thailand ports

7/28/2019 Thailand Ports

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GENERAL - THAILAND THAILAND

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Thailand

GENERAL: (See Plan)

GEO-POLITICAL:

Capital City: Bangkok.Nationality: Thai.Population: 64,900,000.

COMMUNICATIONS:

International Direct Dial Code: 66.Number of Internal Airports: 65.

ECONOMY:

Currency: 1 Baht (THB) of 100 Satang.Exchange: (as of June 2004)

US$ 1.00 ␦ THB 40.82THB 1.00 ␦ US$ 0.02

Main Industries: Tourism; textiles and garments; agricultural processing;beverages; tobacco; cement; light manufacturing such as jewellery;electrical appliances; computers and parts; integrated circuits; furniture;plastics; tungsten; tin.

ENVIRONMENT:

Territorial Sea: 21 N.M.Other Maritime Claims: Continental Shelf: 200 N.M.Exclusive Economic Zone: 200 N.M.Coastline Extent: 3,219 km.Climate: Tropical; rainy, warm, cloudy SW monsoon (mid-May toSeptember); dry, cool NE monsoon (November to mid-March; the south isalways hot and humid.Natural Resources: Tin; rubber; natural gas; tungsten; tantalum; timber;lead; fish; gypsum; lignite; florite; arable land.

Average Temperatures:Month High LowJanuary 33␥ C 20␥ CJune 33␥ C 25␥ CSeptember 32␥ C 24␥ C

IMMIGRATION: The Thai Immigration Department has issued a Notification,dated 15 March 1976 to the following effect:

‘‘Chinese or Hong Kong crew members not in possession of Seamen’sDischarge Books, but holding Certificates of Identity only are not recognisedas bona fide crew members, and are liable to Immigration Guarantees at50,000 Baht per person, to be filed upon arrival.’’

All concerned are kindly requested to check and ensure that all Chinesecrew members are in possession of either passports or valid Seamen’sDischarge Books, and not Certificates of Identity, to avoid complicatedimmigration procedures involving deposits, etc.

ISPS COMPLIANCE: 101 ports in Thailand have acquired ISPScertification.

REGULATIONS: Thai Government Regulations: Thai laws relating tothe production, possession, distribution and use of narcotic drugs are

extremely severe. Penalties for infringement range from prison sentencesand fines to life imprisonment and even execution.The Thai Navigation Act requires Masters of all vessels calling at Thai ports

to observe the following.On preparing to depart Thai waters, vessels shall fly the InternationalCode

flag indicating that the vessel is about to proceed to sea (code flag P).If the vessel is to depart in the morning this flag is to be flown in the

afternoon of the previous day, if departure is in the afternoon, code flag P isto be flown in the morning.

Departure shall be notified to the Harbour Master at least 6 hours beforeexpected time of departure.

Documents required by Port Authorities (other than those required forspecific ports) include:

Ship’s Licence and Safety Equipment CertificateCertificate of RegistrationCertificates of Competency (including Radio Officers)Radio CertificateShip’s ArticlesLast Port of Call ClearanceLog Book

Load Line CertificateDerat or Exemption Certificate.

BANGKOK: 13␥ 26' N 100␥ 35' E (See Plan)

LOCATION: Bangkok Port is located on the left side of the Chao PhrayaRiver between Km. ␣26 and Km. ␣29, in the Klongtoey District of Bangkok.Charts: BA Charts No. 993, 999, 1046 and 3965.

PORT LIMITS: The jurisdiction waters under the Authority’s responsibilitybegin from the Memorial Bridge of the Chao Phraya River downstream tothe Km. ␤18 in the Gulf of Thailand, about 57 km. long.

DOCUMENTS:1 Crew List1 Dangerous Cargo List1 Declaration of Security1 Inward Cargo Manifest1 List of Arms and Ammunition for ship’s use1 List of Arms and Ammunition in possession of passengers

1 List of Containers1 List of Crew private belongings (cigarettes, radio, gramophone,camera,etc., including foreign currencies and liquors)

1 List of Heavy Lifts1 List of Opium and harmful habit-forming drugs1 Passenger List1 Stores List1 Stowage Plan1 Transit Cargo Manifest.

Documents to obtain from officials and Agents: Immigration forms No. 3,4 and 35, obtainable from Agents. International Maritime Declaration,obtainable from Quarantine Officer.

For safety reasons, all dangerous goods such as calcium hypochlorite,butanox (methyl ethyl ketone peroxide), sodium hydrosulphide, nitrocelluloseand potassium chlorate, are not allowed to be kept in a godown or dangerousgoods warehouse. Such dangerous goods have to be discharged oversideinto a barge or cargo boat or truck.

APPROACHES: The entrance of the Chao Phraya River is marked by theBangkok Bar light beacon situated at the Lat. 13␥ 26' N, Long. 100␥ 35' E.The approach to the port is made through the bar channel, which is 18 km.in length, 100 m. wide in the reaches, and 250 m. wide in the bend. Thechannel is dredged and maintained to a depth of 8.5 m. below Mean SeaLevel (MSL) or 6.3 m. or 20.7 ft. below Lowest Low Water (LLW).

PILOTAGE: Pilotage is available throughout 24 hours and is compulsoryfor vessels of LOA 50 m. and over navigating between the entrance of theBangkok Bar Channel and the upper port limits in the river.

Vessels shall send their ETA 48 hours prior to arrival to Krung Thep BarPilot Station.

Pilotage is under the supervision of the Harbour Department, a separateDepartment attached to the Ministry of Transport and Communications. ThePilot Station is situated at Lat. 13␥ 22' 38.008" N, Long. 100␥ 35' 57.672 " E,22 km. from the Phra Chullachomklao Fort along the channel.

Krung Thep Bar Pilot Station listens on VHF Channel 16 and works onChannels 10, 12, 13 and 14.Krung Thep Bar Pilots: Tel: ␣66 (2) 233 7342, 233 3790.

Call Krung Thep (Bangkok) Pilot Office.

ANCHORAGES: See ‘‘Shipmaster’s Report’’ dated March 1984.

RESTRICTIONS: No restrictions, able enter day and night, dependent tideat Bar Channel.

MAX. SIZE: Vessels of 10,000 –12,000 d.w.t., 172 m. LOA and 8.2 m.draftare allowed to navigate through the channel for berthing.

HEALTH: Radio Pratique: According to the Thai Ministry of Health’s

Regulations and International Health’s Regulations Article 36:Under the responsibility of ship’s Master and shipping Agents, vessels frominfected areas may apply for exemption of Quarantine through radio pratiqueby telegram sent to Quarantine Bangkok, stating name of ship, last port,number of passengers and health of crew and passengers.

a) Vessels with passengers from infected areas proceeding to theberthing places in Bangkok must slow down at Paknam enabling PortHealth Officer to board the ship for inspection.

b) Vessels without passengers from infected areasgo directly to berthingplaces in Bangkok where they will receive Port Health Officer forinspection.

Remarks: In case of suspected infectious disease on board any ship oranything suspect about health or ship sanitation, the ship’s Master isrequested, as early as possible, to inform the Port Health Officer atInternational Quarantine Office (Medical) Section, Immigration Division, NorthSathorn Road, Bangkok, Tel: 39588.Documents Required:

1 Crew List1 Derat or Derat Exemption Certificate1 Maritime Declaration of Health

1 Passenger List.Vaccination: Vaccination Certificates required: Cholera (only when leavingfrom infected areas); Yellow fever (only when leaving from infected areas).

However, vaccination may be done as deemed necessary by Port HealthOfficer even if the crew or passengers are from non-infected areas.

Vaccination certificates will be shown collectively for transitpassengers/crew members and individually for disembarkingpassengers/crew members only.Exemption from Vaccination: If the Port Health Officer is of the opinionthat vaccination is contra-indicated on medical grounds, he shall provide thepersons with reasons,written in English, underlying thatopinion,which HealthAuthorities should take into account.Death on Board: In the case of death on board after the ship arrived atthe anchorage or at the port, permission to land the corpse must be obtainedafter the inspection of the Port Health Officer, if the cause of death was notquarantinable diseases.

Ship’s Master or shipping Agent must inform the Port Health Officer if thereare cadavers and/or remains on board of persons who died in a foreign port,in order to pass through the quarantine. The dead should be accompaniedby a death certificate (or a true copy), signed by the medical officer and

placed in a coffin hermetically sealed in a casket, which is air-tight andwaterproof.According to Immigration Law BE 2493 (1950): The traveller toThailand must be free from diseases forbidden under section 14 (4) of theImmigration law such as: trachoma, leprosy, tuberculosis, venereal diseases,including persons having physical or mental defects who cannot earn theirliving.

RADIO: Pre-Arrival Information: Vessels should send their pre-arrivalmessage 72 hours, 48 hours and 24 hours prior to Estimated Time of Arrival(ETA) at the Krung Thep Bar Pilot Station.Security Information: As of 1 July 2003, Agent must submit name of ShipSecurity Officer (SSO) and Declaration of Security to port authorities 9 hoursprior to vessel berthing. Contact Bangkok Port, OB Building, 2nd Floor.

Vessels should establish VHF contact when within 10 nautical miles of thepilot station and maintain a listening watch on VHF Channel 16.

Also see ‘‘ISPS Compliance’’.

VHF: Port of Bangkok listens on Channel 16 and works on Channel 14.Also see ‘‘Radio’’.

TUGS: 12 tugs available, 1,000 –1,800 h.p., all tugs equipped with

firefighting equipment.BERTHING: Upon the arrival of a vessel at the mouth of the Chao PhrayaRiver, PAT officers will communicate with the Pilotonboardby radio telephonyto receive requisite information, so as to make arrangements for berthingfacilities such as berths, tugs, mooring boats, etc.

