brotojoyo

MISOOL MARINE TERMINAL PORT INFORMATION AND

REGULATION

JOINT OPERATING BODY

PERTAMINA – PETROCHINA SALAWATI

OPERATOR JOINT OPERATING BODY

PERTAMINA – PETROCHINA SALAWATI

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FOREWORD This manual is intended to acquaint owners, charterers, and masters or vessels loading at JOB Pertamina - PetroChina Salawati Marine Terminal-FPSO BROTOJOYO (hereinafter called “Terminal”) with Port Information and Regulations. This Terminal is owned by BPMIGAS - JOB Pertamina - PetroChina Salawati (hereinafter called “JOB Pertamina - PetroChina Salawati”), and the Terminal is operated by JOB Pertamina - PetroChina Salawati on behalf of itself (JOB Pertamina - PetroChina Salawati), and BP. Migas. Location of the Misool Marine Terminal is approximately 23.2 nautical miles south west of Salawati Island and 12 nautical miles north east of Misool Island.

JOB Pertamina - PetroChina Salawati. will be referred to in this manual as the COMPANY Every effort has been made to ensure that all information in this manual is accurate at the date of issue but it is not guaranteed or intended in any way to replace other official publications relating to this or any other area. The Company does not accept any responsibility for errors, omissions, or for the consequences of using the manual for any purpose whatsoever. Masters of Vessels free to ask for clarification on any matter mentioned herein. The Company periodically reviews and updates the information contained in this manual. JOB Pertamina - PetroChina Salawati Misool Marine Terminal April 2006

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PORT INFORMATION AND REGULATIONS

MISOOL MARINE TERMINAL

I N D E X 1.0 Terminal Location 2.0 Approaches to the Terminal 3.0 Restricted Area 4.0 Mooring Master 5.0 General Description of Terminal Facilities 6.0 Arrival of Vessel 7.0 Terms of Acceptance – Conditions of Entry 8.0 Anchored Vessel 9.0 Operational Requirements 10.0 Ballast Discharge and Pollution Control 11.0 Loading Operations 12.0 Vessel Mooring at the Terminal 13.0 Safety and Emergency Procedures 14.0 Fire Action Checklist 15.0 Accidental Spillage or Leakage 16.0 Vessel’s Business and Documentation 17.0 Services and Facilities 18.0 Removal of wrecks

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APPENDICES A. Conditions of Entry Into and Use of Misool Marine Terminal B. Mooring Arrangement C. Safety Check List D. Gas Check List E. Standard Message Required from Vessels F. Port Charges G. Charts Covering JOB Pertamina – PetroChina Salawati Fields and Terminal H. Material Data Sheet for Meslu Crude Oil

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1.0 TERMINAL LOCATION

1.1 The Terminal is operated by JOB Pertamina - PetroChina Salawati and is situated approximately 23.2 nautical miles south west of Salawati Island and 12 nautical miles northeast Misool Island, West Papua, INDONESIA.

1.2 Dua Islands (Two Islands) consists of MESLU Besar Island and MESLU

Kecil Island are located between BATANME (Misool) Island and SALAWATI Island in Papua ,Indonesia. About 2 n.miles south of these Dua (Two) Islands is laid MISOOL MarineTerminal .

1.3 As reference the following British and Indonesian Chart can be used:

British Admiralty Charts No: B.A.: Indonesian Charts No: 186 No.210 No.212

1.4 The Terminal Coordinates are:

FPSO (Floating Production Storage and Offloading) “Brotojoyo” Latitude : 01º - 33.´0 – 34.”8 S Longitude : 130 º - 31.´0 – 09.”8 E Vessel Anchorage Area. For Tankers requires to anchor, the recommended area is located three (3) Nautical Miles East of the FPSO and this centered in a position as follows: Latitude : 01º - 33.´0 – 30.”0 S Longitude : 130 º - 34.´0 – 18.”0 E With 1 (one) mile radius .

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1.5 Weather, Currents and tidal streams:

Climate: Average rain fall for the last 10 years was recorded 249.81 mm, with the average monthly rain fall from January to December were only above 100 mm. The highest rain fall was recorded during the month of September reached up to 303 mm, while the lowest rainfall was recorded 196.62 mm occurred in October. Relative Humidity: Yearly average Relative Humidity was recorded 86.42 %, with average monthly R.H. 84.54 % occurred in December .The highest R.H was recorded occurred during the rainy season between May till September Temperatures: The average yearly air temperature is 25º.82 C with a range between the highest temperature 30º.87 C. and the lowest temperature at 20º.68 C .High air temperature ( >30 C )usually occurred during the month of October until May ,while low air temperature ( 21ºC) may occur between the month of February till October. Wind : The average yearly wind speed was recorded 2.92 m/second, with the average minimum wind speed occurred in October at 3.45 m/second and maximum wind speed occurred in August reached 4.44 m/second. Wind direction predominantly is Northerly during the month of October till April and Southerly during the month of May till September. Tidal : A study conducted in the area showed that tidal range is between 154 cm till 234 cm. Current : The current strength is mainly affected by the tide, whereas during the high tide the current may reach up to 56 to 95 cm/second toward Northerly direction, and reached 52 till 106 cm/ second toward Southerly direction during low tide. Record made during the observation conducted in September 2004, showed that a relatively strong current flowed with the speed 60 to 100 cm/second predominantly toward Southeast and toward West.

Wave : During the month of April to July , wave direction mostly is westerly to south- west ,while during the month of January, March and August is South easterly. In October and November wave direction is toward South-west and South- south west. Wave height some time reached up to 3.0 meters high.

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2.0 APPROACHES TO THE ANCHORAGE AREA Vessel coming from East, usually will take a route passing Segawin Strait between Batanta Island and Salawati Island. Soon after passing Segawin Strait alter course to south to find a Red buoy off Elang Laut Reef . Red Buoy position:

Latitude : 01º - 20.´0 – 00.”0 S Longitude : 130 º - 29.´0 – 38.”0 E Then alter course to find Green buoy off Magda Reef . Green Buoy position : Latitude : 01º - 07.´0 – 24.”0 S Longitude : 130 º - 33.´0 – 04.”0 E Vessel coming from North or West direction will have to heading Batanta Island, and

find Tanjung (Cape) Mabo on the tip of the Batanta Island then alter course to south east to find Red buoy (Elang Laut Reef ).

The anchorage is situated about 3.2 Nautical miles south east of Meslu Kecil Island. Export vessel is recommended to drop the anchor at this position or east of it. Anchorage Position : Latitude : 01º - 33.´0 – 30.”0 S Longitude : 130 º - 34.´0 – 18.”0 E

3.0 RESTRICTED and PROHIBITED AREA

This includes the Company’s FPSO “Brotojoyo” and surrounding area up to a radius of 2,000 meters. Within this area all activities which could endanger the FPSO or pipelines are forbidden.

It is prohibited to anchor anywhere except at the designated anchoring area.

4.0 MOORING MASTER (PILOTAGE)

4.1 Pilotage (Mooring Master) within the Terminal Area is Compulsory, except when proceeding to anchor.

4.2 A Company Mooring Master will board all Vessels scheduled to occupy the

loading Terminal. Master of the Vessels must ensure that they are familiar with, and strictly observe all regulations, paying particular regard to those

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covering safe operations and pollution of the sea (by oil, dirty ballast, garbage, or any other material).

4.3 MOORING MASTER

4.2.1 All Mooring Master carry their own radios but this does not exempt

the Vessel from having operational marine VHF sets.

4.2.2 Masters are reminded that Mooring Master must be afforded boarding facilities complying with accepted International standards, with regard to the Vessel’s freeboard.

4.2.3 The assigned Mooring Master (or his relief) will remain onboard the

Vessel from the time of boarding until the Vessel clears the Marine Terminal.

4.2.4 Should a loaded Vessel be returning to the safe anchorage, the

Mooring Master would not necessarily anchor the vessel, (however, he may do so in certain circumstances). He will however remain a board until the vessel clears the vicinity of the terminal, or completes any documentation requirements.

