which a vessel starts loading immediately after another, the pressure values are expected to be similar to those shown in the previous table, but flow rates should be higher. Loading by gravity shall be started with a tank from the high area of each Terminal.

Arrangement of pumping units

1 Annex 8


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Each Terminal has six pumping units that may be indistinctly arranged for loading. For operational reasons, only four pumping units can be used simultaneously. Additionally, and for each case in particular, this section presents the applicable reference values that will allow the M&L Master and the Terminal Supervisor to evaluate the possibility of moving away towards the safety of the general rule, based on the monitoring of the system pressure and the good reception of the vessel.

First unit Once the M&L Master has guaranteed the good reception by gravity and the enabling of at least four tankers of enough capacity, which can assure a minimum reception flow rate of 2,500 m3/h (except in case of Displacement of Line), the Terminal Supervisor will inform the imminent commissioning of the first pumping unit. The Terminal Supervisor or someone appointed by him shall start up the first pumping unit, checking the stabilization of the system pressure. Afterwards, the by-pass shall be gradually closed keeping the load in this condition until the second unit is requested.

Reference values for Caleta Olivia Terminal:

Reference values for Caleta Córdova Terminal:

Second Unit and successive units After a minimum time of 15 minutes (this period of time may be doubled depending in each case on the Terminal operating, as well as on the temperature of crude oil) and once operation parameters with a unit (or preceding unit) have stabilized, the Terminal Supervisor will put the second unit at work, will close the by-pass in a controlled way and will keep the operation in this condition for 15 minutes. The same will be performed with the third and fourth unit, observing that the system pressure is within the reference values, once parameters have been stabilized.

Buoy Pressure (kg/cm2)

Average

Flow rate

(m3/h)

Inland Pressure (kg/cm2)

Maximum 3.3 1650 3.0

Minimum 1.6 1275 1.0

1° Unit


Average Flow rate

(m3/h)


Maximum 6.2 1880 7.2

Minimum 1.5 965 1.8

1° Unit


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The connection of the fifth pumping unit will be subject to the fact that, with the by-pass being closed, the levels of pressure of the system do not exceed 10 kg/cm2 in Caleta Olivia or 13 kg/cm2 in Caleta Córdova. In case the system pressure is higher than the one mentioned in this Procedure, in relation to some number of working unit, the Terminal Supervisor will control the system pressure by putting units out of service.

Second unit Reference values, Caleta Olivia Terminal:

Reference Values, Caleta Córdova Terminal:

Third unit Reference Values, Caleta Olivia Terminal:


Average Flow rate (m3/h)


Maximum 6.4 3171 7.4

Minimum 3.9 2250 4.8

2° Unit


Average

Flow rate

(m3/h)


Maximum 6.4 2930 8.9

Minimum 2.8 1615 4.7

2° Unit




Maximum 6.8 3974 9.2

Minimum 5.1 3105 6.0

3° Unit


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Fourth unit Reference Values, Caleta Olivia Terminal


Considering that any of the Plants is in proper conditions to comply with the minimum required, according to the Terminal’s Regulation, by using two units (68,000 m3 in no more than 36 hs, equivalent to an average flow rate of 1,888 m3/h), the decision to use a third unit of successive units for pumping will be based on an evaluation carried out by TERMAP S.A., in accordance with the need to drain the crude oil, meteorological inclemency and vessels on hold, among other situations to be observed.


Average

Flow rate

(m3/h)


Maximum 7.1 3580 11.1

Minimum 4.3 2700 7.5

3° Unit




Maximum 7.5 4500 10.0

Minimum 5.0 3800 8.0

4° Unit


Average

Flow rate

(m3/h)


Maximum 7.5 4045 11.9

Minimum 5.3 3200 9.6

4° Unit


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Differences in quantities tanker - Terminal Every two hours, a contrast of quantities on board will be carried out by means of tank measurements in the vessel and tanks at the Terminal. These comparisons will be measured in hydrated volumes at temperature observed (TOV). Once half of the load has been completed, if the differences are higher than 300 m3 for vessels of equal or smaller size than an Aframax,or 500 m3 for vessels of the size of a Suezmax, the following steps should be carried out: ✓ A new control will be carried out after an hour and, in case differences remain, a new

control will be carried out an hour later, but in this case the loading shall be stopped and monobuoy closed. When loading is stopped an hour later to perform measurements, the Chief of the Plant shall be informed about the situation.

✓ In order to control with stopped loading, the contrast of hydrated volume shall be at a standard temperature of 15ºC, for which the density of the load up to that moment shall be informed by the Terminal Supervisor to the M&L Master or the Vessel’s Commanding Officer.

✓ In case the difference remains and exceeds the previously established limits after the control with stopped loading, the Chief of the Plant will communicate with the Operation Manager in order to analyze the steps to follow.

✓ In the case that the difference is lower, loading will continue.

Pressure limitation The facilities have the following automatic protections scheme that limit the pressure of the system.

Safeguard

Caleta Córdova

Caleta Olivia

1 Maximum pressure gradient with automatic activation of ESD by telemetry

1.6 kg/cm2/sec 0.8 kg/cm2/sec

2 Pressure switch in monobuoy with automatic activation of ESD by telemetry

9 kg/cm2 9 kg/cm2

3 Individual pressure switch of loading pump with automatic activation of ESD

14 kg/cm2 11.5 kg/cm2

4 General pressure switch in loading pump outlet with automatic activation of ESD

14.5 kg/cm2 12.5 kg/cm2

5 Safety valve in monobuoy with discharge to Tank at the Terminal

21 kg/cm2

6 Rupture disc in Scapper with discharge to Tank at the Terminal

21 kg/cm2 21 kg/cm2

7 Breakaway Coupling in floating hoses 27 kg/cm2 (or

35 Tn of traction)

32 kg/cm2 (or 42 Tn of traction)

8 Double casing hoses with warning device Rupture Pressure:

First casing: 76 kg/cm2 Second casing: 31 kg/cm2


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The precautions before mentioned have been adopted in order to prevent damage to the facilities and their resulting impact in the environment due to operational or mechanical failure during oil transference. Even with the presence of these automatic units, the Vessel’s Commanding Officer, the M&L Master and the Terminal’s Supervisor in charge of the loading operation still need to carry out a thorough follow-up of the plan and Loading Procedure, in order to avoid these incidents.

Pressure Gradient Based on an investigation about pressure variations resulting from inadequate closures of tanks in the vessel, or bad maneuvers from the plant to the tanker or vice versa, the concept of maximum pressure rate represents the pressure variation in a time unit (kg/cm2 per sec). The reference values defined for both Terminals are set on the telemetry system of the monobuoy and when these values are exceeded, an emergency shutdown is activated for the loading pumps. For this purpose, the telemetry system will evaluate and compare automatically every 1/3 second the pressure registered in the monobuoy. The calculation of gradient is performed and contrasted with the one previously calculated. In case two consecutive values are registered exceeding the assigned limit, the shutdown will be instantly activated for the loading pumps.

Actions to be taken by the Supervisor in case of Pressure Gradient ✓ The Terminal Supervisor will inform the Chief of the Plant and the Operation Duty while

downloading information from the telemetry system in order to carry out data analysis and graphs preparations.

✓ The Chief of the Plant will thoroughly inform by telephone to the Operation Manager about the details related to the activation of the shutdown device.

✓ The Operation Manager and the Maritime Superintendent will communicate to evaluate the data from the telemetry and the reports issued by the M&L Master and the Terminal Supervisor.

✓ The authorization to resume the loading operation will be based on the communications above mentioned.

Ending of loading The ending of loading shall be performed gradually in order to avoid any rough increase in the pressure of the system (surge pressure). For this reason, the Terminal Supervisor will exchange information with the M&L Master regarding the proximity to reach the volume necessary to stop the equipment safely and efficiently for the operation. The exact moment of ending the loading will be predetermined by the volumes counted by the inland tanks and the Terminal Supervisor will be in charge of performing it. These instructions


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shall be carried out only by the M&L Master if the Vessel’s Commanding Officer presents a special request before starting loading. In this case, the M&L Master will indicate, before starting loading, to the Terminal Supervisor in charge of the operation that he will “cut vessel”. Regardless this situation, the Terminal Supervisor will check at all times that the loaded quantities do NOT exceed what was established in the customs permission and in the current PEEF (including a ±5% tolerance). The equipment “stop” will be carried out according to the pressures registered at the plant during final refilling of the vessel’s tanks. This way, if a significant increase of pressure is verified, apart from operating with the by-pass partially open, the Terminal Supervisor will put the equipment he considers necessary out of service, despite the volume remaining to end loading. It should be mentioned that the ending sequences at the Terminals of Caleta Olivia and Córdova present differences due to the own technical specifications of each facility, as well as to the geographical characteristics of tanks arrangement (dimensions) and the properties of the oil being transferred. Afterwards, the general standards for final loading are established in each Terminal. These standards may vary based on the characteristic of each vessel as observed by the M&L Master, who will determine the best way to close the manifold valves of the vessel in the ending of loading.