Final berth allocations are made each day at 1000 hrs. by a committee ofthe Bangkok Port and shipping agents. Exclusive berthing rights are providedto certain groups of shipping lines who guarantee the throughputs accordingto PAT’s demand.

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THAILAND BANGKOK

2492 Readers are encouraged to send updates/additions (see p. xi for details)

Ships with breakbulk import cargoes are berthed at the West Terminal.The dolphins and buoys are used to moor vessels’ loading exports orundergoing minor repairs. Vessels on completion of discharge and with cargoto load are moved to the dolphins. Container ships, which include comboand feeder ships, are berthed at the East Terminal.Facilities:

Bert h/Dolphin/Buoy LengthNumber of

BerthsMax. LOA/

Draft Capac it y

(ft.) (ft.)(No. of

Vessels)East Quay 5,012 8 565/27 7

300/15 1West Quay 5,445 10 565/27 10Klongtoey Dolphin 4,183 36 565/27 7Bang Hua Sua Dolphin 4,592 25 565/27 8Mooring Buoy at 5,182 5 450/25 4

Sathupradit 300/23 1

Also see ‘‘Agent’s Report’’ dated August 2000.

CARGO HANDLING FACILITIES:Equipment Capacity Quantity

(tons)Rail-mounted Shoreside Container Cranes 32.5 12Yard Gantry Cranes 30 10

35 14Top Loaders 30 8

40 31Empty Container Stackers 6-7 25Semi-portal Cranes 3-5 12Mobile Cranes 10 7

50 9Forklift Trucks 5,000 lbs. 48

7,000 lbs. 31610,000 lbs. 77

Tractor for Trailers 30 68

Container Chassis 30 78Towing Tractors 8,000 –12,000 lbs. 34Trailers 5-30 61Motor Trucks 5-7 149

BRIDGES: Bangkok Port has one bridge only. However, as bridge up river,vessel permitted to pass bridge with LOA not exceeding 280 ft.

STEVEDORES: Vessel to advise Agents 48 hours prior arrival, textrequired in this cable to be ETA, Drafts, Tonnage of cargo aboard forBangkok, Number of crew/passengers, Dangerous cargo/Heavy lifts, Gangsrequired. Undertaken by private companies.Working Hours: 0800 –1200 day shift, 1300-1630 day shift,1630-1800 overtime (working through), 1900-2400 first half-night shift,0100-0500 second half-night shift, 0500-0700 overtime (working through, butshould apply for PAT approval).

On Saturdays, Sundays and public holidays, the day shift finishes at1600 hrs.

MEDICAL: Hospital facilities available, advance notice of ETA required.

TANKERS: No facilities.

DENSITY: Bangkok: Minimum 1000, maximum 1011; Kohsichang: 1021.FRESH WATER: Available, supply can be made through barges andshoreline. Capacity of barges from 120 –250 tons, rate of supply approx.30 t.p.h. Advance notice 24 hours.

FUEL: Available. Supply can be made by barges, no delay on bunkering,advance notice 48 hours.

FIRE PRECAUTIONS: Smoking is strictly prohibited in transit sheds andwarehouses and in the vicinity of explosives and dangerous cargoes.

There is a fire brigade unit in the port area with firefighting equipment,suchas firefighting vehicle, portable chemical fire extinguishers and tug equippedwith fire fighting system.

It is prohibited to discharge and load dangerous cargoes,such as explosivecargoes and radio active substances.

CONSULS:Argentina 36911-3Australia 35970-9Austria 58327, 59071, 517208Belgium 30840Brazil 59070, 5 –6030

Cambodia 57650, 57709, 55223Canada 3 –2956-7, 3 –0746, 3 –8215China 5 –8051-4, 51 –3912Denmark 26 –3930Egypt 53358Finland 33617France 3 –0957-9, 3 –0950, 3 –4644Germany 86 –1041Greece 52 –1686India 3 –5065Indonesia 5 –8045–7, 51 –8915Iran 86 –0950, 86 –1350Iraq 229353Ireland 39454Israel 5 –3371-2, 51 –8915Italy 3 –4508, 3 –7230, 3 –7819Japan 5 –3301-9Korea 86 –1074-5Laos 86 –1041Malaysia 86 –1390-1Monaco 31437Myanmar (Burma) 30237, 31698Nepal 917240Netherlands 5 –3360, 5 –3368-9New Zealand 3 –5936-7Norway 3 –0271Pakistan 5 –7006-8Panama 911289Philippines 910008, 910211

Portugal 30372Russia 31824Saudi Arabia 37941-2Sri Lanka 8291168Singapore 30509, 33117, 38735, 38741Spain 56502, 58368, 55167Switzerland 58002-4Sweden 863907-8Turkey 73999United Kingdom 53291, 517952United States of America 59800, 59801-9, 53101, 55981,

517986, 516939, 519914, 58478,522723

Vatican 31804Vietnam 517201-3

REPAIRS: Mobile repair companies available. No berth dedicated for repairwork.

DRY DOCKS: Owner: The Bangkok Dock Company (1957) Ltd.Tel: ␣66 (2) 211 3040. Fax: ␣66 (2) 212 3448.Email: [email protected] Web: www.bangkokdock.comFacilities:

Dry Dock No. 1

Dry Dock No. 2 Slipway

(m.) (m.) (m.)Length of dock, floor from entranceto end

103.50 114.07

Extreme length 105.00Width of dock floor 15.42 17.05 12.00Width at upper edge 19.42 22.11Height from floor to upper edge 7.42 7.85Width at entrance 13.72 15.91Height at entrance 6.15 6.71Depth on sill at MHWN 4.80 5.20Max. vessel beam 13.00 15.20Max. vessel displacement 3,000* 4,000* 1,500*

* tons

SURVEYORS: Lloyd’s, ABS, Veritas, Nippon KaijiKentei Kyokai Surveyorsavailable.

GANGWAY/DECK WATCHMEN: Necessary. Theft of wire, paint andtools have occurred.

ISPS COMPLIANCE: Port is compliant. The Port Facility Security Officer(PFSO) has been designated to sign the vessel’s Declaration of Security(DOS) form. Security officers will check important parts of the port every3 hours and perform a cruising check of the river from the pilot station toKrungthep Bridge every 6 hours.Private Cars: Not permitted in port from 1800 –0800 hrs.

Also see ‘‘Documents’’, ‘‘Identification Cards’’ and ‘‘Radio’’.

OPENING/CLOSING HATCHES: Normally by ship’s crew.

CUSTOMS ALLOWANCES: Customs Regulations: It is prohibitedby law to bring the following articles into Thailand: narcotics: hemp, morphine,cocaine,opium, heroin, marijuana etc.;obscene literature or pictures,firearms

or ammunition (except those obtained by permit from the Police Departmentor the local registration officer).Following items are permitted to bring into Thailand free of duty: personal

effects: accompanied with the owner for his own or professional use inreasonable quantity, except motor vehicle, firearms and ammunition,provisions. As for spirituous liquor, cigarettes, cigars or smoking tobacco,being personal effects and accompanied with the owner, the DirectorGeneralof Customs may impose any restriction with respect to the exemption frompayment of duty at any port as he considers suitable but the quantity mustnot exceed:

a) cigarettes; two hundred grammesb) cigars, smoking tobacco; two hundred and fifty grammes, each or

altogetherc) spirituous liquor; one litre.

Photographic/cinematographic apparatus and sound recording machinesimported by persons who temporarily visit Thailand for the purpose of takingphotographs or recording; but films, plates or articles for recording, importedfor such purpose must be in accordance with the condition and quantityspecified by the Ministry of Finance:

a) photographic films (roll); not exceed 5 rolls

b) photographic films (plates); not exceed 40 platesc) cinematographic films (8 or 16 mm. in width); not exceed 5 rolls, (to

be re-exported within six months from the date of importation).Permanent residents of Thailand must register their cameras on the

outgoing trip to gain duty free status.The export of Buddha images and antiquities are prohibited except for

qualified educational, cultural and archaeological purposes.

CARGO GEAR: Supplied by stevedores, except cargo tent and forklifttruck.

REPATRIATION: Possible.

AIRPORT: Bangkok International Airport, 25 km.

TIME: GMT plus 7 hours. No change during the year.

HOLIDAYS: New Year’s Day, Buddhist’s Day, Song-Kran Festival Day(Thai New Year), Royal Plouging Ceremony Day, Coronation Day,Chulalongkorn Day, Constitution Day, PAT’s Anniversary Day, H.M. theKing’s and the Queen’s Birthday, and Chakri Day. When any one of theseholidays falls on a Saturday or a Sunday, the following Monday is observedas a holiday.

POLICE/AMBULANCE/FIRE:Police Tel: 249 8888-91.Marine Police Tel: 249 6399, Ext. 2790.Fire Department Tel: 249 0399, Ext. 2993, 2999, 2444.Ambulance Tel: 249 4106, 249 0399, Ext. 2223, 2224, 2258.Hospital Tel: 249 4106, 249 0399, Ext. 2223, 2224, 2258.

EMERGENCY CO-ORDINATION CENTRE: Not available.

TELEPHONES: Available when alongside PAT berths.

mailto:[email protected]



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BANGKOK THAILAND


SERVICES: No tank cleaning equipment. No facilities for discharge of tankwashings. Compass adjusting, but spare parts unavailable. Radar/VHF/radiorepairs.

BANKS: Bangkok Bank (Klongtoey Branch). Tel: 249 9312-4.Thai Farmer Bank (Klongtoey Branch). Tel: 249 0463-4.Ayuddhaya Bank (Klongtoey Branch). Tel: 249 8012-4.