5.0 GENERAL DESCRIPTION OF TERMINAL FACILITIES

Terminal facilities comprise the following:

1) Floating Production Storage and Offloading (F.P.S.O) Vessel. 2) Service Vessels.

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5.1 FLOATING PRODUCTION ,STORAGE and OFFLOADING (F.P.S.O) SHIP PARTICULARS OF FPSO –“BROTOJOYO”

Call sign : Molded Depth : 18.6 MTR Flag : Indonesia Year built : 1980 Class : NK. Total tank Capacity : 72,267 M.Tons LOA : 202.51 MTR No of Cargo Tank : 12 Tanks LBP : 194.00 MTR Cargo Pumps : 18,000 Bbl /Hr Breadth : 38.40 MTR Slop Tanks : 2 tanks DWT : 60,875 M. Ton Type of product : Crude tanker

The Terminal operation and control center, communications network and accommodation facilities are housed onboard, the FPSO”Brotojoyo” The Terminal is capable for simultaneously receiving and discharging. Crude oil and Condensate stored and off loaded in a controlled, pressurized, environment and metered by tank ullage measurement in the Terminal.

5.2 SERVICE VESSELS

Two tugs, one with 4,000 HP, and one with 3,000 HP are provided as service vessels, and are equipped with pollution control / detergent spraying and foam fire fighting systems. Other service boat a special regular patrol boat for detection of pollution during loading activity

6.0 ARRIVAL OF VESSELS

The Terminal operates 24 hours daily throughout the year, with tandem loading subject to prevailing weather. Vessels will only be moored during daylight hours, and if weather permitting. Un-mooring activity will be carried out at any time. However vessel arriving at anchor area after 15.00 hours will be moored the next day.

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6.1 MOORING ON ARRIVAL The Incoming Export Tankers will normally moor upon arrival with due regard to nominated date range, etc. Vessels berthing on arrival will be boarded by the Mooring Master, in the anchorage area or at a point advised by the Terminal Superintendent or Mooring Master. Local Government officials may also boarding at the same time with Mooring Master.

6.2 PORT / TERMINAL CLOSED

Notice of Readiness will not be accepted during periods when the Port or Terminal is closed. The Port of Terminal is closed when weather’s such that it is too rough for incoming tankers to mooring or remain in tandem with Storage Tanker.

6.3 ANCHORING ARRIVAL

Vessel obliged or instructed to anchor should do so in the recommended safe anchorage. Anchoring time should be reported to Terminal Control as far as practicable .

6.4 NOTICE OF READINESS

The Mooring Master will act on behalf of the Company to sign acknowledgement of Export Tanker’s Notice of Readiness which should be tendered at the time of arrival at the anchorage or at berth, provided no de-ballast time is required. Vessel should tender Notice of Readiness: 6.4.1 At the time of entering the anchorage area, if mooring on arrival.

6.4.2 At the time of anchoring, (if instructed to do so by the Terminal

Control) or entering the anchorage area intending to drift.

6.5 NOTICE OF READINESS will be accepted subjected to the following conditions:

6.5.1 The Terminal is open.

6.5.2 The Vessel arrives within loading range dates and accepted

nomination. (The Terminal may under certain circumstances berth a

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Vessel arriving earlier than its nominated loading slot – subject to the non-prejudice of another Vessel and available cargo or berth.)

6.5.3 That the Vessel has advised the Terminal of her Estimated Time of

Arrival (E.T.A) consecutively 72 hours, 48 hours, and 24 hours prior arrival, and thereafter, of any subsequent changes in her E.T.A of more than two hours.

6.5.4 That the Vessel fulfills all the obligations of the Terminal

Regulations and Safety Check List and is ready in all respects to berth and load the nominated cargo.

6.5.5 It is during the daylight hours, considered to be from 07.00 to 15.00

hours local time.

6.5.6 The Safety Inspection has been completed satisfactorily.

6.6 DEDUCTIBLE LAYTIME

6.6.1 Maneuvering time to connect to the FPSO. 6.6.2 Time required for de-ballasting if not concurred with un-delayed

loading operations.

6.6.3 Time lost due to fault or failure of the vessel, including suspension of loading for Vessel’s purpose and or delays incurred due to failure to observe Terminal Regulation.

6.7 COMMUNICATIONS

All incoming tankers must advise Misool Marine Terminal of her best-estimated time of arrival when departing from their last port of call and 72 hours, 48 hours, and 24 hours before arrival. Any appreciable change of ETA should be advised accordingly. Vessel may contact Misool Marine Terminal directly on:

SSB 24 hours 105.30 kHz.

Marine Band 24 hours VHF Channel 16/71

Ground to Air 122.10 MHz.

Time to be used for ETA is local time which is UTC + 9 hours throughout the year.

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Initial Message: In addition to the ETA, the first message should include: a) Name of Tanker and Call Sign.

b) Cargo requirements

c) De-ballast time

d) Maximum loading rate

e) Arrival draft(fore and aft)

f) Last Port of Call

g) Confirmation that vessel has clean bill of health

h) If there is any sickness onboard give all available information as to the

possible type of sickness

i) Distance in feet from the bow to the tankers loading manifold

j) Confirmation that the minimum standards of acceptance have been complied with.

Address: The above communication Misool Marine Terminal should be made via: JOB Pertamina – PetroChina Salawati – Jakarta Office Contact Persons : Kamisah (Ms.)- Marketing Dept-.E mail : [email protected] Eni Nurhaeni (Ms) – Marketing Dept.- E mail : [email protected] Tel : +62-21-5296-3220 Fax : +62-21-5296-3432 In the absence of direct telex or telephone link to the above numbers, messages may

be relayed to JOB Pertamina – PetroChina Salawati for onward transmission to Misool Marine Terminal through the Pertamina coastal radio station in Jakarta.

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VHF / FM Radio Communication

The Terminal maintains a continuous watch on VHF channel 16 (156.9MHz) and Masters are recommended to use this when they are in the range. The Terminal is able to select any marine VHF channel for use as a working channel after initial contact. Masters are reminded that if the export tankers are requested to anchor before berthing, it is their responsibility to maintain continuous watching on Channel 16 to receive Terminal instructions. Any delays due to failure to maintain a continuous watching on Channel 16 will be for the ship’s account and will not be included in calculation of the lay-time. Pertamina Radio Station In the even that incoming Export Tankers are unable to contact Misool Marine Terminal on the above mentioned frequencies, Master should request Jakarta radio to relay the necessary information to JOB Pertamina – PetroChina Salawati by facsimile or telex. HF / MF: Name : Jakarta Radio Call Sign : PKI – 2 Nature : CR Power : 1 kW Geographical Position : 060 30’ 00” S - 1060 50’ 00” E Operated by : Pertamina

Calling Freq. (kHz) Working Freq. (kHz) Class Working Hour 500 452 A1 H 24

8363.2 – 8364.8 8626.0 A1 02:00-04:00 05:00-06:00 07:00-08:00 10:00-12:00 14:00-16:00 17:00-20:00 12544.8-12547.2 12980 A1 01:00-02:00 12:00-14:00 12559.2-12560.4 04:00-05:00 08:00-10:00 16:00-17:00

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20:00-22:00 4125 4419.4 A3A-A3J 05:00-06:00 08:00-09:00 4131.2 4425.6 16:00-18:00 22:00-24:00 6206.2 6512.6 A3A-A3J 00:00-01:00 03:00-04:00 06:00-07:00 12:00-14:00 18:00-20:00 8235.3 8759.2 A3A-A3J 01:00-03:00 04:00-05:00 07:00-08:00 11:00-12:00 15:00-16:00 VHF : * Name : Jakarta Radio * Call Sign : PKI – 2 * Power : 50 W * Operated by : Pertamina Channel: 09, 16, and 19.