Caleta Córdova

✓ The procedure to follow will be according to the IT –OT-01.03 Instructive in force Ending

of Loading Caleta Córdova Terminal. ✓ Prior notice will be given when 6,000 m3 are left to complete the embarking2 operation. ✓ Pumping units will be stopped in sequence, being the last one to be taken out of service

once there are 800 m3 left to complete the volume agreed. ✓ Based on the characteristics of the oil pipeline of that Terminal, the only requirement is

that the end of loading is carried out by restricting the by-pass until the flow rate does not exceed the 400 m3/h and the pressure in the monobuoy does not exceed the 1.5 kg/cm2, condition in which the valve in the monobuoy can be closed in a way that is safe for the system.

Caleta Olivia ✓ Pumping units will be stopped in sequence, being the last one to be taken out of service

once there are 800 m3 left to complete the volume agreed. ✓ Based on the characteristics of the oil pipeline of that Terminal, the only requirement is

that the end of loading is carried out by restricting the by-pass until the flow rate does not exceed the 150 m3/h, condition in which the valve in the monobuoy can be closed in a way that is safe for the system.

2 This notice is digitalized and may be transmitted by means of a software of radial communication.


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In both Terminals the total detention of the load will be carried out from the Terminal by means of the controlled closure of the butterfly valve of the monobuoy by telemetry, or by the manual activation performed by the mooring personnel in case such tele-command is out of service. In case of bad weather conditions and telemetry out of service, the end of loading will be performed in both Terminals by completely restricting the flow rate with the by-pass, so that the closing of the vessel’s manifold valve can then be authorized according to the following detail: Caleta Córdova: 10% of closing every 50 seconds. Caleta Olivia: 10% of closing every 45 seconds. Later, and once oil is not circulating through the system anymore, the M&L Master will indicate the closing of the butterfly valve of the line end head corresponding to the connection maneuver. In case of extreme urgency, in which it is required to stop the flow of the end of loading in a different way that does not involve using the valve of the monobuoy or of the by-pass, the Tank Farm will be asked to close, in a controlled way, the plant outlet valve following the detail below:

Caleta Córdova and Caleta Olivia: 10% of closing every 50 seconds.

Up to a 5% in order to get a mínimum flow inside the tubing and avoid crushing. After that, the hose head valve can be closed. This way, there shall be less chances to cause a “pressure surge”.


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Chapter II: Particular considerations of the maritime sector

Maneuvers to fit vessel tanks, hazards during loading3. The highest risk in the loading operation is the break of a hose, expansion joint, pipe or any other element of the system due to a sudden increase in the pressure (pressure surge). In the export Terminals (exit of crude only), this phenomenon in normal operation conditions has been proved to be produced by the inappropriate closing of the vessel’s valves or the hose head connected to the manifold. For this reason, practices such as the following must be eradicated: “Tank farm, we are going to carry out maneuvers in the Vessel, pay attention to pressure”… “Ok, Vessel. We are on the alert”…

In the exchange of information above mentioned, it is not clear for the Terminal Supervisor the characteristic of the maneuver (close, open or restrict the valves) and, therefore, it is always required to specify the type of maneuver. This way, the Supervisor will be able to evaluate and exchange information with the M&L Master regarding the need to put equipment out of service or open the By Pass. If the information is not correctly transmitted, and in the case of a “pressure surge”, a shock wave will be produced of such intensity and speed that no subsequent maneuver in the Tank Farm, by observing the reaction or tendency of a manometer of the system, could impede the opening of the “breakaway coupling” or avoid the breaking of an element in the transfer system and its resulting spill to the sea. In order to avoid these problems, all the points indicated in this section and this Procedure shall be complied with, requiring further information to the vessel every time there are unclear situations regarding the actions that will be performed on board, and holding the Vessel and its Ship owner responsible for any damage in the facilities resulting from performing non-permitted valve maneuvering. The Terminal counts with graphic and digital recorders that will record any abnormality during loading. Furthermore, and in order to verify if any inconvenient was caused by the tanker, the Company uses a portable pressure recorder installed in the hose camlock connection before the vessel’s manifold. All valves maneuvering in the tanker that implies restricting the entrance of oil to it, even when new tanks for loading have been previously authorized, will require the prior notice from the M&L Master to the Terminal Supervisor, so that he can take the necessary precautions to keep the

3 This item describes generalities that are also included in chapters I and II of this Procedure.


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pressure values within the reference values. In this situation, it is considered a good practice in the tank farm to open the “by pass” at least 20% or refer to the rule indicated in the section “Arrangement of pumping units”. Upon completion of valves maneuvers, the “bypass” position shall be normalized, controlling that the pressure parameters are within the reference values. Since flow rates “by gravity” may reach 1,800 m2/h, every time maneuvers in the vessel are carried out, even if the units are stopped, it must be guaranteed that there is a good reception of crude oil and it will never be suddenly restricted. For this purpose, it is necessary to take precautions of “end of loading” and never as an isolated maneuver in which the importance of the level of pressure and flow rate of the operation can be relativized. The M&L Master shall take all precautions at hand to avoid the increase of pressure and/or flow rate of oil every time it is necessary to authorize a new tank from the Terminal for loading, or another tank is about to be finished or it is necessary to authorize new cisterns on board the tanker. The M&L Master must receive all the information regarding the putting in or out of service of pumping units carried out by the Plant, as well as the authorization of new tanks in land, by pass opening or any in land maneuver that affects the pumping flow rate or pressure. As a general and practical rule, for a Vessel of approximately 70,000 DWT, subject to the particular characteristics and conditions observed by the M&L Master in each vessel, and in order to avoid the increase of pressure outside the reference values mentioned in this procedure; during loading or when it is necessary to perform restrictions of the valves in the vessel for load distribution in different cisterns, the following recommendation shall be observed:

Condition of reception or condition of the vessel upon completion of valve maneuver.

Recommended number of units

* One fully open tank * Gravity or one unit

* Two tanks fully open * Two units

* Three tanks fully open * Three units

* Four tanks fully open * Four units


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Introduction to safety The M&L Master shall carry out an induction talk about safety with the personnel in charge of the tanker’s operations4.

Warning sign about the prohibition of non-authorized activation of valves. The M&L Master will install on the control console of the Tanker’s valves a warning sign regarding the prohibition of activation of valves without prior coordination.

¡ATENCION! BAJO NINGUNA CIRCUNSTANCIA SE OPERARAN LAS VALVULAS DEL SISTEMA DE CARGA DEL BUQUE SIN CONOCIMIENTO ANTICIPADO Y AUTORIZACION DEL CAPITAN OPERATIVO. LAS INSTALACIONES CUENTAN CON REGISTRADORES CONTINUOS QUE GRABARAN CUALQUIER MANIOBRA NO AUTORIZADA

WARNING! UNDER NO CIRCUMSTANCES SHOULD THE CARGO VALVES BE OPERATED WITHOUT LOADING MASTER KNOWLEDGE AND AUTHORIZATION. THE FACILITY MONITORS ALL OPERATIONS AND WILL RECORD ANY UNAUTHORIZED ACTION.

Tank refilling during operation The refilling of the vessel tanks shall be carried out taking the precaution to previously open other tanks in order to reduce the inlet flow rate in the first tanks, facilitate the follow-up of the state of load during refilling and be able to define without haste the safe closing of the inlet valve. The vessel Commanding Officer must expect enough additional capacity in each tank, or emergency derivation, so that by the time of refilling, any problem may be solved without causing a leakage on the deck or a sudden closing of the valves. Consequently, a minimum volume capacity of 500 m3 is required in a “slop tank” or in the last tank to meet the before mentioned contingency.

4 See annex 5


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Tank refilling will be carried out according to the M&L Master’s criteria and knowledge, who will authorize the planned sequence in the Vessel and will agree with the Terminal the pumping units maneuvers, based on his own evaluation of the characteristics and particularities of the vessel and in accordance with the following guidelines considered good practice and required by TERMAP S.A. for Vessels of approximately 70,000 DWT:

• Whenever possible, at the moment of beginning the refilling phase of a tank and/or the ending (restriction and/or closing of valves) two tanks will be kept totally open. • The loading flow rate must be reduced by putting units out of service and/or opening by pass according to the general rule indicated in the section “Arrangement of pumping units”, every time throttling and/or closing of valves takes place, whether at the beginning and/or ending of tank refilling or a simple change of tanks.

• The closing of the valves of the refilling tanks can be performed with two units, as long as a minimum reception flow rate of 2,500 m3/h is guaranteed in the vessel with a previous opening of new cisterns (at least a total of two, see ANNEX 4 “Pressure surge in the pipe system” vessel-land). Otherwise, it will be carried out “by gravity”, for which the M&L Master will request the Tank Farm to stop the last unit before starting to close the tank that is refilling, as if it were the end of loading. Besides the before mentioned guidelines, it is considered a good practice to keep the position of the “By Pass” open at least a 2% during tank refilling.

Breakaway couplings Each Terminal has a device called “breakaway coupling” (BC) that prevents the breakage of a hose, joint or expansion joint of the system when the following problems occur:

• Sudden increase of the pressure of the system (Pressure surge), o

• Excessive pulling strength in the floating hoses caused by the breaking of Vessel/Buoy mooring hawser.