STORING: See ‘‘Prelims’’.1. Vessel can be stored by barges or trucks.2. Vessel can store from barges during loading or discharging.3. Trucks cannot proceed alongside the berth, but Port Authority

provides the parking area for trucks inside the Port Authority’s area.4. —5. Regulations of Customs Department are in force regarding storing.6. —

SHORE LEAVE: Permitted.IDENTIFICATION CARDS: Required for all crew and officers. These areissued in four colours as follows.

Blue: Port Authority of Thailand staffYellow: civil officers working in port areaRed: permanent staff of shipping companiesWhite: visitors.

GARBAGE DISPOSAL: Service provided. Ship’s Agent to makearrangements with private licensed contractor and Harbour Department.

WASTE OIL DISPOSAL: Service provided. Ship’s Agent to makearrangements with private licensed contractor and Harbour Department.

SEAMAN’S CLUBS: Mariner’s Club, 227 Tarua Road, Klongtoey,Bangkok, 10110 Thailand. Tel: 249 3801.

DELAYS: Occasionally congestion, delay 1 –2 days.

DEVELOPMENTS: Bangkok Port has modernised and standardised itsfacilities. The action plans include the construction of the CFS/Terminalgatesand fences, procurement of additional handling equipment, computerisationof the container operations and restructuring of the port organisation.

Also see ‘‘Agent’s Report’’ dated August 2000.SHIPMASTER’S REPORT: March 1984.Pilotage: There is no longer a pilot vessel at the Bar. Instead, a peculiarlyshaped red-painted lighthouse type beacon has been erected. This beaconhas accommodation for the Pilots, who board vessels using a small grey pilotboat. Position of beacon: Lat. 13␥ 22.8' N, Long. 100␥ 35.9' E (BA Chart1046).Anchorages: Bangkok Bar Anchorage: Any ship with draft able to enterBangkok Harbour, can anchor at this anchorage to wait its turn to enter.Limits of this anchorage are shown on BA Chart No. 1046. Ships proceedclose to the beacon mentioned under ‘‘Pilotage’’, to pick up the Pilot.Kohsichang Anchorage: There are no longer any NE or SW monsoonanchorages. Throughout the year Kohsichang Harbour limits are from theIsland, east to Long. 101␥ 51.5' E and between Lat. 13␥ 08.9' N andLat. 13␥ 11.3' N (Thai Chart No. 114).

AGENT’S REPORT: August 2000.OB Berth Developments: The Port Authority of Thailand (PAT) plans toredevelop the OB Berth during Redevelopment Phase 1 to accommodatecruise vessels.

PAT will redevelop the 120 m. long OB Berth, which is used exclusivelyfor passenger ships. Other cruise facilities, as well as the surrounding area,will be improved to provide proper amenities for passengers.

The project covers resurfacing the footpath along the shoreside andconstructing two pavillions at the entrance of the Prakanong Canal. Theimprovement is expected to commence in August 2000.

AUTHORITY: Bangkok Port, Port Authority of Thailand, 444 Tarua Road,Klongtoey, Bangkok 10111, Thailand. Tel: ␣66 (2) 249 0362. FAX: ␣66 (2)249 0885. Telex: 72331 Patth. Contact: Anuparb Sunananta, DirectorGeneral, Port Authority of Thailand. Thavorn Chunnanond, Deputy DirectorGeneral (Operations). Lt. Manit Apogul, RTN, Deputy Director General(Administration). Wari Punpoka, Deputy Director General (Technical andPlanning). Payoongkich Chivamit, Managing Director of Bangkok Port.

AGENT: Jardine Pacific (Thailand) Ltd, 24th Floor, Times Square Building,246 Sukhumvit Road, Bangkok 10110, Thailand. Tel:␣66 (2) 253 7890.Fax: ␣66 (2) 253 7718. Telex: 21441 Jardine TH. Cables: Jardine Bangkok.Email: [email protected]

Associated with Jardine Shipping Agencies.

BANGSAPHAN (Prachuap): 11␥ 11' N 99␥ 35' E(See Plan)

LOCATION: The port is located approximately 160 nautical miles SSW ofBangkok.Charts: BA Charts No. 3964 and 3983.

APPROACHES: The approach channel with turning basin has a totallength of 1,400 m., width 250 m. and depth 14.0 m. at Chart Datum (CD).

The Fairway Buoy is located in position Lat. 11␥ 11.1' N, Long. 99␥ 35.8' E.

PILOTAGE: Private Pilot available throughout 24 hours. Pilot boardingground is located in position Lat. 11␥ 11' N, Long. 99␥ 36.3' E.

ANCHORAGES: The Quarantine Anchorage is located in positionLat. 11␥ 11.5' N, Long. 99␥ 37' E.

The anchorage for pilot station is located in position Lat. 11␥ 15.5' N,Long. 99␥ 36.0' E.

MAX. SIZE: 80,000 d.w.t.

VHF: The port listens on Channel 16 and works on Channel 68.

TUGS: Three tugs (23,000 h.p. and 13,100 h.p.) and one lineboat

available.BERTHING: Main Berth: Length 450 m. and depth 15.0 m. at CD,handling vessels up to 80,000 d.w.t.Second Berth: Length 245 m. and depth 8.0–11.0 m. at CD, handlingvessels up to 20,000 d.w.t.

CRANES: Mobile Cranes: Five c ranes (150 tons, 180 tons,1100 tons, 1150 tons and 1200 tons) available.AIRPORT: Chumphon Domestic Airport, 65 km.

DEVELOPMENTS: Berth Expansion: Construction of 900 m. ofberthing. The longer quay with two berths will have length of 480 m. anddepth of 14.0 m. at CD, with berthing capacity for vessels up to 80,000 d.w.t.The second quay with three berths will have a total length of 420 m. anddepth of 8.0 m. at CD with berthing capacity for vessels up to 20,000 d.w.t.

SHIPMASTER’S REPORT: June 1995 (Updated 2000).Vessel: Bulk carrier of 43,300 d.w.t., LOA 177 m. and beam 33 m.Cargo: 41,000 tonnes of steel slabs (full cargo).Pilotage: Pilot available.Max. Size: Vessel’s arrival draft 11.75 m. (even-keel).Tugs: Two tugs in attendance.Berthing: Vessel berthed at main berth, which is aligned north-south.

During the summer months, there is always a strong flow of northerly set

in Gulf of Thailand, and because of the exposed nature of the port entranceto thesouth, duecautionhas to be exercised while manoeuvring in theturningbasin.Bulk Cargo Facilities: The cargo was discharged efficiently at the rate ofabout 5,000 tonnes per day, using ship’s cranes, operated by stevedores.Forklifts were not readily available.Medical: Basic medical attention available locally.Fresh Water: Available by truck.Fuel: Fuel oil available, advance notice required.Repairs: There are no special facilities, but local contractors are available.Repatriation: Possible via Bangkok, 400 km.Services: Small quantities of fresh provisions available locally.

For repairs to navaids, technicians have to come from Bangkok.

SHIPMASTER’S REPORT: April 2000.Vessel: Bulk carrier, 43,000 d.w.t.Cargo: Steel slabs.Approaches: The fairway buoy (Fl. 3 sec.) for the entrance to the channelis located in position Lat. 11␥ 11.12' N, Long. 99␥ 35.92' E. The channel has

two leading lights (Fl.G. 4 sec. and Fl.G. 3 sec.). The channel runs306/126␥(T).Berthing: There are four berths contained within the harbour. The basin isdredged to depth of 15.0 m. with width of 250 m.Cargo Handling: Vessel discharged steel billets.

AUTHORITY: Head Office: Prachuap Port Co Ltd, 28/1 6th Floor,Prapwit Building, Surasak Road, Silom, Bangrak, Bangkok 10500,Thailand. Tel: ␣66 (2) 630 0323/32. FAX: ␣66 (2) 236 7046, 236 7057.Telex: 81122 SVM TH. Email: [email protected]: Prachuap Port Co Ltd, 62 Moo 3, Mae Rumphueng,Bangsaphan, Prachuap Kirikhan 77140, Thailand. Tel: ␣66 (32) 691536,691454. FAX: ␣66 (32) 691264. Contact: M Luanghairojana, HarbourMaster. Ruangdetch Punjamanus, Project Co-0rdinator(Email: [email protected]).

BENCHAMAS TERMINAL: 10␥ 32' N 101␥ 16' E(See Plan)

LOCATION: The Benchamas Oil Terminal is located offshore in positionLat. 10␥ 31' 07.452" N., Long. 101␥ 15' 39.302" E., in depth of 70.0 m. LAT.General Description: The Terminal consists of the tanker based floatingstorage and offloading system, FSO ‘‘Benchamas Explorer’’, 186,500 tonnesd.w.t., moored to a Single Point Mooring at the bow. The ‘‘BenchamasExplorer’’ has export quality crude oil storage capacity of approximately220,000 cu.m. The Marine Terminal offices are also located on board the‘‘Benchamas Explorer’’.

To comply with international regulations, during the hours of darkness the‘‘Benchamas Explorer’’ will show lights with the distinctive characteristic ofMorse code letter ‘‘U’’. Additionally, in periods of poor visibility, the fog signalwill sound Morse code letter ‘‘U’’.Publications: Navigation charts and publications for the area are as follows:

B.A. Charts No. 2414, 3963, 3983 and China Sea Pilot Volume No. 1.U.S.A. Chart No. 93010 (Gulf of Thailand).