6.8 ADVICE TO SHIP’S MASTERS

6.8.1 Vessel Documents required by Port Authorities from Vessel Masters – Inwards – On Arrival 6.8.1.1 General Manifest Inwards 5 copies

6.8.1.2 Ships Register 5 copies

6.8.1.3 Inward Cargo Manifest 5 copies

6.8.1.4 Through Cargo Manifest 5 copies

6.8.1.5 Safety Equipment Certificate for inspection

6.8.1.6 Safety Construction Certificate for inspection

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6.8.1.7 Safety Radio Certificate for inspection 6.8.1.8 Freeboard Survey Certificate for inspection 6.8.1.9 De-ratting Certificate 5 copies 6.8.1.10 Clearance Out for Last Port 1 Original 6.8.1.11 Crew List 5 copies 6.8.1.12 Passenger List 5 copies 6.8.1.13 Crew and Passenger Declaration 5 copies 6.8.1.14 List of Deck Stores 5 copies 6.8.1.15 List of Engine Stores 5 copies 6.8.1.16 Provisions & Bonded Stores List 5 copies 6.8.1.17 Arms, Ammunition & Drugs List 5 copies 6.8.1.18 Cargo Gears & Equipment Certificate for inspection 6.8.1.19 Foreign Currency List 5 copies

7.0 TERM OF ACCEPTANCE – “ CONDITIONS OF ENTRY “

After boarding, the Mooring Master will hand to the Master of the vessel a letter entitled “ Condition of Entry Into and Use of Misool Marine Terminal “ in duplicate.

This Letter – a copy of which appears as Appendix A – details the term under which the Company accepts that Vessel.

7.1 VESSEL SIZE RESTRICTIONS

The mooring system designated to accept the incoming tankers up to a maximum 85,000 DWT, and a minimum of 20,000 DWT. The Export Tanker Loading at The Misool Marine Terminal must comply with the latest SOLAS and MARPOL conventions and protocols. Vessel found to be seriously deficient or substandard in any Safety and Pollution control requirements will not be permitted to moor and load.

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7.2 VESSEL AGE

Vessel s over 20 years of age will not be accepted unless they have previously loaded at the Terminal without incident, and are still with same Owners / Managers.

7.3 INERT GAS SYSTEM

All Vessels over 20,000 metric tons deadweight must be fitted with a fully operational Inert Gas System serving all cargo tanks, and conforming to the current SOLAS regulations.

7.4 MOORING EQUIPMENT

Vessel must be equipped with correct mooring equipment relevant to its size as recommended in the “OCIMF” (Oil Companies International Marine Forum) Standard of Equipment Employed in the Mooring of Ships at a Single Anchor Leg Mooring. The Minimum dimension of the center bow fair lead / s is / are 600 mm wide and 450 mm deep in order to accommodate the chafe chain / s.

7.5 PUMPING RATES

Terminal can provide an average loading rate of 18,000 Bbls/hr through three manifold of 12-inch hose. Vessel that cannot accepts this loading rate, will be rejected.

7.6 CREW

The Export Tanker crews must be qualified to the requirements of the International Convention on Standard of Training, Certification and Watch keeping for Seafarers 1995. Any infringement of Safety regulations or the liability of ship crew to operate safely and efficiently will cause the vessel to be removed from the berth.

8.0 ANCHORED VESSELS

8.1 Vessel should maintain a 24 hours continuous VHF radio listening watch on channel 16 (sixteen) and channel 71 (seventy-one) for further advice or berthing instructions from Terminal Control.

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8.2 Shifting Anchorage

Vessels requiring to vacate, or re – anchor, in the recommended anchorage should inform Terminal Control.

8.3 Life boats

Except in an emergency where ship personnel may be required to abandon ship, Vessels are not permitted to pay out lifeboats, or lower them to the water.

8.4 Refuse and Garbage

The dumping of refuse and Garbage in the Sea is strictly forbidden. Galley waste, and all other general garbage, should be contained onboard in a sanitary condition until the Vessel clears the Restricted Area. Masters are cautioned that fines may be incurred for non-compliance.

8.5 Craft Alongside

No small craft, other than those on official business will be allowed alongside, either in the anchorage, or in the loading berth.

8.6 Loss of Anchor (s) and / or Anchor Cables

In the event that a Vessel should lose an anchor (s) and / or anchor cables, Terminal Operator has no obligation, but will give assistance in attempts to recover them, subject to support Vessel availability and Terminal Operational requirements. The Terminal reserves the right to recover expenses so incurred.

9.0 OPERATIONAL REQUIREMENTS

9.1 The operations, including Mooring, un-mooring, de-ballasting, loading and emergency operations shall be conducted in accordance with the following: 6.6.4 Company’s Terminal Regulations. 6.6.5 Oil Companies International Marine Forum / International Chamber

of Shipping (OCIMF / ICS), International Safety Guide for Oil Tankers and Terminal (ISGOTT) – latest edition.

6.6.6 OCIMF / ICS – Ship to Ship Transfer Guide (Petroleum) latest

edition.

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6.6.7 OCIMF – Standards for Oil Tanker Manifolds and Associated Equipment.

9.2 ARRIVAL DRAFT Vessel must arrive at the Company’s facilities on a suitable draft and trim,

compatible with safe maneuvering. A guideline for suitable draft is provided by applying the following criteria:

9.2.1 Moulded draft amidships (dm) in decimeters to be not less than dm =

2.0 + 0.02 L (length). 9.2.2 Trim by the stern not greater than 0.015 L (length).

9.2.3 Propeller (s) must be fully immersed.

This guideline is in accordance with the requirements of the “ International Conference on Marine Pollution 1973 “; Regulation 13.

9.2.4 The Terminal reserves the right to request Master to amend their

arrival draft is such draft is deemed to meet with safe operations. 9.2.5 Mooring and Hose Handling

Use of a Vessels anchor in the tandem loading area is not permitted. Vessels scheduled to load should have both anchors cleared away ready for emergency use. To prevent accidental release, the cable stoppers should be utilized until advised to the country by the Mooring Master.

9.2.6 Export Vessel’s personnel shall take on board equipment supplied by the Terminal. Vessel’s personnel must be available to take the equipment on board and carry out Mooring and Hose Handling duties as advised by the Mooring Master.

9.2.7 The Vessel questionnaire, supplied by the Terminal, is to be completed by all vessels requested to do so.

9.3 STATE OF READINESS

9.3.1 Main engines and essential machinery must be maintained in a state of readiness, which will permit immediate un-berthing in an emergency situation.

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9.3.2 Adequate Export Vessel personnel are to be available for all loading /De-ballasting operations and any emergency situation. An officer must be on duty and available at all times.

9.3.3 Terminal personnel will normally board the vessel after berthing to

advise on loading hose connection.

10.0 BALLAST DISCHARGE AND POLLUTION CONTROL

10.1 The discharge of bilges or dirty ballast water from crude oil vessels into the Sea is strictly prohibited. Acceptance the treatment of dirty ballast is not available, at the Misool Marine Terminal.

The categories of pollution include oily water from bilge’s, crude residual

from previous voyages, or any other matter that may result in pollution of the sea. Any fines imposed shall be for ship’s account.

As soon as practical after arrival, all vessels will be inspected by Misool Marine Terminal Official for dirty ballast. During discharge of ballast, similar inspection will continue. If evidence of oil appears at any of these inspections, the ship will be rejected, and will not be accepted again until satisfactory evidence is produced that such ballast was disposed of in a proper manner. If, during inspection, or during progress of loading, it is revealed that the ship’s tanks are not tight, or that oil is leaking from the ship, the ship may be rejected or refused further loading. If the ship’s tanks are found to be leaking, it will not be accepted for loading Unless satisfactory evidence of repair duly certified by Lloyd’s or A.B.S Surveyors, or other recognized Surveyors is submitted. It is responsibility of the ship’s Master to see that no oil of any kind is pumped or spilled overboard from his ship. Drip pans, sawdust, dispersant, etc. should be used at all times especially when disconnecting hoses in order to avoid any spillage of oil overboard. Any tanker rejected because of dirty ballast or sea pollution will automatically nullify his Notice of Readiness and will lose any priority of position for loading.