With the aim of avoiding an uncontrolled oil spill to the sea, the BC acts in a similar way to the safety valve allowing the relief of the system and minimizing the leakage of crude oil to the sea. This function is carried out by means of a mechanism that controls its valves and is calibrated according to the type of oil, physical characteristics of the system and its dynamic behavior during loading. Since the activation of the BC will cause a controlled oil spill to the sea, the interruption of the operation to restore the system, the corresponding cleaning action, legal implications and other inconveniences not mentioned here, TERMAP SA requires a careful activation of the vessel valves.


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The vessel will be responsible for any pressure surge, the subsequent activation of the BC and all the resulting damage and injuries, having the Ship owners to respond for the corresponding claims. The activation of the BC will take place when the inner pressure exceeds the 27 Kg/cm2 and/or the floating hose reaches the 35 tons of tension in the terminal of Caleta Córdova, and 32 kg/cm2 and 42 tons respectively in the SPM of Caleta Olivia. By way of comparison, it stands out that during a normal operation in the position where the BC is located (between the fourth and fifth section of the hoses from the vessel), the pressure does not reach the 5 kg/cm2. In case of BC opening, the closing speed of the valves will be calibrated so that the volumen of oil relieved to the sea does not exceed the:

• 6.21 m3 if the operation flow rate is less than or equal to 3800 m3/h.



• 8.5 m3 if the operation flow rate is less than or equal to 5200 m3/h. All these volumes are not significant in front of the response from the Terminal and in comparison to the volumes that will be produced in case of an uncontrolled oil spill for not counting with the systems.

Incidents during operations Every time an incident occurs in which the automatic mechanisms of protection of the Terminal operate, these steps shall be followed:

• Operations will be stopped and the points indicated in the form “ACTIONS POST INCIDENTS” (ANNEX 1) will be followed.

• Controls in the Tank Farm will be carried out, as indicated in the form “CHECK LIST POST INCIDENT” and the form “CHECK LIST AND VERIFICATION POST INCIDENT” will be completed (ANNEX 2).

• Controls will be carried out in the vessel as indicated in the “LIST OF VERIFICATIONS POST INCIDENT OF THE M&L MASTER” (ANNEX 3).

• Operations will be resumed once all the controls before mentioned have been carried out, the Operations Manager has authorized in the Terminal to continue loading and the Maritime Superintendent has authorized the M&L Master to continue the operations.

Pressure Surge in the vessel-land pipe system ANNEX 4 is a WARNING to the tanker’s Commanding Officer regarding the Pressure Surge phenomenon. The M&L Master is required to perform and formalized the disclosure of the information to the tanker’s Commanding Officer prior to the beginning of operations.


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ANNEX 1- Actions post Incident

In case of an incident during the loading of a tanker, and when activating or not the shutdown (ESD-1) of the Terminal or from the operating Tug Vessel, the procedure should be as follows:

1. All crude transfer to the Tanker will be immediately stopped; all pumping units will be stopped.

2. The M&L Master will be informed by radio about the immediate start-up of the Procedure “actions post incident”.

3. All outlet valves and bypass of the plant will be closed. 4. The normal operation of all control and telemetry systems will be verified. 5. In the telemetry system of the monobuoy, all parameters will be controlled (condition of the

valve of the buoy, existence of possible alarms and other parameters related to loading). If necessary, data will be downloaded in order to make graphs for analysis.

6. The M&L Master will take the graphic chart out of the register installed in the connection head at the end of the hose. If there is a manometer shaft and/or a digital recorder, the M&L Master will take the instrument out to evaluate and/or send it to the Tank Farm or the support tug.

7. The M&L Master will request from the Tanker Commanding Officer a copy of the electronic/automatic record of the state and maneuvers of the valves that comprises at least one period of 30 minutes prior to the time when the ESD activation was registered and up to 5 minutes after the event.

8. The state of all valves and tanks involved in the operation will be controlled. 9. The Chief of the Plant5 will be informed about the incident, and he will then inform the

Operation Manager or, alternatively, the person in charge of the permanent duty. 10. The Supervisor on Duty will complete the form “verifications at the plant post incidents”. 11. The headquarter will be the only one entitled to authorize the continuity of embarking. 12. The loading reset for these cases will be by operating 40 (forty) minutes by “gravity” and

with a maximum flow rate of 1,000 m3/h. 13. Loading will continue upon prior communication from the M&L Master, confirming the

compliance with the form “List of verifications post incident of the M&L Master”.

5 The role of call in force in TERMAP procedures will be activated in case of incident in loading operations.


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ANNEX 2 – Control and verification of parameters post incident Form MARTITIME TERMINAL CALETA OLIVIA/CORDOVA CONTROL AND VERIFICACION OF PARAMETERS POST INCIDENT FORM

DATE VESSEL OPERATIVE CAPACITY

SUPERVISION

OPERATIVE CONDITIONS AFTER THE INCIDENT

30" SCRAPPER VALVE (CO) PLANT OUTLET

VALVE (CC) BY PASS VALVE MONOBUOY VALVE MONOBUOY ALARMS TANKS IN OPERATION

RADIO COMMUNICATION WITH THE TANKER

OPEN CLOSE OPEN PARTIAL

% CLOSE OPEN CLOSE LOST SEALS

FLOW RATE

PRESSURE TK VOLUME TK VOLUME TK VOLUME PERFORMED RECEIVED BY

YES /NO YES / NO YES /NO % YES /NO YES /NO YES / NO YES / NO YES/ NO YES/ NO YES / NO TIME

TANKER M&L MASTER

(LAST NAME AND NAME)

OPERATIVE CONDITIONS PRIOR TO RESTART LOADING

30" SCRAPPER VALVE (CO) PLANT OUTLET

VALVE (CC) BY PASS VALVE MONOBUOY VALVE MONOBUOY ALARMS TANKS IN OPERATION

RADIO COMMUNICATION WITH THE TANKER

OPEN CLOSE OPEN PARTIAL

% CLOSE OPEN CLOSE LOST SEALS

FLOW RATE

PRESSURE TK VOLUME TK VOLUME TK VOLUME PERFORMED RECEIVED BY

YES /NO YES / NO YES /NO % YES /NO YES /NO YES / NO YES / NO YES/ NO YES/ NO YES / NO TIME

TANKER M&L MASTER

(LAST NAME AND NAME)

COMMUNICATION TO HEADQUARTERS OF TERMAP

AUTHORIZATION TO RESTART LOADING

PERFORMED RECEIVED RECEIVED GIVEN BY COMMUNICATION WITH TANKER COAST CHAMBER VALVE (ONLY C.C.)

SUPERVISOR SIGNATURE

TIME TIME BY TIME POSITION/ LAST

NAME PERFORMED RECEIVED BY POSITION IN

THE INCIDENT OPEN

CLOSE

POSITION PRIOR TO RESTART

OPEN CLOSE


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ANNEX 3 – List of verifications post incident of the M&L Master

I- GENERAL INFORMATION OF THE OPERATION

SPM CALETA: OLIVIA/CORDOVA DATE:

VESSEL JOURNEY N°

M&L MASTER VESSEL’S MASTER PLANT SUPERVISOR

TIME OF THE INCIDENT INFORMED TO MARITIME SUP.

ON DUTY NAME

II- VERIFICATION OF MONOBUOY AND ACCESORIES

MONOBUOY VALVE OPEN / CLOSE HOSE VALVE OPEN / CLOSE SAFETY VALVE OPEN / CLOSE

BREAK AWAY ACTIVATED /

NON-ACTIVATED

RECORDER: GRAPHIC DIGITAL

OPERATIVE / NON-OPERATIVE

SPILL TO SEA YES / NO

COMMENTARIES: READING FROM THE RECORDER INSTALLED IN THE HEAD OR OBSERVATIONS FROM THE HOSES, BUOY AND PROXIMITIES.

II- TANKER VERIFICATION

MANIFOLD VALVE OPEN / CLOSE CISTERN VALVES VERIFIED YES/NO

MASTER VALVES VERIFIED YES/NO

CISTERN SOUNDING VERIFIED YES/NO

INERT GAS VERIFIED YES/NO COMMUNICATION

EQUIPMENT VERIFIED YES/NO

COMMENTARIES: DATA OR OBSERVATION RELATED TO THE INCIDENT.

III- OPERATION RESTART

VERIFICATION OF PLANT / TERMINAL NAME AND TIME AUTHORIZATION TO CONTINUE LOADING NAME AND TIME

LOADING RESTART

DATE AND TIME

M&L MASTER SIGNATURE

VESSEL’S MASTER SIGNATURE

OPERATIONS WILL RESTART WITHOUT EXCEEDING THE 1000 M3/H DURING

THE FIRST 45 MINUTES


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ANNEX 4 – Pressure Surge in the vessel/land pipe system

TERMINALES MARITIMAS PATAGONICAS S.A.

TANKER: _________________________________________________________ DATE: ____________________________________________________________

WARNING

Under no circumstance shall tanks be refilled or valves be closed before pumping units have been stopped or by pass has been opened and this was confirmed by the M&L Master. “Tank change” operations shall be supervised by a responsible Officer who will make sure no sudden restrictions to crude transfer occur. It is essential to keep permanent contact with the Tank Farm during such operations through the M&L Master. The continuous recording of the line pressure is carried out at the Terminal, and the tanker will be held responsible for any damage in our pipes, hoses or other equipment caused by negligent or inaccurate handling of the tank valves. All Officers are recommended to read and understand this warning notice corresponding to the “pressure surge” before starting loading.