DOCUMENTS: Customs and Health Requirements: Customs,Immigration and Port Health Officials will board the vessel at the same timeas the Mooring Master. They will provide Inward Clearanceand FreePratique

services.Customs and Health Officials require the following forms:

5 Vessel Certificate of Registration.5 General Manifest Inwards.5 Inward Cargo Manifest.5 Through Cargo Manifest.

Safety Equipment Certificate (for inspection).Safety Construction Certificate (for inspection).Safety Radio Certificate (for inspection).Current Freeboard Survey Certificate (for inspection)

5 Derat Certificate.Last Port Outward Clearance (original)

5 Crew List.5 Passenger Lists.5 Through Passenger List.5 Crew and Passenger Declaration5 Deck Stores List.5 Engine Stores List.5 Ship’s Equipment and Stores List.5 Provisions and Bonded Stores List5 Arms, Ammunition and Restricted Drugs List.

Cargo Lifting Gear and Equipment Certificate (for inspection).5 Foreign Currency List.

Ship’s Appointed Agent: The Field Operator, Terminal Operator and MooringMaster do not perform general agency functions. The Owner/ Charterers ofvessels calling at the Terminal are required to appoint a shipping Agent inThailand.






















THAILAND BENCHAMAS TERMINAL


APPROACHES: Safe approach to the Terminal is from N.E. or S.E.,passing 1.5 nautical miles West of the Terminal and thence proceeding tothe Mooring Master boarding position, 1.5 nauticalmiles Westof theTerminal.

The Terminal is situated near busy shipping lanes and Masters or visitingofftake vessels are cautioned accordingly.

Attention is drawn to the existence of unmarked sub-sea wellheads in theapproaches to the Terminal and other areas of reduced water depths whichwill be of concern to a deep draft vessel navigating in the vicinity of theTerminal. The appropriate British Admiralty Chart for the area should beconsulted.Safety Zone: For safety purposes an area around the Terminal has beendeclared closed for commercial shipping and fishing vessels of any size. ThisSafety Zone extends for a radius of 0.75 nautical miles around the Terminaland the production facility served by the Terminal.

PILOTAGE: Responsibility: A Mooring Master is on board the offtakevessel to assist in its pilotage in a advisory capacity. The Master remainsresponsible for the overall safety of the vessel and stays in command at alltimes.

Upon completion of mooring, the Mooring Master will remain on board thevessel and function as Loading Master.Mooring Master Boarding Location: The customary boarding location for theMooring Master is the designated anchoring position for vessels visiting theTerminal. The Mooring Master boards from a Terminal tug.Mooring Master Transfer Arrangement: Usually an accommodation ladderwill suffice, rigged on the starboard side of the vessel with the boardingplatform 2.0 m. above the water. Unfavourable sea conditions maysometimes necessitate the use of a pilot ladder in combination with theaccommodation ladder. The vessel will be informed when this is the case.

The entire arrangement must conform precisely to the applicable SOLASand IMO requirements.

In case of non-compliance, the Mooring Master will refuse to board untilthe situation has been rectified to his satisfaction.

The use of a mechanical pilot hoist is not acceptable.

In preparing for the embarkation/disembarkation of the Mooring Master,the following guidelines must be followed.The accommodation ladder, including the hoisting mechanism, must be

approved by the vessel’s Flag State:1. The ladder should be orientated towards the stern. When it is utilised,

the lowest extremity of the ladder should rest solidly against the sideof the vessel, set back in relation to the midships part of the vesseland set back in relation to the half midships section and away fromany discharge outlets.

2. The length of the accommodation ladder should be sufficiently long sothat its gradient does not exceed 55␥.

3. The bottom landing of the accommodation ladder should be positionedhorizontally when the ladder is in service.

4. Intermediate landings, if there are any, should automatically positionthemselves horizontally. The dimensions of the steps and the treadsof the accommodation ladder should permit placement of the foot in acorrect and sure fashion given the gradient of the accommodationladder.

5. The ladder and the landing should be equipped with 2 stairway sidesand rigid hand rails, but if ropes are utilised, they should be well

tightened and correctly placed. The vertical space between the handrails or the ropes and the side of the ladder shall be close enough forsafety.

6. Thepilotladder shouldbe positioned immediately alongsidethebottomlanding of the accommodation ladder, and its top should be at least2.0 m. above the bottom landing.

7. There must be a night-light, which permits proper illumination alongthe entire length of the ladder.

8. If a trap door in the bottom landing of the accommodation ladder isused to rig the pilot ladder, this door should be no smaller than750 mm. 750 mm. In this case, the aft part of the bottom landingshould be enclosed as described in No. 6 above and the pilot laddershould extend from the bottom landing up to the level of the handrailing.

Accommodation: The vessel is required to provide accommodation of astandard as for a ship’s Officer for3 Terminal personnelthroughouttheperiodthe vessel is at the Terminal.

ANCHORAGES: The designated anchoring position for waiting offtakevessels lies 1.5 nautical miles West of the Terminal in a depth of

approximately 70.0 m. To avoid danger to sub-sea installations, no anchorsmay be dropped in the Terminal area except at the designated anchoringposition and only with prior approval from the Terminal.

RESTRICTIONS: Period of Terminal Operations: Terminal operates on a24 hour basis with the exception of vessel berthing, which is scheduled fordaylight hours only, weather permitting.Closure of Terminal: Unfavourable wind and sea conditions at the Terminalmay from time to time affect vessel operations in general and berthingactivities in particular. The Terminal will be declared closed for vesseloperations when environmental conditions deteriorate beyond the safeworking limits of the Terminal, as determined by the Terminal Operator atthat particular time.Adverse Weather: When wind gust velocity repeatedly exceeds 30 knots onthe Terminal wind speed indicator, or if other weather or sea conditions makedeballasting and loading or other operations unsafe in the opinion of theMooring Master and/or the Terminal Operator, the offtake vessel will benotified that deballasting and loading operations may have to be suspendedwith the loading hose disconnected from the manifold and hung-off the sideof the vessel.

The Terminal Operator and/or the Mooring Master determines at whichpoint weather conditions necessitate cargo stoppage, or even unberthing ofthe offtake vessel.

MAX. SIZE: The maximum permissible size of an offtake vessel at theTerminal is 110,000 tonnes S.d.w.t. The minimum size is 60,000 tonnesS.d.w.t.

There are no restrictions on the maximum draft at the Terminal.Also see ‘‘Approaches’’.

RADIO: All communications and Estimated Times of Arrival (ETA’s) at theTerminal should refer to local time.

The Master of an offtake vessel must send the ETA of his vessel to theField Operator with a copy to the Terminal Operator as early as possible,but not later than 72 hours, 48 hours, 24 hours and 4 hours prior to arrival,regardless of the fact that the vessel may still be at a previous loading port.

Failure to comply with the notification process may delay the actual loadingof the offtake vessel.Terminal Contact Details: Vessel ETA’s should be sent to the following:

Terminal name: ‘‘Benchamas Explorer’’Call sign: 3F0H6Termi nal R/T frequency: 5930 k Hz, 24 hoursTerminal VHF Channel: 16Terminal Inmarsat Telex: 435685710Terminal Inmarsat Telephone: 873-635685710Terminal Inmarsat Fax: 873-635685711Helideck Homing Beacon: 195 kHz, call sign ‘ ‘BE’’Terminal Inmarsat Ground Station: BurumTerminal Inmarsat Ocean Area: Indian

Questionnaire Message: Following questionnaire will be sent to the offtakevessel after receipt of the 72 hour arrival advice:

Quote:From: ‘‘Benchamas Explorer’’To: Master, Offtake Vessel

1. Advise the name of vessel, flag and radio call sign.2. Advise the name of the Master.3. Advise the cargo nomination quantity and Laycan.4. Advise the voyage number when leaving ‘‘Benchamas Explorer’’.5. Advise ETA at Benchamas Terminal Anchorage.6. Advise the estimated draft forward and aft on arrival and the distance

from bridge front to bow.7. Advise the Summer deadweight, LOA and beam.8. Advise the last Port of Call and next destination.

9. Advise previous vessel name(s) and date of building.10. Advise the quantities of clean ballast and permanent ballast on arrival.11. Confirm the vessel is fitted with at least one bow chain stopper that

can accommodate 76 mm. diameter chain.12. Can loading of cargo and discharging of ballast be carried out

concurrently? If not, state reasons. How long is needed fordeballasting? Note: Vessel must maintain sufficient forward draft toprevent the floating hose going under the bow.

13. Confirm that vessel valves, heating coils and tanks are sound and notleaking.

14. Advise the loading rate in cubic metres and U.S. barrels with 116 in.hose.

15. Confirm the manifold is fitted with 116 in. 150 ANSI (ex-ASA) flange.16. Confirm the bow fairlead and bow chain stoppers are suitable to accept

76 mm. mooring chain. Give the distance between the fairlead and theforward end of the bow chain stopper.

17. Advise the hose derrick/crane lifting capacity, safe working load, andconfirm manifold arrangement is as per OCIMF guidelines.

18. Confirm that the cargo and slop tanks will be inerted (positive pressure)with oxygen content less than 8% gas on arrival.

19. Advise the quantity and quality of slops onboard, if any. Advise if theload-on-top procedure is to be followed for this loading.20. Advise vessel experience factor calculated as follows: Total of vessel

(ship’s) figures, divided by the total B/L figures for the previous10 voyages.

21. Advise if vessel has any reportable sickness onboard or if Masteradvises clean bill of health.

22. Advise distance from the bow to the cargo manifold connection. Allvessels shall confirm their ETA 48 hours, 24 hours and 4 hours beforearrival. If at any time a one hour or more change of ETA is determined,Terminal shall be promptly advised.

23. Any vessel deficiencies which would affect mooring and loadingoperations.

24. Advise understanding, acceptance and compliance with theserequirements.

Unquote.The Terminal maintains a listening watch on VHF Channel 16 at all times.On receipt of the first message from the offtake vessel, Companies will

respond to the tanker giving the preliminary Terminal requirements. Vessel’sMasters shall comply with these requirements in every detail in order tofacilitate vessel turnaround and Government formalities.