Vessels must arrive with clean ballast only for discharge to the sea. By clean

ballast it is meant that ballast in a tank which since oil was last carried

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therein, has been so cleaned that effluent there-from, if it were discharge into clean calm water on a clear day, would not produce traces of oil on the surface of the water or on adjoining of the water or upon adjoining shorelines.

10.2 Vessel presented for loading, which cannot comply with the requirements of

10.1 and have to retain ballast on board, are advised that any dead-freight so incurred will be for the Vessel’s account.

10.3 Vessels Bilges

Vessels should arrive at the Terminal with bilges pumped empty. Any residues accumulating whilst the vessel is in port should be retained onboard.

Heavy fines may be incurred by Vessels discharging oil or oil polluted water whilst at the Terminal.

11.0 LOADING OPERATIONS

11.1 When the officer in charge onboard the Export Tanker has declared the vessel ready to load, with all necessary valves open, the hose and butterfly valves will be opened and the Mooring Master will instruct the Terminal to commence loading at a slow rate. The rate will not be increased until the Export Tanker has confirmed that the hose connection is tight, that cargo is being received in the selected tanks and that no leakage is taking place through the sea valves. There after, the loading rate will be increased, on request by the Export Tanker, to a maximum of 18,000 Barrel/hr.

11.2 Throughout the loading, a responsible deck officer shall be in charge of

operations, either on deck, or in the cargo control room. In addition, an efficient deck watch in constant contact with the cargo control room must be maintained at all time. Additionally, one man must be stationed on the forecastle deck at all times to observe and report on the mooring condition i.e., the state of the mooring and the distance and attitude of the Export Tanker to the FPSO Brotojoyo

11.3 At any time during loading operations, the rates can be reduced on request.

Except in an emergency, 15 minutes notice should be given to the Terminal when rate reduction is required. As in normal tanker practice, valves MUST NOT be closed against the oil flow without permission from the Terminal. If, for any reason, radio communication between the Export Tanker and the Terminal are lost, the Terminal will stop the loading until communication is re-established. In the absence of radio contact, sounding the Emergency

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Flow Stop Signal, consisting of continuous blast on the ship’s whistle can also stop oil flow.

11.4 The question of export vessel or Terminal responsibility to stop cargo on

loading the required quantity will be discussed and agreed before loading commences.

Request for the Terminal to stop the flow of cargo at a pre determined tonnage must be in writing. The request must included the statement by the export vessels Master that the Company (JOB-Salawati) will not be held responsible for any error, and that in the case of the vessel being overloaded, the excess cargo cannot be pumped back to the FPSO Brotojoyo.The export vessel’s Master will also be held responsible for any spills caused by this request.

11.5 Master is required to maintain their Vessel in a safe operating condition. The

Vessel’s arrival freeboard must not be exceeded and de-ballasting controlled accordingly.

11.6 Vessels arriving with clean ballast in their cargo tanks may first be required

to load an amount of cargo equal to the amount of ballast to be discharged. They will then de-ballast upon completion of de-ballasting will resume loading.

Segregation of ballast water and oil cargo is the responsibility of the Export Vessel’s Master. The Company (JOB-Salawati) accepts no responsibility for any commingling of oil and water.

11.7 Masters of Vessels is cautioned that no facilities available in which allow the excessive loaded cargo to be re- pumped to the Terminal.

The Company (JOB-Salawati) is not responsible for overloading any vessel

under any circumstances.

It is the loading Export Vessel Master responsibility to stop cargo on completion of loading, in accordance with procedure given in 11.10 Adequate provision should be made to receive a minimal “ over run “ of crude after the “ stop “ has been requested, whilst loading pumps stop and valves close.

11.8 Loading hoses are regularly pressures tested to ensure their integrity. The

Vessel’s manifold valves should remain closed until the Mooring Master requested the Vessel’s personnel to open them.

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11.9 Good communications between the Vessel and Terminal Control are essential. The Mooring Master equipped with a hand held radio to facilitate communication between all parties concerned i.e. Terminal, Mooring Master and Vessel’s personnel.

If the Vessel is fitted with a VHF radio in the cargo control room it must be

maintained on Channel 71 (seventy-one). Clear and concise operational advice from the vessel is requested, especially

when changing over tanks and when stopping cargo. The Terminal requests a minimum of 15 minutes notice prior to either a

change of pumping rate or cessation of loading. Under no circumstances should the loading Vessel valves be closed against

the Terminal loading pumps.

11.10 COMPLETING CARGO LOADING (STOP PROCEDURE)

Export Vessel to Terminal notification required, as follows: 15 Minutes Notice - “ Standby to Stop Loading “ - “ Slow Down to---Bbls / Hour “ (State thousands barrels / hour) 5 Minutes Notice - “ Standby to Stop “ second advice VOLUME BOARD - “ STOP LOADING “

11.11 Masters are advised that a prolonged slow loading rate (5,000 BPH or less)

is unacceptable due to the operational constraints of the Terminal crude metering system.

12.0 VESSELS MOORING AT THE TERMINAL

12.1 The Mooring Master will board incoming Export Tanker at either the anchorage area or an agreed location. The Mooring Master will advise the

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ship’s Master on approach to the FPSO Brotojoyo. Mooring and Unmooring, connecting and disconnecting hoses, and all other operations within the terminal area including all maneuvering of the Export Tanker. The Master, or one of his qualified deck officers must be on the bridge at all times while the Export Tanker is being maneuvered.

12.2 Vessels schedule to berth at the Terminal will be moored by tandem system

with bow to stern. All Mooring and Unmooring operations at the Terminal will be accomplished using an assisting tug (s).

12.3 The service of a Mooring Master is provided upon the express

understanding and conditions that when any Mooring Master furnished by JOB Pertamina - PetroChina Salawati, goes aboard an Export Tanker for any purposes of assisting such Tanker, he becomes for such purposes the servant of the owners of the export vessel, and JOB Pertamina – PetroChina Salawati shall not be liable for any damage or injury which may result from the advice or assistance given or made (whether negligent or not) by such Mooring Master while aboard or in the vicinity of such vessel.

12.4 Support vessels assisting in mooring Export Tankers are under the direct

control and supervision of the Mooring Master. Any service and / or facilities provided by JOB Pertamina – PetroChina Salawati includes, but is not limited to, the services of the Mooring Master, support vessels and their crews or mooring and loading equipment, are at the Export Tanker’s risk. The furnishing of a Mooring Master, support vessel or other services or facilities shall not be construed to be or give rise to a personal contract between JOB Pertamina – PetroChina Salawati and / or the owners / Charterers and / or the Mooring Master.

12.5 Export Tankers due for mooring must have a pilot ladder or hoist securely

rigged on the starboard side. Vessels with freeboard of more than thirty feet shall have an accommodation ladder rigged so that the lower platform is not more than ten feet above the water level with a short pilot ladder rigger for access to the platform. Upon the approach of the Mooring Master in the support vessel, the Export Tanker is to provide a good lee on the appropriate side. The Export Tanker is to have the starboard derrick rigged and crew on deck standby.

12.6 The Mooring Master and his assistants, if any, who will advise the tanker

crew during mooring and hose connection, will normally board tankers from the support vessel which also serves as standby safety boat throughout the loading operation. Immediately the Mooring Master and his assistant have boarded, the support vessel will proceed to the starboard side derrick area of the tanker where mooring and hose connection equipment will be lifted aboard. Sufficient crew must be available on deck to transfer the mooring

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equipment from the derrick and to the forecastle. The following equipment, provided by the Export Tanker, shall be ready for use when the Mooring Master boards :

On the forecastle deck:

• 1 buoyant mooring rope, 10-inch circumference. • 2 messenger line, minimum 3-inch circumference x 300 feet. • A selection of shackles, wire strop and tools (sledge hammer, crowbar) • Chain stopper

On the Poop deck:

• 1 messenger line minimum of 3” circumference. • 1 buoyant mooring rope of 10” circumference,300 ft length to be used to tie to assisting tug.