INTRODUCTION

The problem of pressure surge is particularly critical in the oil export monobuoys, therefore, the Company requests to read our “WARNING” before starting loading and ensure that all members of the crew read it and understand it as well. We do not think that any Vessel will deliberately close all the valves in the tank during loading, but we know that pressure surge causing breakage of the hoses and contamination occur and, in many cases, they are originated due to a poor interpretation of the problem and its prevention. We figure that none of the people involved in the operation in our Terminal would consider suddenly stopping the loading when the flow rate is 2,700 m3/h; but for instance, it is not always noticeable that if the vessel is normally loading at 5,500 m3/h with only two open tanks, and the valve in one of these is closed, there will be inevitably a sudden decrease of the loading rate and a decrease in the flow rate of approximately 5,500 to 3,000 m3/h that may cause the same effect as the total stop of a flow rate of 2,700 m3/h.


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Considering pressure surge occurs, we aim to offer an explanation of the causes that originate it and how to prevent it, and we request that you take responsibility for your part on the operations, safely and expeditiously. For our part, we have instructed the M&L Master to keep permanent contact with all of you in the planning and execution of the vessel’s loading.

ORIGIN OF A PRESSURE SURGE Pressure surges are originated as a result of any sudden change of rate in the movement of liquid in a pipe line. A sudden change in the loading pipes can be caused by poor attention or coordination when closing the valve of a tank. The increase in the pressure caused by the change of rate of a fluid that runs through the pipes system as a pressure wave with an approximate speed of 1,3 km/sec and is added to the maximum existing pressure in the line. The usual precaution to prevent a pressure surge, when reducing or stopping the loading is necessary, involves closing the valves slowly, which is hard to achieve in those valves that are not manual. It can be shown that in long pipes the initial increase of pressure depends basically on how much the loading rate has been reduced and not necessarily on the closing time of the valve. It should be mentioned that if the loading rate presents a sudden decrease, an increase in the pressure will be produced even if such decrease has been only partial or temporary. For example, if only two tanks are loading and the valve of one of them is close, there will inevitably be a sudden decrease of the loading rate, and a decrease on the flow rate from 5,500 to 3,000 m3/h that may cause the same effect as the total stop of a flow rate of 2,700 m3/h. Therefore, when loading with only one or two open tanks, it is not a good practice to pretend “transferring” the circulation from one tank to another, since during the change, there will be a slight restriction to the fluid movement and a pressure surge will take place. Such effects can easily happen during “refilling” maneuvers, if when changing tanks, the valve of the tank being loaded is closed in a bigger proportion than that valve being opened in the tank that is being authorized. The right coordination of valves is extremely difficult and we have experienced several pressure surges generated by vessels with remote control of valves from the cargo room, showing that the equipment itself is not the answer to the problem since no control system is better than its operator. Therefore, it is always better to make a mistake considering safety, even when this represents more time for loading when changing tanks. Lastly, we will try to correct a common mistake regarding pressure measurement in the vessel’s manifold, since it is believed that when the manometer shows “zero” pressure, pressure is not being applied from the tank farm. This is not right, “zero” pressure only means that in that moment there is no restriction to the inlet of crude to the pipe system of the vessel. Therefore, the ideal loading operation for any vessel shall obviously be to register a low level of pressure and no peaks during such operation. The pressure normally registered is based on the size of the pipes in the vessels and the loading rates. To summarize, we can assert that the pressure surges will be avoided if the rules below are followed.


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1) The normal loading rate and tank refilling rate must be agreed upon between the vessel and the Terminal. The “request to decrease the flow rate from the vessel to the Terminal” shall be established and the Terminal must comply with it.

2) Upon commencement of loading, only the valves in the tanks may be operated,

whereas valves in the distribution lines, even those of the manifold, master valves, shutoff valves, etc. must remain totally open and may not be used directly to control the flow rate or the loading rate.

3) With the exception of those situations when loading is carried out with a very low flow

rate (for example, during “tank refilling”), operations must be planned in order to avoid a sudden restriction in the number of valves being totally open. During normal loading, there should be at least two tanks enabled with their valves totally open.

4) When a loading operation is carried out at a normal loading rate, and the refilling of a

tank is required as a final sounding, it is a common practice to operate the valve of that tank several times causing a temporary restriction to the flow of oil. Since this may produce a pressure surge, this way of refilling may not be applied if there are not at least two tanks previously enabled with their valves totally open.

It will be our pleasure to assist any further requirement from the vessel related to this subject and we want to emphasize that we agree with the information included in sections 11.1.4 and 16.8 of the 5th edition of I.S.G.O.T.T. (International Safety for Tankers and Terminals). MASTER: __________________________________

DATE: _____________________________________ TIME: ______________________________________


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ANNEX 5 – Induction to safety applied to the Operations

TERMINALES MARITIMAS PATAGONICAS S.A.

Let the record show that the undersigned people have participated, representing the authorities of the tanker, in the induction to safety applied to the operations. The aspects covered in this induction refer to:

• Personnel safety and environmental care.

• General hazards during loading, safety measures required.

• Loading procedure authorized by the Terminal.

• Consequences of incorrect operation of the vessel valves. Pressure surge, possible damage in the equipment and environmental contamination.

• Terminal’s safety equipment.

• Continuous recording of operativing variables.

Date:______________________________ Tanker:______________________ Terminal: Caleta Olivia/ Córdova

M&L Master:________________________ (In charge of operations and induction to safety)

Participating personnel of the Tanker: Observations: It is required that the officer in charge of the loading control room participates and registers his signature and clarification in this section.

Name Function Signature


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MEMORY AID OF THE ASPECTS TO BE MENTIONED IN THE INDUCTION

Personnel safety and environmental care.

The priority in any of the activities of the Company is personnel safety and environmental care. Operations shall be interrupted as soon as an unsafe situation is detected.

General hazards during loading, safety measures required. Loading procedure authorized by the Terminal.

The main risks during operation are fire in the tanker and/or contamination due to inconveniences in the tanker or the monobuoy. The procedure of TERMAP details the requirements a vessel needs to comply with in order to avoid those risks. The before mentioned requirements are compatible with the ones contemplated in the ISGOTT (International Safety Guide For Oil Tankers and Terminals) and the rules of good practice applied in the industry.

Consequences of incorrect operation of the vessel’s valves. Pressure surge, possible damage to equipment and environmental contamination. All operation of valves performed in the vessel produces a hydraulic disturbance in the loading system of the Terminal. The additional restriction to the inlet of oil caused by the partial closing of a valve generates a sudden increase of pressure and may produce damage to the facilities and sea contamination. For this reason, all operation of valves must be coordinated with the Terminal through the M&L Master.

Safety equipment of the Terminal

The Terminal has safeguards to minimize the impact of some incidents that may be produced during operations (Emergency Shut Down, Safety Valves and calibrated disks, Breakaway couplings, etc.). Nonetheless, and since it is not possible to avoid the consequences in all the cases, it is necessary to work professionally and to keep a proactive attitude towards safety to prevent any dangerous situation.

Continuous recording of the operating variables.

The Terminal has continuous recordings of all operating variables in the tank farm, monobuoy and the connection manifold of the vessel. Any hydraulic disturbance will be registered in the system and the recorded data will allow a clear detection of the origin of the inconvenience. Incorrect or unauthorized operation of the valves will be detected by the system and this information may be used by TERMAP SA to carry out the corresponding claim or to determine responsibilities when an incident occurs.


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ANNEX 6 – Establishing of the safety condition prior to the beginning of loading

READING CONDITIONS BEFORE STARTING THE LOAD

BEFORE STARTING THE LOAD, THE VESSEL’S COMMAND AND THE LOADING MASTER MUST ACCEPT THE FOLLOWING CONDITIONS FOR CARGO OPERATION:

1. ALL OPERATIONS MUST BE EXECUTED SAFELY TO PROTECT ALL THE FACILITIES, AS INDICATED BY TERMAP’S LOADING PROCEDURE.

2. BEFORE BEING EXECUTED, THE ENTIRE VALVE MANEUVER INSTALLED ON THE RAW LINE OF THE VESSEL MUST BE COMMUNICATED TO THE TERMINAL.

3. THE LOADING MASTER MUST EXPECT FROM THE TANK FARM THE CONFIRMATION THAT THE FLOW CONDITIONS ARE SAFE TO START THE VALVE’S MANEUVERS ON THE VESSEL.

4. THE LOADING MASTER MUST COMMUNICATE TO THE PLANT THE FINALIZATION OF THE VALVE’S MANEUVERS ON THE VESSEL.

5. TO PERFORM THE PERIODIC COMPARISON OF THE AMOUNTS OF OIL DISPATCHED BY THE TANK FARM AND RECEIVED BY THE VESSEL, THE GOV VOLUME WILL BE USED FOR VOLUME AND CUBIC METERS PER SECOND FOR FLOW RATE.

WE KINDLY REQUEST THE COMPLIANCE AND ACCEPTANCE OF THESE CONDITIONS BY EACH OF THE PARTIES. M&L Master: UNDERSTOOD TANK FARM Tanker’s Officer: UNDERSTOOD TANK FARM TERMAP Supervisor: _ _ _ _HS BY GRAVITY


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Annex 7 – Reference values of pressure and flow rate.