Once vessel is within 4 hours of the Terminal, communications should beavailable with ‘‘Benchamas Explorer’’ on VHF Channel 16. When contact hasbeen established on this channel, further communication will be conductedon a working channel advised by ‘‘Benchamas Explorer’’.

The Mooring Master carries a hand-held VHF radio after leaving‘‘Benchamas Explorer’’ to board the offtake vessel. The working frequencywill be communicated to the vessel before he leaves the Terminal.

The 4 hour signal shall confirm information on the time required todischarge ballast after arrival and shall establish a firm ETA.

Masters of visiting vessels are informed that insufficient or inaccurate ETAmessages can cause delays since Government Officials are not based atthe Terminal and arrive from elsewhere. Such insufficiency or inaccuracy ofinformation may affect acceptance of Notice of Readiness.

VHF: See ‘‘Radio’’.

TUGS: One tug is available to support the offtake vessel operation. TheTerminal tug will assist during berthing and unberthing. While the offtakevessel is moored, the tug will remain connected to the stern of the vesselon a soft rope deployed from the vessel. The tug will tow continuously in

order to maintain alignment and safe distance between the Terminal and theofftake vessel. It is strongly recommended to protect the soft rope againstchafing damage at its exit point from the stern of the offtake vessel.

BERTHING: Pre-Berthing Operational Safety Inspection: Prior to berthing,the Mooring Master may conduct a general operational safety inspection ofthe vessel if he has reasons to believe that the vessel may be substandardor deficient in those areas which would make the vessel unacceptable toberth and load cargo at the Terminal.



BENCHAMAS TERMINAL THAILAND


Pre-Berthing Conference: Before proceeding to the berth, the MooringMasterwill discuss with the Master operational and other matters related to use ofthe Terminal. The Mooring Master will request the Master to brief him onvessel matters that are of importance for the safe conduct of berthing andloading operations.

Terminal Conditions of Use: Use of the Terminal by any offtake vessel issubject to the Conditions of Use prescribed by Benchamas Oil TerminalRegulations. The Conditions of Use are annexed to a Letter of Indemnity inthe form set out in Appendix 1 (Not reproduced), which will be presented tothe Master for his signature prior to proceeding to the berth. The TerminalOperator may refuse a vessel permission to berth at the Terminal until itsMaster has signed such Letter of Indemnity. Any berthing, export and/orunberthing operations carried out by a vessel before or without signature of

such Letter of Indemnity by its Master shall nevertheless be deemed to becarried out, with the agreement of the Master, the vessel and its Owner, onlyon the terms set out in the Conditions of Use, none of which shall be deemedto be waived by the Terminal Operator or Field Operator.

The Terminal Operator may deny access to the Terminal to any vesselcontravening the provisions of the Terminal Regulations.

The Terminal Operator may insist that a vessel vacates the berth in spiteof the fact that it may have already commenced deballasting or loading if thevessel or its crew are found to be in serious breach of the TerminalRegulations or in the Terminal Operator’s opinion pose a serious safetyhazard or cause an unreasonable delay to Terminal operations or in anyother circumstances mentioned in the Conditions of Use.

The Terminal Operator may elect to conduct an operational safetyinspection of the offtake vessel prior to commencement of Terminal activitiesin order to determine the vessel’s suitability to load at the Terminal.

Tandem Mooring: The tandem mooring method is practiced at this Terminal.The Safe Working Load of the entire mooring equipment system between

the Terminal and offtake vessel is 200 tonnes.

Arrival Draft: Vessels must arrive with a draft that will allow for safemanoeuvring under prevailing weather and sea conditions. The propellermust be submerged and vessel’s trim must not exceed more than 3.0 m.Trim by the head should be avoided. A vessel with an insufficient draft orexcessive trim will not be berthed until the draft condition has been correctedto the satisfaction of the Mooring Master.

Vessel Bow Mooring Arrangements: Vessel bow mooring arrangementsmust comply with the recommendations contained in the latest edition of theOCIMF publication ‘‘Recommendations for Equipment Employed in theMooring of Ships at Single Point Moorings’’.

Winches or capstans used to handle the moorings should be capable oflifting at least 15 tonnes.

In addition, it is compulsory to use a winch storage drum to handle andstow the entire length of pick-up rope that is connected to the mooringassembly. The pick-up rope has a length of 150 m. and a circumference of10 in. (80 mm. diameter).

The use of a winch warping head to handle the pick-up rope is a hazardouspractice and is not permitted.

The Terminal will reject for berthing any vessel which is not in compliancewith the above.The offtake vessel is moored to a mooring assembly that consists of

118 in. circumference mooring hawser and a 76 mm. mooring chain.

Preparations for Berthing: At the time that the Mooring Master boards, thevessel shall have its port side crane or derrick ready to pick up a box withhose connection gear from the Terminal tug. The Mooring Master will inspectthe bow mooring arrangements upon boarding. He will also verify that cargotanks on board the vessel are indeed properly inerted and under positivepressure. Berthing activities will not proceed when the oxygen contents arefound to exceed 8% by volume. The Loading Master will also record if thevessel is equipped with a standardised manifold connection.Prior to berthing, the vessel must complete the following preparations:

Bow anchors brought fully home and secured in their hawse pipes.One empty winch storage drum ready on the port side to accept the pick-uprope of the mooring assembly.One 1 in. diameter messenger line of about 50 m. length rigged on theport bow.One heaving line available on the bow.

Crowbar, sledge hammer and knife available on the bow.One 16 in. manifold connection ready on the port side.Assortment of wire rope slings and chain blocks available at the manifold.One soft rope for the Terminal tug ready on the stern, preferably througha roller fairlead.One heaving line at the stern.

Bow Chain Stoppers: Ships should be equipped with bow chain stoppersdesigned to accept 76 mm. chafechain in accordance with the followingtable:

Ship Size Number of

Bow Stoppers S.W.L.(tonnes)

150,000 tonnes d.w.t. or less 1 200Over 150,000 but not greater

than 350,000 tonnes d.w.t. 2 200Over 350,000 tonnes d.w.t. 2 250

Notes:(a) ‘‘Tonnes d.w.t.’’ refers to the deadweight at maximum Summer draft.(b) The safety factor on yield of bow stoppers should be 1.50 SWL. The

test load should be equivalent to the SWL.(c) The recommendations above are based strictly on ship size as being

the only general criteria that can be used. Although TerminalOperatorsmay increase the SWL of the chafe chain and equipment to takeaccount of local environmental conditions, it is essential that thedimensions of the material remain as detailed in Section 5 (Notreproduced) in order that it matches the onboard equipment.

Bow Fairleads: The following recommendations refer to the size, locationandtype of bow fairleads:

(a) All bow fairleads should measure at least 600 mm. 450 mm.(b) Fairleadsshould be spaced 2.0 m. centre-to-centre apart, ifpracticable,

and in no cases be more than 3.0 m. apart. Ships of 150,000 tonnesd.w.t. or less at maximum Summer draft need only provide one fairleadwhich should be on the centre line.

(c) Leads should be oval or round in shape and adequately faired whenfitted, in order to prevent chafe chains from fouling on the lower lipwhen heaving inboard. Square leads are not suitable.

Mooring Operation: Various combinations of wind, sea and tidal conditions,as well as the size, length, ballasted trim and handling characteristic of avessel, can affect the decision to moor/unmoor a vessel at the Terminal. Allthese factors have to be evaluated before a final mooring/unmooring decision

is made and agreed by the vessel’s Master and the Mooring Master.On final approach,but still at a safe distance from theTerminal,the Mooring

Master shall ascertain that astern engine movements are available promptly.After the mooring chain has been connected in the port side bow stopper,the Mooring Master must satisfy himself that the stopper securing pin of thestopper rests snugly across the stopper tongue or bar, thus giving it noopportunity to lift.Emergency Towing Wire (Fire Wire): On completion of mooring, the vesselshall rig on the starboard side on the focs’le only one emergency towing wireof adequate strength. The line must be secured on mooring bitts and havesufficient slack on deck with the eye maintained at water level.Vessel Operational Deficiencies: The vessel’s Master must inform theTerminal promptly of the existence on board of an operational deficiency thatwill substantially affect the readiness and performance of vessel and crew.Vessel Notice of Readiness: The Master of a vessel should only tender aNotice of Readiness to the Field Operator when the vessel has beensecurelymoored to the ‘‘Benchamas Explorer’’ and is ready, in all respects, to load.

A Notice of Readiness is an undertaking that the vessel is in all respectsready to load and that all of the vessel’s equipment (including but not limitedto tanks, pumps, valves and pipelines) is ready and fit to load Benchamas

Crude Oil.Acceptance of a Notice of Readiness by the Field Operator is merely an

acknowledgement of receipt of such notice and does not constituteagreement by the Field Operator that the vessel is in fact ready to load, orthe acceptance of any other contractual terms and conditions.

A vessel which is found not to be ready to load, notwithstanding havingtendered Notice of Readiness, may be taken from the berth and directed tothe anchorage. All expenses incurred shall be borne by the vessel and thedecision of the Terminal Operator shall be final.Terminal Forms and Notices: In addition to completing the questionnairereferred to above, the Master is required to sign before mooring operationscommence:

1. The Letter of Indemnity (Not reproduced).2. The Ship/Shore Safety Check List (Not reproduced).

Other Terminal documents may be required from time to time by the FieldOperator or Terminal Operator.Unmooring: Prior to unmooring, the Terminal tug must be released from thestern. Great care must be taken when reducing the tug’s engine power inreadiness for disconnecting the tow rope as the export vessel may ride-upto the Terminal at this stage.

Release of theTerminaltug mayonly commencewhen themainpropulsionof the export vessel is ready for immediate use and has been tested.