12.7 When the approach to the terminal commences, the support vessel will be in attendance to assist if necessary. Approach to the FPSO.Brotojoyo involves maneuvering at close quarters to the FPSO. It is therefore imperative that all measures are taken to ensure that there is no loss power or steering during these maneuvers. The Mooring Master will test the tanker engines ahead and astern and full port or to starboard rudder movement before commencing the approach run.

12.8 A mooring boat will situate near the port quarter of the FPSO Brotojoyo at

the end of the pick-up ropes. The pick-up rope is secured to 75 mm chafing chain, which in turn are secured to the main mooring of one 18-inch circumference nylon rope connected to 75 mm chafing chain at the FPSO Brotojoyo stern.

12.9 During the approach of the export tanker towards the stern of the FPSO

Brotojoyo, the ship’s crew, under the advice of the Mooring Master, will prepare the forecastle for the mooring operation. This will include passing one messenger rope through the center bow fair lead, or other fair leads designated by the Mooring Master and lowering the end to sea level. The mooring attachment will also be prepared. Sufficient crewmembers must be present to handle the one mooring line. Upon the approach of the export tanker bow, the mooring boat maneuvers alongside and attaches the mooring pick-up rope to the export tanker messenger line. The Export Tanker will then heave up the messenger and pick-up rope, carefully picking up the slack as The Export Tanker approaches the stern of the FPSO Brotojoyo.

12.10 The pick-up rope should be continually hove in as the export tanker nears

the FPSO Brotojoyo stern. The distance between the vessels will be

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continuously relayed to the Mooring Master on the bridge from the forecastle and by the support vessel and mooring boat. When the pick-up rope has been brought inboard of the fair lead, it may be necessary to adjust the direction of pull to assist the chafing chain through the fair lead. Action required of the Export Tanker crew in this respect will be advised by the Mooring Master. When the chain is inboard, depending upon the method of attachment available, the connection will be made.

12.11 Upon completion of the mooring operation the support vessel will be

secured to the stern of the Export Tanker, using ship’s line, to prevent the Export Tanker from coming into contact with the FPSO.Brotojoyo Until the support vessel is secured, it may be necessary to use the Export Tanker’s engine for this purpose. Once the support vessel is secured the Mooring Master will then advise “ FINISHED WITH ENGINE “.

12.12 In case when there is a failure of the Export Tanker’s propulsion machinery or steering gear, which renders the vessel incapable of instant maneuverability, the Mooring Master shall be informed immediately. Loading operations will be suspended, and the Export Tanker will be removed from the berth. All charges incurred shall be for the Export Tanker Owner’s account. Emergency towing wires should be rigged one on the starboard bow and one on the starboard quarter. These lines must be maintained with the eye ,one meter above the sea level with “ NO SLACK ON DECK “.

“ ENGINE MUST BE MAINTAINED IN A CONSTANT STATE OF READINESS AND AT NO TIME DURING THE OIL TRANSFER AT THE TERMINAL MAY THE ENGINES BE IMMOBILIZED “

12.13 Mooring Tandem the Terminal.

12.12.1 Messengers passed to the Mooring boats using heaving line will pass initial mooring lines to the Terminal

Mooring will be as per the plan agreed to between Mooring Master and the Export Vessel’s Master.

12.12.2 All Mooring wires used must have synthetic rope tails with a

breaking strength at least 20% greater than the breaking load of wires to which they are attached.

12.12.3 Adjustment of mooring lines must only be undertaken in the

presence of the Mooring Master.

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Indiscriminate working of moorings may cause damage to both the FPSO Brotojoyo and the Export Tanker.

12.12.4 Vessel fitted with tension winches must have them on “ manual

Brake “, when secured to the Storage Tanker.

12.12.5 The close – mooring derrick should be topped, rigged and secured in board during Mooring / Un-mooring operations.

12.14 HOSE CONNECTION and DISCONNECTION

12.14.1 Upon completion of the mooring and un-mooring operation, the loading hoses will be connected to/from the Export Tankers starboard manifold which must be prepared to accept one 12 inch with 150 ASA flange prior to mooring. The ship’s crew under the supervision of a responsible deck officer will make the hose connection and disconnection. The Mooring Master or his assistant will advise on the correct procedures to be adopted. Depending on the freeboard of the Export Tanker, the weight of the hose string to be lifted could approach 10 tons. All Export Tankers calling on Misool Marine Terminal must have their port side derrick rigged to lift at least 10 tons.

12.14.2 The mooring boat will tow the Export Tanker end of the hose to a

position below the manifold area and connect the ship’s cargo runner to the “HOSE PICK-UP CHAIN”. The hose will then be lifted to a position above the main deck so that the “HANG OF CHAIN” can be made fast to the hose bits using a snubbing chain, such that the hose flange will closely align with the required manifold flange. The hose end will then be lowered to the deck and the blind flange will be removed. The hose flange will normally be connected, a nylon sling to ensure that there is no strain on any part of the manifold or hose string will support the length between the manifold and rail.

12.14.3 SPECIAL REQUIREMENTS FOR VESSEL’S LOADING AT

TERMINAL

The vessel’s deck fire water main should be kept pressurized to normal operating pressure at all times.

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Two foam making branches on hoses should be laid out forward and aft on the vessel, adjacent to the loading manifolds, and be maintained ready for immediate use.

13.0 SAFETY AND EMERGENCY PROCEDURES

13.1 Safety Precautions

13.1.1 The Master is responsible for the safety of his Export Vessel and for ensuring that the Terminal procedures and safety requirements are strictly observed. The Terminal reserves the right, in the event of continued or blatant disregard for company procedures, on the vessel, to stop all operations and remove the vessel from her moorings until such time as the owners, charterers or vessel Master have taken remedial action which is satisfactory to the Terminal.

13.1.2 The Terminal Safety Supervisor will complete a Safety Checklist

in conjunction with the Vessel’s Master, prior to commencement of operations. Failure to comply with the requirements of the Safety Checklist will result in a refusal to accept the Vessel’s Notice of Readiness until such time as the omissions have been, or can be rectified.

The Safety Checklist is completed in triplicate – one to be retained by the Safety Supervisor, one to be retained by the Export Vessel and the third to the Production Manager.

A sample Safety Checklist is contained in Appendix C. 13.1.3 The Master will ensure that his Export Vessel is adequately

manned at all times. 13.1.4 If the Vessel has an impressed current protection system, it should

be left on if working correctly, and switch off well before berthing if the system is not working correctly.

NO HOT WORK IS ALLOWED ON A VESSEL MOORED TO THE STORAGE TANKER.

13.2 Fire in Terminal

13.2.1 The Terminal Fire Alarm consists of a prolonged sounding of a siren.

13.2.2 In the event of a major emergency, requiring evacuation of the

Terminal, the PA system will sound a VERBAL WARNING.

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13.2.3 In the event that a Terminal alarm test is to be carried out, a vessel

moored to the storage tanker will be notified in advance.

14.0 FIRE ACTION CHECK LIST

14.1 Fire on Loading Vessel – Action by Terminal

- Raise alarm on Terminal - Cease all cargo operations, close valves and tanks - Prepare to disconnect and un-moor - Call standby tug and advise field Marine Control of any extra assistance required - Liaise with Mooring Master and Vessel Master - Implement Emergency Procedures.