Buoy Pressure

(min., average,

more)

Average Flow rate

(m3/h)

Inland Pressure

(min., average,

more)

Buoy Pressure

Average Flow rate (m3/hs)

Inland Pressure

Buoy Pressure

Average Flow rate (m3/hs)

Inland Pressure

Recoleta

1.7 1482 1.1 3.9 2580 4.8 5.7 3371 7.7

1.8 1575 1.5 4.0 2862 5.0 5.9 3741 8.0

2.1 1623 2.2 4.2 3171 5.2 6.1 3974 8.3

Cabo Pilar

2.5 1433 1.9 4.0 2619 4.9 6.2 3375 8.0

2.7 1509 2.1 4.7 2734 5.4 6.5 3554 8.4

2.8 1620 2.4 5.2 2880 6.1 6.8 3676 9.0

Cabo Vírgenes

2.8 1498 2.3 4.6 2742 5.2 6.4 3562 8.1

2.4 1474 2.0 4.1 2600 4.5 6.0 3516 7.3

3.3 1520 3.0 5.2 2827 5.8 6.8 3653 8.5

San Matías I

3.1 1594 2.8 6.4 2627 7.4 6.8 3681 9.2

3.0 1479 2.4 5.2 2730 5.9 6.2 3625 7.7

2.6 1501 2.1 4.2 2681 4.9 5.8 3680 7.3

Confidense

2.8 1453 2.5 4.8 2757 5.4 6.4 3572 8.3

2.2 1435 2.0 4.4 2733 4.9 5.9 3510 8.0

3.3 1470 3.0 5.2 2780 5.8 6.8 3634 8.5

Others

1.6 1275 1.0 4.1 2250 4.8 5.1 3105 6.0

2.1 1493 1.5 4.4 2687 5.0 5.6 3499 7.1

2.7 1650 2.2 4.6 2958 5.2 6.1 3893 8.1

Maximum 3.3 1650.0 3.0 6.4 3171.0 7.4 6.8 3974.0 9.2

Minimum 1.6 1275.0 1.0 3.9 2250.0 4.5 5.1 3105.0 6.0


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Annex 8


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Annex 9: Flushing with sea water from the Tanker

Caleta Olivia Terminal

Annex I: for the Terminal’s Supervisor Subject: Flushing of crude oil inside the hoses and the underwater oil pipeline using 4000 m3 of sea water propelled by the pumps in the designated Tanker. Development: This procedure is aimed at facilitating the main maintenance of the monobuoy at Caleta Olivia, with all the details agreed upon the involved parties, in order to reduce the risks or the possibilities of failure in the different stages of the operation. Tasks prior to flushing: All the involved tanks will be drained to a level lower than Low- Low, in order to minimize the crude oil contaminated with sea water. a) The Tanker shall request the nominated load according to PEEF (approximately 74,500 cm3 of Crude oil Cañadón Seco), which will be loaded in such a flow rate that will allow loading to be finished during daytime.

b) Once loading is finished, the land facilities and the tanker will take the necessary internal precautions to start the flushing of the loading system with Sea Water.

The following message shall be transmitted to the M&L Master: As from this moment, we will start to prepare the land facilities and valves in order to carry out the flushing operation. Please, wait for our confirmation that all tasks have been successfully fulfilled.


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These tasks include (mark upon completion of each task to be performed in land):

Disconnection of ESD of the Terminal. Generation of new file to save operative data in the loading telemetry; name:

Flushing with Water. Closing the lock valve of the 40” line in north plant Tag: VG-741.

In this moment, the condition of all the valves located in the loading line is (check the condition of the land facilities and mark if the following is correct, otherwise indicate the condition shown below):

Manifold Valve of the Tanker: Motorized butterfly valve of the buoy: Valve of the South underwater hose of the PLEM: Valve of the North underwater hose of the PLEM: Butterfly Valve of the South hose in the buoy well: Butterfly Valve of the North hose in the buoy well: Lock Valve of South hose bridge in the buoy well: Lock Valve of North hose bridge in the buoy well: Plant outlet valve: Closed. Bypass valve in the pumps Room: Closed. Tank base valve in designated Tank: Open. Tank base valve in designated Tank: Open. Loading valve of designated tank: Closed. Loading valve of designated tank: Closed.

The following message shall be transmitted to the M&L Master: Land tasks have been fulfilled, the conditions of the land facilities and valves have been checked and we are in conditions to continue as indicated in point b) of the procedure. The following maneuvers will be carried out next:

c) Open valves (mark upon completion of each task): Loading of designated tank N° Bypass of pumps room (VG 720B), and Plant outlet. (VG 701T)

d) Open motorized butterfly valve of the monobuoy. The pressure readings in the buoy and the manifold of the vessel, according to previous records, shall be approximately 1,3 and 0,5 kg/cm2 respectively.


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e) Start up of pumps in the Tanker6. f) Beginning of flushing with water using pumps with the opening of the manifold valve of the vessel. g) Increase of pumps speed. The operation shall be carried out at the maximum flow rate possible7, according to the pumps in the oil tanker, preferably about 3500 m3/h. The flow pressure in the monobuoy should not exceed the 7,5 kg/cm2 throughout the operation. h) When the Terminal Supervisor accounts for the entrance of 200 m3 of fluid into the Plant in the designated TK, he will give immediate notice to the M&L Master. i) When the Terminal Supervisor accounts for the entrance of 1250 m3 of oil into the designated TK, he will communicate it to the M&L Master. j) When the Terminal Supervisor accounts for the entrance of 1850 m3 of oil into the designated TK, he will communicate it to the M&L Master (water drain in the monobuoy). j) When the Terminal Supervisor accounts for the entrance of 1950 m3 of oil into the designated TK, he will anticipate the M&L Master about the proximity of the tank change maneuver. k) When the Terminal Supervisor accounts for the entrance of 2000 m3 of oil into the designated Tank, he will observe the temperature indicator in LAND, in order to anticipate to any change. l) By observing a change of temperature in land (by now, the entrance of approximately 2100m3 of oil into the designated tank Nº should be accounted for), the M&L Master will be informed and he will perform an opening and closing maneuver of the designated tanks, (no variation in the pressure was registered in other operations with this Tanker).

m) When the Terminal Supervisor accounts for the entrance of 2500 m3 of fluid into the Plant, he will communicate it to the M&L Master (more opening of the valve in the monobuoy). n) When the Terminal Supervisor accounts for the entrance of 3000 m3 of fluid into the Plant, he will communicate it to the M&L Master (water drain in the monobuoy).

6 All start up and stoppage maneuvers of equipment, opening and/or closing of tanks or cisterns valves in the vessel

shall be communicated by the Terminal Manager and the M&L Master respectively. 7 The receiving tanks shall have the sounding entrances open and all the spark arresters of the pressure and vacuum

valves shall be removed.


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o) When the Supervisor accounts for the entrance of 3500 m3 of fluid into the Plant (adding the volume that entered in the designated Tanks by means of radar measurements), he will communicate it to the M&L Master (water drain in the monobuoy).

p) Once the M&L Master has communicated that pumping from the Tanker has stopped, the following tasks involved in this procedure shall be carried out (mark upon completion of each one):

Close Loading valve in the street of the Designated tank. Close Bypass VG 720B in pumps room. Close Bypass VG 720A in pumps room. Remote control operated butterfly valve in the Monobuoy, and Close Plant outlet valve (VG 701 T).

The remaining land valves will continue in their current condition. q) Finishing of data recording related to Flushing with Water in the Telemetry System. Disconnection, unmooring and vacating of the Tanker. Tasks to be performed in the Plant will continue.

Observations:

• The displacement will be recorded with the telemetry system of the monobuoy.

• Flow rates, volumes and pressures will be controlled and accounted for respectively by the land supervisor, using the units: m3, m3/h and kg/cm2.

• The M&L Master and the Vessel Commanding Ofiicer, the Terminal Supervisor (land) and the Plant Manager will be responsible for controlling the development of this procedure.

• The Operations Manager of TERMAP (being onboard) will cooperate with the tasks as an advisor. The Vessel Commanding Officer will be in charge of all the tasks the crew shall perform in the tanker.

• In order to prevent contamination of the sampling system in the line of the Terminal, prior to displacement, the personnel of the maintenance contractor company will remove the sampling probes from the loading oil pipeline.

• In order to impede contamination due to the reverse movement of oil that may be inside the vessel lines before starting water suction, specific procedures from the ISGOTT (fourth edition) will be used.

____________________


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Annex 10: Flushing with Oil from the Loading Line

Caleta Olivia Terminal

Reference:

Commissioning of the monobuoy.

Subject:

Displacement of water contained in the off-Shore sector of the loading line of the Terminal, using

crude oil.

Tasks prior to beginning of procedure:

1. Perform the following flushing of pipes of 40” and 30” lines respectively (preferably with the tank 2014:

a. 350 m3 to tk 2009 b. 250 m3 to tk 2003 (VG-030) c. 250 m3 to tk 2003 (VG-030-B) d. 250 m3 to tk 2007

1) Once the tanker has been moored and connected, the land facilities and the oil tanker will take the

necessary internal precautions to start the flushing.

The following message shall be transmitted to the M&L Master:

“As from this moment, we will start to prepare the land facilities and valves in order to carry out

the flushing operation. Please, wait for our confirmation that all tasks have been successfully

fulfilled”.