Unmooring should commence immediately afterreleasing the Terminaltug.Disembarkation of Mooring Master: The Mooring Master will not leave theofftake vessel until the vessel is sufficiently clear of the Terminal facilities.

HOSES: Cargo Manifold Standard Dimensions: A vessel is expected tocomply with the standard manifold arrangements that are contained in theOCIMF publication ‘‘Recommendations for Oil Tanker Manifolds andAssociated Equipment’’.

For loading, a vessel must present one manifold connection flange of 16 in.150 ASA on the port side.

Flange dimensions and drilling should conform to the common standardof ANSI B16.5 or BS 1560 Series 150, or exact equivalent.

The Terminal reserves the right to refuse loading a vessel that is not fittedwith a standardised manifold presentation flange, and if the vessel’s crew isconsidered to be incompetent in handling the hose connection operations.Lifting Capability of Hose Crane or Derrick: The crane or derrick that is usedby the vessel to handle the loading hose must have a safe working load(SWL) of 15 tonnes. It should also be able to provide a clear lift of 10 m.

above the main deck over the manifold connection. The approximate weightof loading hose to be lifted amounts to 10 tonnes on a vessel with a highfreeboard.Connection of Loading Hose: The vessel’s crew with advisory assistancefrom the Mooring Master performs physical connection of the loading hose.

Prior to hose connection activities, the Mooring Master will ascertain andconfirm that the stop valves at each end of the loading hose are closed.

The vessel end of the loading hose is fitted with a Camlock quickconnect/disconnect coupling and a stop valve.

Consideration should be given to the insertion of additional studboltsthrough the Camlock coupling flange connection as added security.

The designated Deck Officer onboard the vessel shall be present and mustdirectthe crew as advised by theMooringMaster in hose handlingoperations.Security of Loading Hose: Once connected, the loading hose must besupported from the vessel’s crane or derrick, using nylon web slings.

The loading hose shall be rigidly fixed in place at the hose support rail withnylon web slings and hang-off chains. This is particularly important when thevessel’s freeboard is low.Disconnection of Loading Hose: The vessel’s crew with advisory assistancefrom the Mooring Master performs physical disconnectionof the loading hose.

Prior to hose disconnection activities, the Mooring Master must confirmwith the Terminal Control Room that the hose may indeed be disconnected,in particular when loading has been stopped by the Terminal. This is in orderto ascertain that the nominated cargo quantity has been transferred.

Care must be taken to ensure that the hose end blind flange is securelyfitted in place before lowering the hose into the sea.

Upon disconnection, the end of the loading hose must not be allowed todrift under the stern of the offtake vessel. This may happen to smaller sizedvessels. In such cases, the hose end pick-up rope shall be held on board



THAILAND BENCHAMAS TERMINAL


and secured to bollards at the manifold from where the crew can release itafter the vessel has unmoored and gathered stern way.

CARGO OPERATIONS: Pre-Loading Tank Inspection: The LoadingMaster does not usually inspect cargo tanks before and after loading or signa vessel’s Dry Tank Certificate/Ullage Report. The Field Operator’srepresentative and an independent Cargo Inspector or Surveyor (appointedby arrangement between the Owner and Charterer and/or receiver of cargofrom the export vessel) will attend to the sounding of all offtake vessel’s tanksprior to loading and take ullages, temperatures and free water measurementsafter loading.Loading Operations: The Master of the offtake vessel is cautioned of theserious consequences of closing or throttling tanker cargo valves against theincoming flow of oil.

The ship/shore radio communications system must be maintained in goodworking order and checked hourly. The cargo manifold connection and thecargo pumproom should regularly be monitored for leakage.

Before loading commences, a comprehensive loading plan shall beprovided to and approved by the Loading Master and Master of the offtakevessel.

The Master or Chief Officer of the vessel must notify the Loading Masterwhen the vessel is in all respects ready to receive cargo. Cargo transfer willnot be started unless offtake vessel and Terminal manifold locations arevisually monitored.

Cargo loading will start at a slow rate until the vessel confirms that cargois being received on board. At such time, the flow will be increased to theagreed maximum rate.

Not less than 30 minutes before the end of the loading, the vessel shallinform and give due notice to the Terminal Cargo Control Room to stop thecargo pumps in good time.

During this time, the vessel shall inform the Terminal of the intended cargovalves to be closed and shall only use them after confirmation of receipt of this advice by the Terminal.

In the case of emergency, pollution or serious incident that may requireurgent stoppage of cargo export, the offtake vessel shall inform the Terminal

before closing her manifold valve.Throughout operations, a responsible ship’s Deck Officer shall be on duty.At least 2 capable crew members shall be present on deck at all times andmaintain radio contact with the Officer on watch.Control of Transfer Operations: The Terminal shall control the transfer of oilaccording to instructions received from the Loading Master on the offtakevessel.Suspension of Transfer: The Terminal shall halt transfer operations when:

(a) Radio communication between the Terminal and the vessel is lost.(b) Instructed to do so by the vessel’s Master.(c) Instructed to do so by the Loading Master.(d) An emergency situation concerning the Terminal, mooring or floating

hose occurs.(e) Helicopter operations to the Terminal or to the vessel are in progress

(if the Loading Master so instructs), or(f) Weather conditions exceed safety limits or at any other time as may

be determined by the Terminal.

Gauging and Sampling: Vessels must be equipped to conduct the gaugingand sampling of cargo tanks in a ‘closed’ fashion. Open gauging/samplingis not permitted.

Topping-Off Cargo Tanks: When topping-off cargo tanks towards completionof loading, the Master or Chief Officer of the offtake vessel shall be personallysupervising this activity with adequate support from other vessel personnel.The Mooring Master will be present in the Cargo Control Room during thisperiod.

Cargo tanks that have been topped-off must be checked at regular intervalsby vessel personnel during the remainder of the loading operation to detectand avoid a tank overflow due to an improperly shut or faulty tank valve.Benchamas Crude Oil Characteristics:

API Gravity at 60␥F: 36.2Pour Point –Lower: 39␥CPour Point –Upper: 42␥CSpecific Gravity at 60␥F: 0.8438Total Sulphur Content: 0.04% by weight

The Benchamas Crude Oil sample required heating at 55␥C due to its highpour point of 42␥C. This necessary step of heating the sample prior to testingcould have caused slight light end losses which in turn may affect the SpecificGravity measurement.Loading Rate: Terminal loading rates to offtake vessels are governed by

either the offtake vessel’s maximum loading rate, or the maximum pumpingrate of the ‘‘Benchamas Explorer’’ (24,000 bbls./hr.), whichever is the lesser.Venting of Cargo Tanks: Venting is only permitted through main vent risersand not through any other venting arrangements. When more than one mainvent riser is available, due consideration should be given to the wind directionwhen choosing the vent riser to be used.Exchange of Cargo Figures: Throughout loading, the offtake vessel and theTerminal shall exchange cargo figures on an hourly basis. Figures shall beexpressed in observed gross barrels.Cargo Measurement: As soon as practicable after completion of loading,offtake tanker cargo figures should be calculated by the Master or ChiefOfficer of the vessel and communicated to the Loading Master.

An independent Cargo Surveyor appointed by arrangement between thevessel’s Owner and/or Charterer and/or receiver of the cargo will usuallywitness tank measurements on board the vessel, perform his own cargocalculations and obtain cargo samples.

The Bill of Lading cargo figures, supplied by the Terminal to the vessel,are based on measurements and calculations carried out onboard theTerminal. They will be presumed conclusive unless the Terminal Operatorreceives, from the vessel within 3 hours after completion of loading, writtenprotest indicating any discrepancies between cargo measurements suppliedby the Terminal and those recorded on the vessel.Cargo Documentation Package: The following cargo documents are includedin the documentation package:

Bill of Lading.Cargo Manifest.Certificate of Quality.Certificate of Quantity.Certificate of Origin.

Tanker Ullage Report.Tanker Time Sheet.Tanker Notice of Readiness.Master’s Receipt for Cargo Documents and Samples.It is Terminal practice that all cargo documents are completed and

presented to the Master of the vessel for his signature before the vesselcommences its sea passage.

An Early Departure Procedure (EDP) is not applied.Deck Watch: The vessel shall keep an adequate watch on deck throughoutthe vessel’s stay in the berth, especially during all deballasting and cargoloading operations.

While the vessel is in the berth, a continuous watch shall be kept on thebow to monitor the position of the bow of the offtake vessel in relation to thestern of the Terminal (FSO). The bow watchkeeper must carry a portableradio and maintain radio contact with the duty Deck Officer.

A watchkeeper equipped with a portable radio shall be present in themanifold area throughout the loading of cargo.

The duty Deck Officer is required to immediately notify the Mooring Masterof any abnormalities.Inert Gas System (IGS): The vessel’s Master shall confirm before berthingthat the IGS is working correctly, i.e. maintaining positive pressure in all cargotanks with an oxygen content of no more than 8% by volume. The MooringMaster will verify the actual pressure and oxygen level in cargo tanks beforethe vessel proceeds to the berth.

If the IGS is not functional, then deballasting from cargo tanks cannotcommence. If the IGS fails after deballasting from cargo tanks has alreadybegun, then such deballasting must be suspended until the system has beenmade functional again. If repairs are likely to take more than 6 hours, thena safe deballasting/loading plan must be agreed between the Master and theMooring Master before operations can resume.Operational Ship/Shore Safety Check List: The operational Ship/ShoreSafety Check List (Not reproduced) used at the Terminal is based on theShip/Shore Safety Check List as incorporated in ISGOTT. The MooringMaster will complete the Check List together with the Master or Chief Officerof the vessel before deballasting and cargo loading operations cancommence. From time to time thereafter, random inspections will take placeto verify continued compliance.Material Safety Data Sheet (MSDS) –Pogo Crude Oil: The Material SafetyData Sheet (Not reproduced) contains important safety information on thecharacteristics and properties of Pogo Crude Oil. The document providesguidance on safe carriage and handling practices.Timely Departure: It is Terminal practice that a vessel unmoors as soon asis practicable after disconnection of the loading hose.Vessel Emergency: The Mooring Master and the Terminal must be informedwithout delay when an emergency situation has developed or is imminentonboard the vessel. In such case, all loading operations will be suspendeduntil the situation has been brought under control.