14.2 Fire on Loading Vessel – Action by Loading Vessel

- Raise alarm - Advise Terminal - Close all tanks and valves when Terminal confirms transfer is stopped - Fight fire and prevent from spreading - Prepare to disconnect and leave the FPSO Brotojoyo - Keep Terminal advised as to status and if assistance required

14.3 Fire on the Terminal – Action by Terminal

- Raise alarm - Cease all cargo operations, close valves and tanks - Fight fire and prevent from spreading - Advise standby tug (s) and Field Marine Control - Advise Loading Vessel and Duty Mooring Master - If Required, standby to disconnect hoses and un-mooring Loading

Vessel - Implement Emergency Procedures

14.4 Fire on the Terminal – Action by Loading Vessel

- When advise cargo transfer is stopped, close down all tanks, if de-ballasting alongside Terminal cease pumping and close down tanks

- Prepare to disconnect Loading Hoses - Prepare to Leave Mooring buoys - Standby for further advise from Terminal Control

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IN THE EVENT OF A FIRE, TERMINAL PERSONNEL WILL DIRECT THE MOVEMENT OF SUPPORT VESELS. THE COMPANY SHALL NOT BE HELD LIABLE FOR ANY DEATHS, PERSONNEL INJURIES, LOSSES OR DAMAGE SO CAUSED.

15.0 ACCIDENTAL SPILLAGE OR LEAKAGE

15.1 All spills or leakages must be reported immediately to the Mooring Master and Terminal Control. All operations must be suspended until the cause of the spill / leakage has been established. Clean up operation must be competed to the satisfaction of the Terminal Authorities prior to resuming operations.

15.2 If the spill is caused by the Export Tanker’s negligence, any and all costs

incurred in controlling / treating / cleaning up of spillage or leakage will be charged to the Export Tanker’s Owner and / or Operator, in addition to any fine which may be imposed.

15.3 In the event of rain, action must be taken to prevent an accumulation of

water in the scuppers. 15.4 Master and Owners of the export tanker are advised that the Terminal

reserves the right to cease all operations and remove the Vessel from the storage tanker if, in the Terminal’s opinion, there is continued or blatant disregard of anti – pollution requirements.

15.5 In such events referenced in 15.1 to 15.4 inclusive, the Company shall not

be liable for any demurrage, loss claims or demands resulting from or relative to any such action or non-actions. Lay time running hours will cease during suspended time for any anti – pollution operation.

15.6 Sufficient lighting must be provided at overboard discharge points to

facilitate detection of spillage or leakage. 15.7 Adequate lighting must be provided on the Vessel’s tank deck and, in

particular, at the Vessel’s manifold (s).

16.0 SHIP’S PAPERS AND DOCUMENTATION

16.1 Customs Clearance

Customs Clearance inward and outward will be the responsibility of the vessel’s Agents. Terminal and other charges will be paid by Vessel’s

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Agents. Loading may not be commenced if payment of charges has not been effected.

16.2 Bill of Lading Documents

The Terminal will prepare all the necessary documentation required for the particular cargo loaded on the Vessel (i.e. Bill of Lading, Cargo Manifest, Quality and Quantity Report, Certificate of Origin and Tanker Time and Loading Report.

These Documents will be prepared in advance to enable early departure procedures to be adopted. Non – compliance with procedures could incur delays to the Vessel’s account while papers are being completed.

16.3 Note of Protest UNDER NO CIRCUMSTANCES SHOULD ANY ENDORSEMENT

BE SUPERIMPOSED ON THE CARGO BILL OF LADING. In the event that the Vessel’s Master requires issuing a Note of Protest, for

whatever reason, he should do so on the Vessel’s headed paper and append the vessel’s stamp. The Master’s name should be printed or type beneath his signature.

16.4 Vessel’s Agent The Vessel’s Agent will conduct all the vessel’s business including Cargo

and Customs Documentation and the Shipping Documents. 16.5 SHORE LEAVE

Shore leave for visiting Vessel ‘s personnel is not permitted. A Vessel’s personnel may pass through the Terminal in an emergency, when special arrangements can be made though the Vessel’s Agent, in conjunction with the Terminal Superintendent.

17.0 SERVICES AND FACILITIES

17.1 Bunkers are not available.

17.2 There are no dry – docking or repair facilities available.

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18.0 REMOVAL OF WRECKS

Should any Vessel or Craft sink or become an obstruction in any part of the Restricted Area, the Company shall be empowered and shall have the right to take any step it may deem necessary to remove the obstruction without notice to the Owners. All expenses of such removal shall be borne by the owners of the Vessel or Craft causing the obstruction and the Company shall be entitled to reimbursement by them for any expenses in incurred.

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A P P E N D I C E S Conditions of Entry Into and Use of Misool Marine Terminal Appendix A Mooring Arrangement Appendix B Safety Check List Appendix C Gas Check List Appendix D

Standard Message Required from Vessels Appendix E

Port Charges Appendix F

Charts Covering Pertamina - PetroChina Salawati Field and Terminal Appendix G Material Safety Data Sheet for Crude Appendix H

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Appendix A

JOINT OPERATING BODY PERTAMINA – PETROCHINA SALAWATI

CONDITION OF ENTRY INTO AND USE OF MISOOL MARINE TERMINAL

While this information is intended generally to acquaint Owners, Operators and Master of Vessels and purchasers of crude with the general conditions, facilities and services normally to be found at the Misool Terminal (Terminal), which is operated by Joint Operating Body Pertamina – PetroChina Salawati. (Company) such information is provided without any guarantee or warranty as to its accuracy or completeness. Further, this information does not supersede or replace any information, law or regulation contained in any official publications with respect to the waters and areas to which it pertains. Reference should be made to the appropriate Hydrographic Office Publications, Admiralty Publications and Official Charts for purposes of obtaining specific navigational Information. Operations at this Terminal are to be conducted by Vessel calling at this Terminal in accordance with this manual and the recommendations of the current issues of the “ International Safety Guide for Oil Tankers and Terminals “ (ISGOTT) and the ICS / OCIMF “ Ship to Ship Transfer Guide (Petroleum) “. In all circumstances the Master of the off take Vessel shall remain solely responsible for the safety and safe navigation of his Vessel and for compliance with all applicable laws, rules and regulations.

1. All services, facilities and assistance provided by or on behalf of the Company in or

in connection with the Terminal, whether or not any charge is made by the Company, are provided subject to all applicable laws and regulations and to the following further conditions:

1.A The services of the Mooring Master (s) are provided on the express

understanding and condition that when any Mooring Master furnished by the Company goes on board a Vessel for the purpose of assisting such Vessel, he becomes, for such purposes the servant of the Owner or Charterer of the Vessel; and the Company, including its parent Companies, subsidiaries and affiliates, shall in no way be liable for any damage or personal injury, including death, of any nature whatsoever, incurred by any person,

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whomsoever, in any way connected with, contributed to by, or resulting from the advise or assistance given or for any action taken by such Mooring Master, whether negligent or otherwise, while on board or in the vicinity of such assisted vessel.

1.B Similarly, the services of a tug (s) and mooring personnel and the furnishing

of mooring lines and hose – up gear are under the supervision and control of the Mooring Master, and the Company, including its parent companies, subsidiaries and affiliates, shall in no way be liable for any damage or personal injury, including death, of any nature whatsoever, incurred by any person whatsoever, in any way connected with, contributed to by, or resulting from the performance of these additional services, or furnishing of equipment, whether any of which was negligent or otherwise, during the period in which the are utilized by any Vessel.

2. In addition, neither the Company, its parents Companies, subsidiaries, or affiliates, nor its or their servants, agents or contractors (in whatever capacity they may be acting), shall be any way whatsoever responsible for (or liable for any contribution with respect to) any loss, personal injury, including death, damage or delay, from whatsoever cause, including the negligence of the Company or its servants, agents or contractors, arising whether directly or indirectly in consequence of any assistance, advise or instruction whatsoever given or tendered in respect of any vessel, whether by way of tugs, pilotage or mooring services, the provision of navigational facilities, including buoys or other channel markings, or otherwise howsoever.

In all circumstances the Master of any Vessel shall remain solely responsible on behalf of his Owners for safety and proper navigation of his Vessel.