These controls include (mark upon completion of each task to be performed in land):

Check ESD Disconnection from the Terminal.

Check that the pressure rate is Disabled.

The generation of a new file to save operation data in the loading telemetry (Recoleta-Water

Flushing back and forth).

Start up the Yokogawa System.

Close the lock valve of the 40” VG 741 line.

Remove the rupture disk in order to test the 40” pipe and the presence of vacuum prior to starting

flushing with crude oil.

In this moment, the condition of all the valves located in the loading line is (check the condition of

the land facilities and mark if the following is correct, otherwise indicate the condition shown

below):

Manifold Valve of the Tanker: Closed.

Valve of the buoy: Closed.

Plant outlet valve: Closed.

Bypass valve in pumps room: Closed.


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Tank base valve in designated Tk: Open.



Tank base valve in TK 2013: Open.

Tank base valve in TK 2016: Open

Suction Valve of the street of the designated Tk: Closed.



Suction Valve of the street of the TK 20138: Closed.

Suction Valve of the street of the TK 2016: Closed.

Sounding entrance lids and spark arrester of pressure and vacuum valves of the TK involved in

flushing: Open.


“The condition of all land facilities and valves has been checked, and we are now prepared to

continue as indicated in point “2)” of our procedure”.

2) Open the valves in the indicated order of precedence (mark upon completion of each task):

Valve of the monobuoy.

Loading valves of the tanks N° 2016.

By-pass in pumps room, and

Plant outlet.

The reading of pressure in the buoy according to previous records shall be approximately 1.1 to 1.5

Kg. /cm2.


“We are ready to start flushing towards the tanker”

3) The Terminal starts flushing the water with oil using the necessary pumps so that the initial flow rate

is approximately 800 m3/hr, which will increase based on the loading procedure up to 1500 m3/hr.

Wait for the flow rate in the vessel to stabilize and then increase gradually to reach a maximum that

does NOT exceed the 2100 m3/hr measured in land (preferably within seven minutes).

Recommendation: start flushing with TK 2016 and reach a flow rate of 2000 m3/hr in the least time

possible.

4) The Terminal will transfer 16,000 m3 of natural crude to the vessel, using tanks 2016 and 2013 in

that order, with the following detail of volumes:

TK 2013 sends 8027 m3 of crude oil.

TK 2016 sends 7700 m3 of crude oil.

Line refilling will be carried out with tank 2014.


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Loading will be initially carried out in cisterns 5 (approximately 5000 m3). The analyst on board

will get samples of crude in the manifold of the vessel in order to measure the salt content until he

detects crude in commercial quality.

Before changing cisterns, the M&L Master will transmit the following message to the Plant:

We will start with the change of cisterns.

Flushing will continue until the transference of the 15,000 m3 is completed, at a maximum flow

rate measured in plant of 2100 m3/hr.

Close valve of the monobuoy.

Close manifold valve of the vessel.

Close Plant outlet valve.

Close By Pass valve.

Close loading valve of the tank 2013 or 2016 as appropriate.

In this moment, Point b) of the general procedure has been fulfilled. The analysts at the Plant

shall be advised that the vessel will start flow discharge to land, for which they shall determine

two (2) cuts:

1. Crude/Water, and then

2. Water/Crude.

5) The M&L Master will transmit the following message:

“The vessel is ready to start pumping water; Caleta Olivia Terminal please confirm if

we can start discharging”.

6) Once the Plant confirms that the vessel can start the operation, the procedure shall be as follows:

Open the valve of the monobuoy.

Open Plant outlet valve.

Open By Pass valve.

Open loading valve of the designated Tk.

The readings of pressure in the buoy and the manifold of the vessel, according to previous records,

shall be approximately 2,1 to 2,3 and 1,2 to 1,5 Kg. /cm2 respectively.

7) Start up of pumps of the Tanker9 .

8) Beginning of discharge of Cisterns 4P y 4S using the pumps of the oil tanker with the opening of

the manifold valve of the vessel (this operation will be discussed and defined by the Vessel’s

Commanding Officer and the M&L Master of Termap).

9 The start up of pumps of the vessel shall be communicated in advance to the Terminal Manager, so that he can

perform the maneuvers involved in this procedure.


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The initial reception of crude in the plant will be carried out in the designated tank.

The Terminal Supervisor will transmit the following message to the Lab Supervisor or Analyst:

The discharge of water to the Plant has been started.

9) Increase of the speed of the pumps in the Tanker: the operation will be carried out preferably at an

approximate flow rate of 3400 m3/h.

Once the Terminal Supervisor accounts for the entrance of 1800 m3 of oil to the designated TK, he

will immediately send an operator to the suction valve of the following tanks to perform the change

of tank maneuver:

Designated TK (name: Designated).

Designated TK (name: Designated).

10) Once the Terminal Supervisor accounts for the entrance of 1800 m3 of oil to the Designated TK, he

will immediately advise the Lab Analysts and the M&L Master, who will perform the change of tank

to the Designated tk:

The tanker will continue pumping at 3400 m3/h to the Designated TK of the Plant during

approximately sixty (60) minutes. After the first thirty-six (36) minutes of such period of time, the

Terminal Supervisor will warn the Analysts that the crude will arrive in approximately 5 minutes.

11) Once the warning “oil has arrived” is provided by the personnel of the Lab performing an analysis

of crude in the plant outlet valve, the Designated TK WILL CONTINUE RECEIVING FLUID

UNTIL THE SALTS ARE LOWER THAN 300 gr.

12) Refilling of the Designated TK will continue, and it will receive remnants of crude that are out of

specification.

13) In these moments, the vessel will be about the finish the discharge of Cisterns 4, therefore, it is

expected that the pumping to the plant will temporarily stop.

14) During the re dewatering of Cisterns 4 and Slop S, the vessel will pump to the plant at flow rates

lower than 3400 m3/h and some intermediate stops.

15) The vessel will start discharging the content of cisterns 5P and 5S at an approximate flow rate of

3400m3/h.

1. From this moment, 2000 dm3 of crude inlet in the Designated TK will be accounted for.

2. Later, the Terminal Supervisor will anticipate the maneuver for tank change to the M&L

Master.

3. Opening of the suction valves of TKs 2013; 2016, prepared to receive the crude in

commercial quality, and

4. Closing of the suction valve of the Designated TK.


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16) The vessel continues pumping until the complete discharge has been fulfilled (including re

dewatering of cisterns 5P and 65S). During the last stage of the discharge, the vessel will stop

pumping to perform re dewatering and later it will restart discharge at a flow rate lower than 34m3/h.

Analysts should be advised once the vessel starts the discharge of the last 1000, 600 and 300 m3

(samples shall be taken from the loading pipe).

17) Once discharge is finished, the procedure shall be as follows:

1. Closing of the following valves involved in this procedure (mark upon completion of each

task):

Monobuoy.

Loading of tanks involved in flushing.

By-pass of pumps room, and

Outlet of plant.

2. Opening of the following valves involved in this procedure (mark upon completion of each

task):

Open the lock valve of the 40” VG 741 Line.

18) Perform the Initial Refilling of the Loading Line from the monobuoy until the TK 2050 through the

high point venting.

19) Check the condition of all the land facilities, in order to start the normal loading of the Tanker as

soon as possible (mark upon completion of each task):

Reconnection of ESD of the Terminal.

Generation of a new file to save operation data in the loading telemetry.

Start up of Yokogawa System.

Verification of cleaning of sampling probes.

20) Transfer 500 m3 of crude from TK2050 :

1. TK 2003 250 m3 VG-030

2. Tk 2003 250 m3 VG-030B

3. Tk 2007 250 m3

21) Loading will be carried out firstly by using the Tanks of the high zone simultaneously. The Tanker

will open all the cisterns at the same time, and therefore no restriction in the flow rate is expected.

Observations:

• Flushing will be registered with the telemetry system of the monobuoy and the pressure portable

sensor (“RTD2”).

• Flow rates and volumes will be observed and accounted for respectively by the land supervisor.


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• Control of this procedure will be under the responsibility of the M&L Master of TERMAP, the

Plant supervisors Manager, the plant supervisor on duty and the Supervisor or Analyst of the Lab

present at the Plant.

• Annex I provides information regarding the lines involved in this task.


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Annex 11: Flushing with Sea water from the Tanker

Caleta Córdova Terminal

Annex I: for the Terminal Supervisor Subject: Flushing of crude oil inside the hoses and the underwater oil pipeline using at least 3800 m3 of sea water propelled by the pumps of the Recoleta Tanker. Development: This procedure is aimed at facilitating the change of hoses of the Caleta Córdova Terminal, with all the details agreed upon the involved parties, in order to reduce the risks or the possibilities of failure in the different stages of the operation. Designated Tanker: Recoleta.

Procedure

a) The land facilities and the oil tanker will take the necessary internal precautions to start the flushing. The following message shall be transmitted to the M&L Master: As from this moment, we will start to prepare the land facilities and valves in order to carry out the flushing operation of the line with sea water. Please, wait for our confirmation that all tasks have been successfully fulfilled.