The Mooring Master functions as the liaison between vessel and Terminal,but if for any reason communication with the Mooring Master is not possible,the vessel should communicate directly with the Terminal by means indicatedin ‘‘Emergencies’’ below.Actions in an Emergency: The Terminal has in place an EmergencyResponse Plan that is co-ordinated with shore based support. Through thisplan, shore based emergency support can be initiated and controlled.Nonetheless, the vessel’s Master remains ultimately responsible for thevessel, its crew and passengers at all times.

If an emergency situation arises on the Terminal, the Terminal shall informthe offtake vessel’s Master of the situation and advise of actions the vesselshould take. If an emergency situation arises on the vessel, the Master shallimmediately inform the Loading Master of the situation and the actions beingtaken, who in turn shall advise the Terminal Operator.The Terminal emergency alarm signals are:

General Alarm/Muster Station: Continuous ringing of alarm bells.Abandon Ship: 7 short and 1 long blast of ship’s whistle, and specific

announcements over the Public Address system.In case of fire or explosion aboard the Terminal, the lifting of cargo shall

immediately cease and the vessel shall be released from the mooring asexpeditiously as possible, steering clear of the area under her own powerafter being released from the static tow where relevant.

In case of fire or explosion aboard the offtake vessel, the lifting of cargoshall immediately cease and the vessel shall be released from the mooringas expeditiouslyas possible, steering clear fromthe Terminalor otherfacilitiesvia assistance from the static tow or other attendant craft as necessary.

Where feasible, the Loading Master shall co-ordinate these and ensuing

emergency response procedures with the Masters of the various vesselsconcerned, who remain responsible for the safety of their ships, crew andother persons on board. Each such vessel shall follow the emergencyresponseprocedures already in place for thatvessel,but retaining inter-facilityco-ordination so as not to prejudice the safety of any other facility, ifapplicable.Emergencies: In the event of an electrical storm nearby or intimation ofadverse weather forecast, loading shall be suspended and vessel unmooredif necessary.

In the event of fire on board the offtake vessel, the Master shall raise analarm by means of short and rapid blasts on the ship’s whistle. He shall alsobe responsible for making use of all methods at his disposal for fighting thefire and undertake all measures to get underway, if necessary.

The Mooring Master and/or Terminal Operator shall be entitled (but notobliged) to take immediate steps at the sole cost and risk and on behalf ofthe Owner of the vessel to assist in controlling and fighting fire on the offtakevessel and to assist the vessel to vacate the Terminal.

As required by the Terminal Regulations, the vessel must be readyto moveunder its own power with engines available at short notice throughout its stayat the Terminal, and an efficient deck watch shall be maintained at all times

while the vessel is at or approaching or departing from the Terminal (See‘‘Regulations–State of Readiness’’).

BALLAST: General: Owners and Masters are responsible for complyingwith all international conventions and the laws of Thailand concerningpollution of the sea, having particular regard for the offshore sectorenvironment. Any infringement of the international or national laws regardingpollution of the sea by oil will be dealt with most severely. Pollution of thesea by dirty ballast water, bilge discharge or any other means may result in



BENCHAMAS TERMINAL THAILAND


heavy fines being imposed, and in severe cases may result in imprisonmentof the Master or the arrest of the vessel concerned.

Vessels shall arrive with sufficient clean ballast and trim of no more than3.0 m. by the stern in order to be able to manoeuvre safely. Such ballastshall be not less than 30% of the Summer deadweight. If a vessel cannotcomply with the above conditions, then it should arrive at the Terminal atleast 30% laden with cargo and not trimmed excessively to permit safemanoeuvring.Ballast Handling: Deballasting may only commence after prior consent fromthe Mooring Master. This applies to any type of water ballast.

Cargo tank ballast must be discharged through a fully functional overboarddischarge monitor.

There are no dirty ballast reception facilities at the Terminal. Arrivingvessels must have pumps, lines and ballast tanks clean.

It is an offence under thelegislation of theKingdomof Thailandto dischargepolluted ballast water into the sea and penalties apply in case of violation.Cargo piping used for the discharge overboard of ballast must be clean

and free of oil prior to arrival at the Terminal.The Master must ensure that the vessel will not release oil overboard when

opening sea valves in connection with deballasting or emergency ballasting.A vessel with contaminated ballast will be required to retain such ballast

on board at the exclusion of cargo.A responsible member of the vessel’s crew shall observe continuously the

discharge of ballast water day or night, and shall be in voice communicationwith the ship’s Officer on watch.Concurrent Loading and Deballasting: Should a vessel wish to deballast andload concurrently, then the Master must demonstrate to the satisfaction ofthe Mooring Master that there is a complete physical separation or at leasta reliable two-valve segregation between ballast and cargo sections.Tanker Freeboard and Draft: The Terminal is situated in open sea and isexposed to the weather.

For this reason, the Master of a vessel must ensure that the vesselmaintains, while at the Terminal, a freeboard which is as low as practicable.

This can be achieved through judicious deballasting while loading.

A vessel which is unable to conduct simultaneous deballasting and loadingcould be required to load part cargo prior to deballasting or retain ballast onboard.

In addition, a vessel in the berth must maintain a draft and trim conditionthat would allow emergencydeparture from theberth at alltimes,if necessary.

POLLUTION: Safety and Avoidance of Pollution: Responsibility for thesafe and environmentally sound conduct of operations while the vessel is atthe Terminal rests with the Master of the vessel and the TerminalRepresentative. Before export operations commence, the Terminal Operatortherefore seeks the vessel Master’s full co-operation and understanding ofthe requirements set out in the Ship/Shore Safety Check List(Not reproduced)in the Terminal Regulations, which is based on practices widely accepted bythe oil and tanker industry. The vessel will also be required to comply withthe International Safety Guide for Oil Tankers and Terminals, and theTerminal Regulations.

The Master, Officers and crew of the vessel shall comply strictly with therequirements referred to above throughout the vessel’s stay in the Terminalarea. The Terminal Operator for its part will ensure that the Master, Officersand crew of the Terminal do likewise, and co-operate fully with the Masterof the vessel in the mutual interest of safe and environmentally sound

operations.Before the start of deballasting/loading operations, and from time to time

thereafter:1. The Mooring Master or Terminal Representative, together with a

responsible Officer of the vessel, will make a routine inspection of thevessel to ensure that the requirements of the Ship/Shore Safety CheckList remain answered in the affirmative.

2. The Master of the vessel shall ensure that those under his commandcheck the valve and line systems of the vessel at regular intervals toensure that no oil or other pollutants escape into the sea or causecontamination.

Pumping Overboard of Engine Room Bilges: Engine room bilge contentsmust never be discharged overboard while the vessel is in the Terminal area,irrespective of the availability of an oily water separator.Onboard Shifting of Bunker Fuel Oil: The vessel shall request permissionfrom the Mooring Master prior to the onboard shifting of bunker fuel oil if suchan activity becomes necessary for operational reasons.Vessel Smoke Emissions: Pollution of the atmosphere by an excessiveamount of smoke from the vessel’s funnel must be avoided.Reporting of Oil Spills: Oil spills, whether pollution of the surrounding watershas occurred or not, must be reported promptly to the Mooring Master.Oil Spill Kit: Oil seepage and minor spillage on the vessel’s deck must bereadily cleaned up. The vessel shall maintain an adequate supply of oil spillkit items in the port side manifold area.

Receptacles for storage of contaminated absorbent material shall beavailable on board. It is the responsibility of the vessel to ensure thatcontaminated absorbent materials are properly packaged and disposed of.Spill Clean-Up: If a spill occurs, all deballasting and cargo loading operationsmust be stopped and full attention given to cleaning up and avoiding orminimising pollution of the sea. The Terminal has pollution control equipmentavailable and will assist with the clean-up of the surrounding sea area. If aspill is directly or indirectly attributable to the act or omission (whether or notnegligent) of the vessel, its Master, its Owner, its contractors,subcontractors,associated entities, actual or deemed servants or Agents, then withoutprejudice to the Conditions of Use of the Terminal Regulations, any fines forpollution of the sea as imposed by the Kingdom of Thailand shall be borneby the vessel’s Owner. This is in addition to actual clean-up costs invoicedby other parties and other costs associated with pollution investigation,prevention and control.

MEDICAL: Medical First Aid Equipment: Vessel’s medical first aidequipment, including oxygen-resuscitating apparatus, must be kept ready forimmediate use.Medical Assistance: Emergency treatment is available from the Terminal ona limited scale. Medevac by helicopter to Songkhla can be arranged forserious cases.

FRESH WATER: Not available.

FUEL: Not available.

REPAIRS: State of Readiness: While at the berth, the vessel must keepits main propulsion ready for immediate use at all times.

No repairs or work that will render the vessel unable to move under itsown power may be commenced without the prior consent of the Terminal.

REPATRIATION: Crew members cannot leave the vessel, except in casesof extreme urgency. A valid Passport is required. No crew changes arepermitted during the period a vessel is at the Terminal.

STORING: Not available.

GARBAGE DISPOSAL: There are no facilities available and it isexpressly forbidden to dump garbage.

WASTE OIL DISPOSAL: See ‘‘Pollution’’.