3. While the Company exercises due care to ensure that the mooring buoys,

premises, facilities, property, gear, craft, storage vessel and equipment provided by the Company are safe and suitable for Vessel permitted or invited to use them, no guarantee, express or implied, of such safety or suitability is given by the Company, nor does the Company guarantee that such mooring buoys, premises, facilities, property, gear, craft, storage Vessel and equipment are devoid of defects or fit for the service or use to which it is put and every Vessel shall be and remain at the sole risk of the Owners and Masters thereof; and the Company, including its parent companies, subsidiaries and affiliates shall not be responsible (or liable for any contribution) with respect to any loss, personal injury, including death, damage or delays of any sort whatsoever, that may be sustained whether directly or indirectly by, or occur to, any Vessel or her Owners or her crew or cargo or for any part thereof (whether such Cargo is on board or in the course of loading or discharging) by whomsoever and by whatsoever cause such loss, injury, damage or delay is occasioned and whether or not it is cause, occasioned or contributed to in whole or in part, to any act,

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neglect, omission or default on the part of the Company, or any servant, agent or contractor of the Company, or by any fault or defect in the mooring buoys, premises, facilities, property, gear, craft, storage vessel or equipment of any sort of the Company or its servants, agents or contractors.

4. If any connection with or by reason of the use by any Vessel of the mooring buoys, or any part of the Company’s premises or of any gear or equipment provided by or on behalf of the Company or of any craft, storage vessel or of any other facility or property of any sort whatsoever, belonging to or provided by or on behalf of the Company, any damage or injury is caused to such mooring buoys, premises, gear or equipment, craft, storage vessel or other facility or property or any third party or any vessels (its owner or crew), form whatsoever caused such damage may arise and irrespective of whether or not such damage has been caused, occasioned or contributed to, in whole or in part, by negligence of the Company or of its servants, agents or contractors and irrespective of whether there has any neglect or default on the part of the vessel or the owners, in any such event the vessel and the owners shall hold the Company, its parent companies, subsidiaries and affiliates, harmless from and indemnified without limitation against all loss sustained by the Company, its parent companies, subsidiaries or affiliates, consequent thereon.

5. The Vessel and her Owners shall hold the Company, its parent companies,

subsidiaries and affiliates and its and their servants, agents and contractors, harmless from the indemnified without limitation against the following whether or not caused, contributed to or due, in whole or in part, to any act, neglect, omission or default on the part of the Company, its servants, agents or contractors.

A. All and any action, liabilities, claims, damages, costs, awards and

expenses arising whether directly or indirectly out of any loss, damage, personal injury, including death or delay, of whatsoever nature occasioned to any third party or any Vessel (her owners and crew), including your Vessel and her owners and crew, including but not limited to, that caused or contributed to, whether direct or indirectly, by the vessel or any part thereof by any substance or material leaking or escaping there from or by her Master or crew or by any other servant or agent of the owner.

B. All or any damage, personal injury, including death, delay or loss, of

whatsoever nature, occasioned to the Company, its parent Companies, subsidiaries and affiliates, or its or their servants, agents and contractors arising out of any cause whatsoever including but not limited to, that caused or contributed to, whether direct or indirectly, by the Vessel or any part thereof or by her Master or crew or by any other servant or agents of the Owners.

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Appendix C

JOB PERTAMINA – PETROCHINA SALAWATI SAFETY CHECKLIST Ship’s Name: ………………………… Port: Misool Marine Terminal Date of Arrival: ………………………… Time of Arrival: ……………………… Ship Terminal Repeat Remarks

Y N Y N Y N Is the ship securely moored? Are emergencies towing wires correctly positioned? Is the ship ready to move under its own power? Is there an effective deck watch and adequate supervision in attendance on the terminal and on the ship?

Is the agreed ship / terminal communication system operative?

Have the procedures for cargo and ballast handling been agreed?

Has the emergency shut down procedures been agreed? Are fire hoses and fire fighting equipment on board and on the terminal positioned and ready for immediate use?

Are cargo hoses in good condition and properly rigged? Are scuppers effectively plugged and drip trays in position, both on ship and terminal?

Are unused cargo and bunker connections including the stern discharge line, if fitted, blanked?

Are sea and overboard discharge valve, when not in use, closed and lashed?

Are all cargo and bunker tank lids closed? Is the agreed tank venting system being used? Are hand torches of an approved type? Are portable VHF / UHF transceivers of an approved type? Are the ship’s main radio transmitter aerials earthed and radars switch off?

Are electric cables to portable electric equipment disconnected from power?

Are all external doors and ports in the accommodation closed?

Are air conditioning intakes, which may permit the entry of

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cargo vapours closed? Are window – type air condition units disconnected? Are smoking requirements being observed? Are the requirements for the use of galley and other cooking appliances being observed?

Are naked light requirements being observed? Are sufficient personnel on board and on terminal to deal with emergency?

Are adequate insulating means in place in the ship / terminal connection?

Have measures been taken to ensure sufficient pump room ventilation?

Is information available giving the necessary data for the safe handling of the cargo?

Is sufficient and suitable protective equipment (including self – contained breathing apparatus) and protective clothing ready for immediate use?

Is the cargo handling rate compatible with the shut down system if in use?

Are cargo system gauges and alarm s correctly set and in good order?

Are portable vapour detection instruments readily available for the product to be handled?

Has ballast been inspected and does it appear clean? Date transfer hoses last tested? Declaration We have checked, where appropriate jointly, the items on this checklist and to the best of our knowledge have satisfied ourselves that the entries we have made are correct. Repetitive checks will be carried out as necessary. For ship Name: …………………. Rank: …………… Signature: ……………Time: ………….. For terminal Name: ………………… Position: ………… Signature: ………... Date: ………….. Advised checklist completed satisfactory and ship permitted to commence de – ballast and loading operations.

……………………….. Mooring Master. At …………………………

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……………………….. Loading Supervisor. At …………………………

Appendix D

INERT GAS CHECK LIST

VESSEL: __________________DWT:___________________BUILT: ________________ DATE:____________________

CHECK LIST 1. Is inert gas plant fully operational in accordance with Statutory

Requirements and Company and Manufacturer’s instruction? Yes No

2. Oxygen level in cargo tank ( less 8 % )

%

3.

Oxygen level witnessed by Terminal Representative tank. %

4. Will cargo tank containing ballast be inerted during de ballast operations

Yes No

5. Does the vessel have requirement to depressurize tanks for gauging prior to or during loading?

Yes No

If “ yes “ will tank be pressurized prior to commencement of loading

Yes No

6. The Master should be aware that if the inert gas system fails to operate in accordance with the Statutory Requirements, the Terminal must be advised immediately and all operations must cease?

Yes No

Agreed: For Ship: __________________________ For Terminal: ___________________________

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Appendix: E

STANDARD MESSAGE REQUIRED from VESSELS A a) Name and Call Sign B b) Flag, Classification Society and Year Built C c) ETA in Local Time (GMT + 9 hours) D d) Owner / Manager and Years with E e) Summer Deadweight and Length Overall F f) Segregated or Clean Ballast. If clean – de ballast time required G g) Double sides, Double bottom or Double Hull H h) Crew List I I) If any Pollution Incidents or Port Prohibitions in last 2 Years J j) Cargo Requirement in Barrels GSV K k) Draft on Arrival L l) Last Port M m) Confirmation that All Cargo Tanks are Inert with O2 below 8 % N.B. Any Vessel should have their agent contact JOB PERTAMINA – PETROCHINA

SALAWATI Production Operations Department or the Terminal and give the above information prior to the Vessel sailing.

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Appendix: F

TERMINAL CHARGES Charges are made by the Company for the following services during a vessel’s single stay at the Terminal: A a) Sea Pilot B b) Mooring Master C c) Use of Tug ( s ) D d) Handling E e) Mail, Telex, etc F f) Logistic - Transportation, accommodation, etc. ( for officials )

- Clearance

G g) Republic of Indonesia – Any charges that may be levied by the Government of Indonesia

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PORT CHARGES

PERTAMINA – SHIP AGENCY FEE TARIFF (Minimum basic fee, Vessel in port not more than 3 days)

I. FOREIGN FLAG TANKERS – DISCHARGING AND /OR LOADING

TYPES D.W.T ONE PORT FOR SECOND PORT ETC.