These tasks include (mark upon completion of each task to be performed in land): Disconnection of ESD of the Terminal (performed by personnel of Neotek). Disconnection of Pressure Rate of the monobuoy telemetry (performed by

Chaile/Ramos). Generation of a new file to save operation data in the loading telemetry; name:

Flushing with water. Closing of the valve of 30” line, tag: VG 719R. Closing of the valve of sectoring of the 30” line, tag: VG 800. In this moment, the condition of all the valves located in the loading line is (check the conditions of the land facilities and mark if the following is correct, otherwise indicate the condition shown below): Manifold valve of the Tanker: Closed.


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Motorized butterfly valve of the buoy: Closed. Plant outlet valve: Closed. By-pass valve in pumps Room: Closed. Loading tank base valve in TK 51: Open. Loading tank base valve in TK 59: Open. Loading valve in the tank street in TK 51: Closed. Loading valve in the tank street in TK 59: Closed. Sounding entrance lids: Open of TK-51 and TK-59. Spark arresters of pressure and vacuum valves removed from TK-51 and TK-59.

The following message shall be transmitted to the M&L Master: Land operations have been completed, the conditions of the land facilities and valves have been checked. We are ready to continue as indicated in point 3 of your procedure. Please confirm if we can continue. Once the confirmation from the M&L Master has been received, the Supervisor will then communicate that maneuvers will be carried out. Later, he will proceed as follows:

b) Open the valves (mark upon completion of each task): Loading in the street of the tank N° 51. By-pass of pumps room, and Outlet of the plant.

c) Open the motorized butterfly valve of the monobuoy.

The readings of pressure in the buoy and the manifold of the vessel, according to previous records, will be approximately 0,8 and 1,6 kg/cm2 respectively.

Confirm to the M&L Master that all the valves in the plant are open.

d) Start the pumps of the Tanker10. e) Start the flushing with water using the oil tanker’s pumps with the opening of the manifold valve of the vessel. f) Increase the speed of pumps. The operation will be carried out at the máximum flow rate possible11, based on the oil tanker’s pumps, preferably in the order of 3700 m3/h. The fluid pressure in the monobuoy should not exceed the 8.5 kg/cm2 throughout the operation. g) When the Terminal Supervisor accounts for the entrance of 1000 m3 of fluid into the Plant in the TK 51, he will immediately inform the M&L Master.

10 All the start maneuvers and equipment stop, opening and/or closing of valves of the vessel’s tanks or cisterns will

be communicated by the Terminal Supervisor and/or the M&L Master. 11 The receiving tanks shall have the sounding entrances open and all the spark arresters removed in the pressure and

vacuum valves.


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h) Continue pumping with oil entrance to tank N°51. i) When the Terminal Supervisor accounts for the entrance of 1700 m3 of fluid into the Plant, he will inform the M&L Master. j) Place an Operator in the suction valve of the following tanks, so that he can observe that the opening or closing of the valves is carried out as expected:

TK-51 (Operator Name: )

TK-59 (Operator Name: )

k) When the Terminal Supervisor accounts for the entrance of 2000 m3 of oil into the TK 51: he will inform the M&L Master that in some minutes, a change of tanks maneuver will take place. l) When the Terminal Supervisor accounts for the entrance of 2100 m3 of oil into the TK 51, he will carry out the change of tank:

TK-59: Open

TK-51: Close

1. The opening of the loading valve in the street of the tank N° 59 will be carried

out and once this valve is 50% opened,

2. The closing of the loading valve in the street of the tank N° 51 will be carried out (no alteration of pressure was detected in other operations with this Tanker).

m) When the Terminal Supervisor accounts for the the entrance of 2900 m3 of fluid into the Plant, he will inform the M&L Master. n) Continue pumping water into tank N°59. o) When the Terminal Supervisor accounts for the entrance of 3700 m3 of fluid into the Plant, he will inform the M&L Master. p) Based on the result from the observations of the water sampled in the monobuoy, the M&L Master will decide from now on, when to stop pumping towards the Terminal. q) Once the M&L Master has communicated that pumping from the Tanker was stopped, the closing of the following valves involved in this procedure shall be carried out (mark upon completion of each task):


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Loading in the street of tank N°59. By-pass of pumps room. Plant outlet valve, Remote control operated butterfly valve in the Monobuoy, and Shore Chamber Valve,

The remaining land valves will continue in their current condition. r) Disconnection, unmooring of the Tanker and vacating to another location. s) Finishing of telemetry data recording. Observations:

• Displacement will be recorded with the telemetry system of the monobuoy and the Yokowaga pressure sensor.

• Flow rates and volumes will be observed and accounted for by the Terminal Supervisors by means of a radar system.

• The control of the development of this procedure will be carried out by the M&L Master and the Terminal Supervisor, with the assistance of the Operations Manager on board the tanker.

• In order to prevent the contamination of the Line Sampling system of the Terminal, before displacement, the personnel of the electrical maintenance contractor company will remove the samplers and block the holes.

• In order to impede contamination due to the reverse movement of oil that may be inside the vessel lines before starting water suction, specific procedures from the ISGOTT (fourth edition) will be used.

____________________


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Annex 12: Flushing with Oil in the Loading Line

Caleta Córdova Terminal

Annex I: for the Terminal Supervisor Reference: Change of a section of floating hose in Caleta Córdova Terminal.

1) Mooring and Connection of tanker. The personnel involved belonging to the land facilities and the tanker will take the necessary internal precautions to start flushing.

The Terminal Supervisor will transmit the following message to the M&L Master: As from this moment, we will start to prepare the land facilities and valves in order to carry out the flushing operation. Please wait for our confirmation that all tasks have been successfully fulfilled.

These tasks include (mark upon completion of each task to be performed in land):

Disconnection of ESD of the Terminal Disconnection of Pressure Rate of the monobuoy telemetry. Generation of a new file to save operation data in the loading telemetry (name:

Recoleta-Flushing with Crude). Opening of shore chamber valve (this can be done beforehand). Start up of Yokogawa System. Closing of the valve of 30” line, (tag: VG 719R) and LOCAL condition. Closing of the valve of sectoring of the 30” line (tag: VG 800) and LOCAL

condition.

In this moment, the condition of all the valves located in the loading line is (check the conditions of the land facilities and mark if the following is correct, otherwise indicate the condition shown below):

Manifold valve of the Tanker: Closed. Valve of the buoy: Closed. Shore Chamber Valve: Open. Plant outlet valve: Closed. By-pass valve in the pumps room: Closed. Tank base suction valve in TK 59: Open. Tank base suction valve in TK 54: Open. Tank base suction valve in TK 55: Open.


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Suction valve in the street of TK 59: Closed. Suction valve in the street of TK 54: Closed. Suction valve in the street of TK 55: Closed. Sounding entrance lids and spark arresters of the pressure and vacuum valves

of TKs 59, 54 and 55: Open and removed respectively.

The following message shall be transmitted to the M&L Master: The conditions of all land facilities and valves have been checked and we are ready to continue as indicated in point c) of your Procedure. We will proceed to carry out maneuvers in the Plant.

2) Open the valves in the following order of precedence (mark upon completion of each task): Valve of the monobuoy. By-pass in Pumps Room. Recirculation lock valve VG-718R (Manual) Scrapper trap propulsion valve (tag: VG 703T): 100% Scrapper trap outlet valve (tag: VG 702T): 100% Plant outlet valve (tag: VG 701T): 6% Loading valves in the street of tanks N° 54 and 55.

The following message shall be transmitted to the M&L Master and the safety conditions shall be read before starting loading. We are ready to start flushing towards the tanker.

Wait for the confirmation from the M&L Master that you can start.

3) Transfer with this condition of valves 250 m3 of crude oil By Gravity.

4) After completion of the previous point, the following maneuvers will be carried out:

Plant outlet valve: Total opening. Once the opening of the Plant outlet valve has been confirmed, the following shall be closed:

Scrapper trap propulsion valve (tag: VG 703T) Recirculation lock valve VG-718R (Manual) Scrapper trap outlet valve (tag: VG 702T)

5) Flushing of water with oil will continue (the reading of the pressure in the buoy according to previous records shall be approximately 1.5 to 2.1 kg/cm2) using the


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necessary pumps, so that the flow rate does NOT exceed the 2150 m3/h measured in land.

6) The Terminal will transfer 17,000 m3 of natural crude to the vessel, using tanks 54 and 55 with the following detail of volumes:

TK N° 54 sends 8500 m3 of crude oil. TK N° 55 sends 8500 m3 of crude oil. Final refilling will not be carried out in this stage. Loading will be initially carried out in Cisterns 5 (approximately 6000 m3) and the change of cisterns will be performed once the analyst on board guarantees the Operations Manager of TERMAP on board that the crude in the manifold of the vessel is of commercial quality. The M&L Master will transmit the following message to the Plant: We will perform the change of cisterns.

Flushing will continue until transference is finished at a maximum flow rate measured in plant of 2150 m3/h. Once flushing is finished (mark upon completion of each task): Close valve of the monobuoy. Close manifold valve of the vessel. Close Plant outlet valve. Close by-pass valve in pumps room. Close loading valves in the street of TKs Nº 54 and 55.

7) In this moment, Point c) of the Procedure of the M&L Master has been fulfilled. Wait for communication from the vessel-

8) The M&L Master will transmit the following message: The vessel is ready to start water and crude pumping towards the Plant. Caleta Córdova confirm if we can start the discharge.

9) The Plant will answer: M&L Master, wait until we finish the maneuvers at the Plant.

The reception of crude oil currently in the line will be in TK-55.

10) The Plant will carry out the following maneuvers (mark upon completion of each one):

Open valve of the monobuoy. Open Plant outlet valve. Open By-Pass valve. Open loading valve in the street of TK N°55.


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Later, the M&L Master will be confirmed that the vessel can start the discharge operation. The readings of the pressure at the buoy and the manifold of the vessel according to previous records shall be approximately 2.1 to 2.3 and 1.2 to 1.5 Kg. /cm2 respectively.

11) Startup of the Tanker’s pumps (this maneuver shall be discussed and defined by the Vessel’s Commanding Officer and the M&L Master).

12) Discharge of Cisterns 5P and 5S starts, using the tanker’s pumps with the opening of the manifold valve of the vessel (this maneuver shall be discussed and defined by the Vessel’s Commanding Officer and the M&L Master of Termap).

13) Increase of the Tanker’s pumps speed: this operation will be carried out at a flow

rate as close as 3500 m3/h (flow rate allowed by the facilities in these circumstances).

Next Tank change: TK55 to TK59. Once the Terminal Supervisor accounts for the entrance of 1700 m3 of oil into TK-55, he will immediately send an operator to the suction valve of the following tanks, so that he can check that the opening or closing of valves is carried out as expected12: TK 55 (Operator name: ). TK 59 (Operator name: ). He shall inform the M&L Master that a change of tanks will be performed soon.

14) Once the Terminal Supervisor accounts for the entrance of 1900 m3 of oil into TK 55, he will perform the change of tanks. The tanker will continue pumping without reducing the flow rate. TK59: Total opening of the loading valve in the street. Once the confirmation from the plant operator is received, TK55: Close the loading valve in the street completely (no alteration in the pressure was detected in other operations with this Tanker).

15) Once the Terminal Supervisor accounts for the entrance of 4300 m3 of fluid in TK55 and TK59, he will pay special attention to the temperature in the Plant. The tanker will continue pumping at the established flow rate.

12 No alteration in the pressure was detected in other similar operations performed.


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16) Continue transferring to TK59 until one of these points happens first:

a. The temperature in the Plant is higher than 22°C, or b. The tank reaches a volume of = 8200 m3

In this moment, the M&L Master shall be informed that a change of tanks will be carried out.

In previous experiences in this type of line flushing, variable increases of temperature were noticed, after the entrance of a mixture of crude and water into the Terminal, but the value remains with the entrance of only crude.

17) The change of entrance to crude13 to TK55 will be carried out (no alteration in the

pressure in other similar operations performed was registered). TK 55 (Operator name: ). TK 54 (Operator name: ).

18) Once a volume of 9.000 m3 is reached in TK55, the change of tank to TK54 will be

carried out (no alteration in the pressure in other similar operations performed was registered).

19) The vessel continues pumping until the discharge is completed (including re

dewatering of cisterns 6P and 6S). During the last stage of discharge, the vessel will stop the pumping to perform re dewatering and later it will restart the discharge at flow rates lower than the maximum established.

The Laboratory technician shall be informed when the vessel has the last 1050, 750 and 450 m3 of crude to discharge (a sample shall be taken from the loading pipe). Request the M&L Master to supply this information.

20) Upon completion of discharge, the procedure shall be as follows:

a. Closing the following valves involved in this procedure (mark upon completion of each task):

Monobuoy. Loading of tanks involved in flushing. By-pass of Pumps Room. Plant Outlet.

and

13 The vessel is already discharging the content of cisterns 6P and 6S.


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Placement of sampling probes of the Loading line.

b. Opening the following valves involved in this procedure (mark upon completion of each task):

Opening of valve of 30” line (tag: VG 719R) and change to REMOTE

condition. Opening of sectoring valve of 30” line (tag: VG 800) and change to

REMOTE condition. 21) Proceed to perform the Initial Refilling of Loading Line from the monobuoy to the

TK-69 or TK-72, by means of high point venting (procedure used from the year 1994 to year 1997) together with the Independent Inspector contracted by the Shipper.

22) Check the condition of all land facilities, in order to start with the normal loading of

the Tanker as soon as possible (mark upon completion of each task):

Reconnection of telemetry Pressure rate of the monobuoy. Reconnection of ESD of the Terminal. Generation of a new file to save operation data in the loading telemetry. Startup of Yokogawa System.

NO Displacement of Line will be carried out prior to start loading. The Tanker will perform the opening of all cisterns simultaneously, therefore no restriction of flow rate is expected.

Observations:

• Flushing will be registered with the telemetry system of the monobuoy and the Yokogawa pressure sensor.

• Flow rates and volumes will be controlled by Plant Supervisors. • The operation control of this Procedure will be carried out by the M&L Master of

TERMAP, the Operations Manager of TERMAP and the Terminal Supervisor on duty.

________________________


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Contents Scope ............................................................................ ¡Error! Marcador no definido. Responsibilities ............................................................................................................. 2 Chapter I: General Considerations ................................................................................ 3

Purpose ...................................................................... ¡Error! Marcador no definido.

Generalities ................................................................................................................. 3

Safety while loading ................................................................................................... 4 Records ........................................................................................................................ 4

Initial refilling of the loading line ............................................................................... 5 Final refilling of the loading line ................................................................................ 5

Displacement of loading line .................................................................................... 5

Beginning of loading .................................................................................................. 6

Reference values for Loading by Gravity ............................................................... 6

Arrangement of pumping units ................................................................................. 6 First unit ....................................................................................................................... 7

Reference values for Caleta Olivia Terminal ......................................................... 7 Reference values for Caleta Córdova Terminal .................................................... 7

Second unit and successive units ........................................................................... 7

Secong unit ................................................................................................................. 8

Reference values; Caleta Olivia Terminal .............................................................. 8

Reference values; Caleta Córdova Terminal ......................................................... 8

Third unit ...................................................................................................................... 8

Reference values; Caleta Olivia Terminal .............................................................. 8 Reference values; Caleta Córdova Terminal ......................................................... 9 Fourth unit ................................................................................................................... 9

Reference values; Caleta Olivia Terminal .............................................................. 9 Reference values; Caleta Córdova Terminal ......................................................... 9

Differences in qiantities tanker - Terminal ............................................................ 10 Every two hours, a contrast of onboard quantities will be carried out through measurements in vessel’s cisterns and tanks of the Terminal. These comparisons will be measured in hydrated volumes at observed temperature (TOV). .............. 10

Once half of the loading is complete, if the differences exceed the 300 m3, the procedure shall be as follows: ................................ ¡Error! Marcador no definido. Pressure limitation .................................................................................................... 10 Pressure gradient ..................................................................................................... 11

Actions to be taken by the Supervisor in case of Pressure Gradient .............. 11 Ending of loading .................................................................................................... 112

Caleta Córdova ......................................................................................................... 12 Caleta Olivia ............................................................................................................ 123

Chapter II: Particular considerations of the maritime sector......................................... 14 Maneuvers to fit vessel tanks, hazards during loading. ..................................... 14 Introduction to safety ............................................................................................... 16

Warning sign about the prohibition of non-authorized activation of valves... 166 Tank refilling during operation .............................. ¡Error! Marcador no definido.6

Breakaway couplings ............................................................................................. 177


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Incidents during operations................................................................................... 188

Pressure surge in the vessel-land pipe system ................................................. 188 ANNEX 1- Actions post Incident ............................................................................... 19

ANNEX 2 – Control and verification of parameters post incident Form ...................... 200 ANNEX 3 – List of verifications post incident of the M&L Master ............................... 211 ANNEX 4 – Pressure Surge in the vessel/land pipe system ...................................... 222

WARNING ............................................................... ¡Error! Marcador no definido.2

INTRODUCTION .................................................................................................... 222 ORIGIN OF A PRESSURE SURGE ................................................................... 233

ANNEX 5 – Induction to safety applied to the Operations ......................................... 255 MEMORY AID OF THE ASPECTS TO BE MENTIONED IN THE INDUCTION26

Personnel safety and environmental care. ......................................................... 266

General hazards during loading, safety measures required. Loading procedure authorized by the Terminal. .................................................................................. 266

Consequences of incorrect operation of the vessel´s valves. Pressure surge, possible damage to equipment and environmental contamination. ............................... 266

Safety equipment of the Terminal ........................................................................ 266 Continuous recording of the operating variables. ............................................. 266

ANNEX 6 – Establishing of the safety condition prior to the beginning of loading ...... 277 Annex 7 – Reference values of pressure and flow rate. .......................................... 2828 Annex 8....................................................................................................................... 29 Annex 9: Flushing with sea water from the Tanker .................................................... 300 Caleta Olivia Terminal ............................................................................................. 300 Annex 10: Flushing with Oil from the Loading Line .................................................... 344 Caleta Olivia Terminal ............................................................................................... 344 Observations: .............................................................................................................. 38 Annex 11: Flushing with Sea water from the Tanker ................................................. 400 Caleta Córdova Terminal ........................................................................................ 400 Annex 12: Flushing with Oil in the Loading Line ........................................................ 444 Caleta Córdova Terminal .......................................................................................... 444

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