A Under - 2,000 US$ 600.00 B 2,001 - 5,000 US$ 750.00 C 5,001 - 10,000 US$ 950.00 To be charged only 40% from D 10,001 - 20,000 US$1,100.00 basic tariff. E 20.001 - 50,000 US$1,350.00

II. ADDITIONALS:

1. Vessels over 50,000 DWT. Will be charged an additional 5% from basic tariff, for every 10,000 DWT. Over or partly there of.

2. Chemical (Parcel) Tankers: LPG/LNG Carriers will be charged an additional 20%

from basic tariff III. DAILY FEE:

It vessel stayed in port more than 3 days up to 15 days, an additional fee will be charged US$ 80.00/day.

IV. MONTHLY FEE:

If vessel stationed in port more than 15 days, a monthly fee tariff will be imposed by 2 x Call Fee Tariff in respect of the types of the Vessel.

V. EMERGENCY CALL:

Vessels calling for bunkers, water, stores, crew matters and the similar, the Call Fee and Daily Fee will be charges 75% only (from basic tariff)

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VI. INDONESIAN TANKERS (Operated by Indonesian Companies):

Types D.W.T Agency Fee Tariff

A Under - 2,000 Rp. 500.000,- B 2,001 - 5,000 Rp. 600.000,- C 5,001 - 7,500 Rp. 750.000,- D 7,501 - 10,000 Rp. 850.000,- E 10.001 - 15,000 Rp. 1,000.000,- F 15.001 - 20,000 Rp. 1,250.000,-

Note: Vessel over 20,000 DWT. Should be charged as foreign vessel’s agency fee tariff (point 1).

VII. ADDITIONALS:

Chemical (parcel), LPG, LNG Tankers will be charged an additional 20% from basic tariff.

VIII. FLOATING STORAGE:

Floating Storage Vessels operated by Pertamina’s Production Sharing Contractors will be charged only 50% from regular Monthly Fee Tariff (100% Call Fee Tariff).

IX. NON TANKER: A. Indonesian Flag (Cargo Vessels):

Types D.W.T Call Fee (1-15 days) Monthly Fee (16-30 days)

A 500 - 1,000 Rp. 330.000,- Rp. 650.000,- B 1,001 - 3,000 Rp. 400.000,- Rp. 800.000,- C 3,001 - 10,000 Rp. 500.000,- Rp. 1.000.000,- D 10,001 - 15,000 Rp. 600.000,- Rp. 1.200.000,-

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Note: More than 15.000 DWT shall be arranged separately

B. Indonesian Flag (unpropelled Barges):


A 0 - 500 Rp. 165.000,- Rp. 330.000,- B 501 - 2,000 Rp. 250.000,- Rp. 500.000,- C 2,001 - 10,000 Rp. 330.000,- Rp. 660.000,-

Note: More than 10.000 DWT shall be arranged separately.

Tug boat, crew boat and Small Craft………………………Rp. 250.000,- Rp. 500.000,- Supply Vessels…………………. Rp. 330.000,- Rp. 660.000,- Drilling Rig……………………... Rp. 500.000,- Rp. 1.000.000,- Daily Fee: If vessel stayed in port more than 30 days, an additional fee will be charged Rp. 30.000,- per day.

C. Foreign Flag (Cargo Vessels):


A 500 - 1,000 US$ 330.00 US$ 500.00 B 1,001 - 3,000 US$ 300.00 US$ 600.00 C 3,001 - 10,000 US$ 350.00 US$ 700.00 D 10,001 - 15,000 US$ 400.00 US$ 800.00

Note: More than 15.000 DWT shall be arranged separately

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D. Foreign Flag (unpropelled Barges):


A 0 - 500 US$ 150.00 US$ 300.00 B 501 - 2,000 US$ 200.00 US$ 400.00 C 2,001 - 10,000 US$ 250.00 US$ 500.00

Note: More than 10.000 DWT shall be arranged separately. Tug boat, crew boat and Small Craft………………………US$ 200.00 US$ 400.00 Supply Vessels…………………. US$ 250.00 US$ 500.00 Drilling Rig……………………...US$ 300.00 US$ 600.00

Daily Fee: If vessel stayed in port more than 30 days, an additional fee will be charged US$ 20.00 per day.

X. HANDLING FEES: A. Sickness, per head within 2 weeks US$ 80.00 If more than 2 weeks, will be charged for each week US$ 25.00 B. Sign on/off, repatriation, transfer crew per head US$ 80.00 C. DISFASKIM (Immigration Formalities) per Disfaskim US$ 35.00 D. Deserter per head US$ 250.00

E. Deceased of Seaman per Coffin US$1.000.00

F. Advance Fund to Master per port US$ 50.00 G. Renew Arrangement for DEC US$ 100.00 H. Non Crew Handling US$ 100.00

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(All cost for clearance/releasing the goods such as customs clearance and or other charges will be charges as actual expenses)

XI. AGENCY COST: 1. Telex/Telegram US$ 175.00 2. Port Clearance (Immigration, Custom and Quarantine) US$ 200.00 3. Document Clearance/Official mail etc. US$ 220.00 4. Road/lunch Transportation for Government Official US$ 200.00

5. Chopper, boat, transportation for Government and crew will be charged according

to the actual tariff. XII. CANCELLATION FEE:

Cancellation of port call 3 days before ETA will be charged as actual cost, if any. XIII. All expenses under the Government regulation and extra costs excluding actual costs are for the owner’s account.

“Pertamina Directorate of Shipping and Telecommunication” will acknowledge receipt of telex or cable appointment and will request an advance deposit depending on the size of the vessel to cover “Port Charges”. In addition, a sum of approximate US$ 5,000 is to be paid in advance for Freight Tax.

XIV. ADVANCE PAYMENT:

Advance payment for Government and Port Charges should be made to:

“Pertamina Agency” Account No. 11.51.006.000.0005

Bank Negara Indonesia Cabang Gambir

Jl. Kebon Sirih 77 A JAKARTA - INDONESIA

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To facilitate handling preparation, Owners/Charterers are required to telex “Pertamina Directorate of Shipping and Telecommunication“ advising Telegraphic Transfer (T.T) Number, the name of the vessel for which the T.T. is made and Indonesian Port of Call. Telex number as above 44450 and 45348. In those instances where advance payment exceeds the actual Port Charges and disbursements the balance will be credited to the Owners/Charterers accounts or remitted by the agent. Neither Pertamina nor JOB PERTAMINA – PETROCHINA SALAWATI. Will be responsible for demurrage, expenses, or other charges resulting from failure to pre arrange obligations in this manner.

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APPENDIX “H”

GENERAL CHARACTERISTIC OF CRUDE OIL Specific Gravity @ 60/60ºF 0.7839 API Gravity @ 60°F 49.0 Kinematic Viscosity @70º F cSt 1.569 @100°F cSt 1.268 @122º F cSt 1.104 Pour Point °F 25 Flash Point °F Below 0 Reid Vapour Pressure@100ºF PSI 3.4 Water Content Vol.% <0.05 Water Content Vol.% <0.05 Salt Content as NaCl Lbs/1000 bbl <1 Salt Content as NaCl Weight % <0.0002 Total Acid Number MgKOH/g 0.076 Strong Acid Number MgKOH/g Nil Sulphur Content Weight % 0.17 Asphaltenes Weight % 0.01 Wax Content Weight % 2.16 Congealing Point of Pet.Wax °F 126 Conradson Carbon Residue Weight % 0.07 Ash Content Weight % 0.0003 Hydrogen Sulphide Ppm Wt. 0.76 Mercaptan Sulphur Ppm Wt. 103.5 Basic Nitrogen Weight % 0.010 Characterization Factor KUOP 12.0

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brotojoyo

Documents

salawati island

terminal location

terminal coordinates

use of misool marine

batanme misool island

meslu kecil island

meslu besar island

laid misool marineterminal