WEATHER: Weather Forecasting Services: Local weather forecastsfor thearea of the Terminal, both short term and long term, are issued daily at

0900 hrs. and 2100 hrs. The Terminal will provide the local forecast to offtakevessel Masters upon request.Tides, Currents, Wind, Weather and Seas: The Master is referred topublished sailing instructions for this area for information on winds, tides andcurrents (See ‘‘Location –Publications’’.Currents: Currents in the Gulf are generally weak and variable. During theN.E. Monsoon (October to May), wind-driven, mainly near shore surfacecurrents in the Gulf, circulate in a counter clockwise direction. These currentsare reversed by prevailing S.W. winds from June to September and developa clockwise flow. Current speeds of greater than 1.35 knots have beenreported in theN.E. Gulf, butaveragespeeds areusuallylessthan0.54 knots.Winds: The Gulf is fairly sheltered from winds of the two Monsoons, and asa result has a high percentage of calm to light conditions throughout the year.The direction of prevailing winds is determined by monsoonal activity. Duringthe S.W. Monsoon period (May and September), S.W. winds arepredominant. Wind direction is variable in October, and then during the N.E.Monsoon (October to January), winds are from North to East.

In February and March, the dominant wind direction is S.E. and in April,winds are again variable with the transition from the Winter to SummerMonsoons. Shelter from the Asian landmass has an effect on wind speeds

in the Gulf, such that during the N.E. Monsoon, wind speeds are lighter inthe North of the Gulf than in the South. In the S.W. Monsoon, light winds areless frequent in the North than in the South. Strong winds are more frequentduring the N.E. Monsoon than the S.W. Monsoon. In an average year, stormwinds may exceed 73 km./hr.

Typhoons, which can create wind speeds over 200 km./hr. are uncommonin the Gulf, in fact the occurrence of typhoons is less than once every10 years.Waves: Sea conditions are generally calm to slight in the sheltered conditionsof the Gulf. In February, when sea conditions are bad in the China Sea, thefrequency of sea waves less than 1.0 m. in height is more than 80%. It isreported that over an average year, most waves in the central Gulf were lessthan 2.0 m., with a period of about 5 seconds. Storm waves can reach 7.0 m.The greatest proportion of waves in the central Gulf region in an averageyear approached from the East to S.E. and from the West to S.W.Sea Water Temperature and Salinity: The average monthly surface seatemperatures in the central Gulfregion range from27.2␥C inJanuaryto 29.4␥Cin May and June. In general, surface salinities in the Gulf are between30.5 and 33 parts per thousand (ppt).

REGULATIONS: See ‘Terminal Manual’.

GENERAL: Alcohol and Drug Control: All visiting vessels must adhere toOCIMF guidelines concerning the control of alcohol and drugs forwatchkeeping personnel.

Non-compliance will result in a suspension of all operations until thesituation has been rectified.

All visiting vessels are cautioned that no alcoholic beverages mustbe givento Mooring Masters or any other member of the Terminal. Failure to complywith this regulation will result in termination of loading at once.Personal Protective Equipment (PPE): The Master of an offtake vessel shallensure that suitable personal protective equipment, including overalls, hardhats, footwear, hand gloves and eye wear is used by vessel’s crew while thevessel is engaged in operations at the Terminal.Berthing Alongside Export Vessel by Other Marine Craft: Other marine craftshall not lie alongside an offtake vessel while the vessel is loading cargo.

At other times, the Terminal may permit a craft to go alongside the vesselprovided that all cargo tank openings onboard the vessel, as well as similaropenings on the other craft, are securely closed and that no venting of cargotanks is taking place.

AUTHORITY: Operator: Head Office: Chevron Offshore (Thailand) Ltd.,

27th Floor, Suntowers Building B, 123 Vibhavadi-Rangsit Road, KwaengLadyao, Khet Jatujak, Bangkok 10900, Thailand. Tel: ␣66 (2) 618-1036.FAX: ␣66 (2) 618-1001. Email: [email protected] Contact: DudleyB. McDaniel, Operations Director (Mobile ␣ 66 (1) 849-8600).Terminal: Tel: Inmarsat 873-635685710. FAX: Inmarsat 873-635685711.Telex: Inmarsat 435685710.

BONGKOT TERMINAL: 08␥ 03' N 102␥ 20' E

LOCATION: Bongkot Terminal is located in the Gulf of Thailand.General Description: The terminal consists of the FSO ‘‘Bongkot FSO 1’’,30,000 d.w. tonnes, that is permanently moored to a single point mooring.Charts: BA Chart No. 3542.

PILOTAGE: Pilotage is compulsory and will be performed by the BongkotTerminal Mooring Master.

RESTRICTIONS: The terminal is closed for the berthing of vessels from1600 hrs. March to October, and from 1500 hrs. November to February untilsunrise.

Berthing is not allowed if the wind speed exceeds 20 knots and the waveheight exceeds 1.5 m.

Tankers using the terminal shall be less than 15 years old (vessels fittedwith segregated ballast and inert gas systems are preferred).

MAX. SIZE: Tankers up to 40,000 d.w. tonnes.

VHF: The terminal can be contacted on Channel 16, and works onChannel 6.

BERTHING: Depth at the terminal is 80.0 m.







THAILAND BONGKOT TERMINAL


CARGO HANDLING FACILITIES: The cargo is loaded through 28 in.hoses.Loading Rate: Max. loading rate is 13,000 bbls./hr.

BALLAST: Vessels arriving at the terminal are required to have on boardballast 40% of deadweight for conventional tankers, and 100% of deadweightfor segregated ballast tankers.

AUTHORITY: Operator: Head Office: PTT Exploration and ProductionPublic Co Ltd, PTTEP Office Building, 555 Vibhavadi Rangsit Road,Chatuchak, Bangkok 10900, Thailand. Tel: ␣66 (2) 936 2626.FAX: ␣66 (2) 936 2666 (Direct Fax: ␣66 (2) 936 2676).Telex: 20866 PTTEP. Contact: Duncan Armstrong, Senior LogisticsEngineer (Email: [email protected]). Bongkot Logistics/MarineSuperintendent (Tel: ␣66 (2) 936 3636, ext. 2504.Email: [email protected]).

CHONBURI: 13␥ 08' N 100␥ 49' E

LOCATION: Chonburi is located approximately 5 miles NW of Sriracha inthe Bight of Bangkok.Charts: BA Charts No. 986 and 1046.

DOCUMENTS: Vessels are required to present the following documentsprior to loading any hazardous cargoes:

IOPP CertificateCertificate of Fitness (Vessels carrying liquid bulk cargoes)Dangerous Cargo Manifest.

Also see ‘‘Sriracha –Part (A)’’.Arrival: All Masters of foreign vessels shall report the vessel’s arrival to theHarbour Master within 24 hours of anchoring or berthing.

MAX. SIZE: Tankers berthing at the port:Berth Deadweight Max. Draft (LLW)

No. (tonnes) (m.)(Max.) (M in.)

1 100,000 10,000 16.02 10,000 3,000 15.03 5,000 1,000 11.04 5,000 1,000 10.0

BERTHING: The port primarily handles tankers.Berth Length

No. (m.)1 80.02 40.03 30.04 30.0

Also see ‘‘Max. Size’’.

AIRPORT: Bangkok International Airport, 100 km.

AUTHORITY: Head Office: Thai Public Port, Harbour Department,1278 Yotha Road, Talardnoi, Samphanthawong District, Bangkok 10100,Thailand. Tel: ␣66 (2) 236 5058. FAX: ␣66 (2) 236 7248.Contact: Tawalyarat Onsira, Deputy Director General.Local Office: Thai Public Port Co Ltd, 120 Moo 3, Tha Thewawong

Sub-District, Ko Sichang District, Chon Buri Province 20120, Thailand.Tel: ␣66 3821 6389. FAX: ␣66 3821 6385. Contact: Port Director.

ERAWAN: 09␥ 06' N 101␥ 21' E (See Plan)

LOCATION: Erawan Terminal is situated in the central Gulf of Thailand,approximately 300 miles south of Bangkok.

The terminal co-ordinates are:SPM No. 1: Lat. 09␥ 05.35' N, Long. 101␥ 20.47' ESPM No. 2: Lat. 09␥ 04.31' N, Long. 101␥ 14.43' E.

Floating Storage and Offloading Unit (FSO): The FSO ‘‘Erawan’’ is amodified 87,000 tons tanker, yoke-moored on a custom built buoy securedto the sea bed.

The terminal’s operation and control centre, communications network andaccommodation facilities are housed onboard.

The unit is capable of simultaneously receiving produced stabilisedcondensate and of loading vessels secured alongside or in tandem from thebuoy at a maximum of 20,000 b.p.h.

Condensate is stored and off-loaded in a controlled, pressurised, inert gasenvironment and metered to vessels.Note: There is a stand-by SBM (No. 1) that is maintained for emergency use.Charts: British and American Charts and Publications referencing theterminal location are as follows:

British Admiralty Charts No. 3963 and 3983: Hlaem Kho Kwang to HlangSuan, and Hlaem Talum Phuk to Hlaem Mae Ramphung.

China Sea Pilot Volume 1.US Government Chart No. 93010: Gulf of Thailand.

DOCUMENTS: The following documents are required by port authoritiesfrom vessel’s Master, inwards on arrival:

5 General Manifests Inwards5 Ship’s Registers5 Inward Cargo Manifests5 Through Cargo Manifests

Safety Equipment Certificate (for inspection)Safety Construction Certificate (for inspection)Safety Radio Certificate (for inspection)Current Freeboard Survey Certificate (for inspection)

5 Derat CertificatesClearance Outward for Last Port (original)

5 Inward Cargo Manifests5 Crew Lists5 Passenger Lists5 Through Passenger Lists5 Crew and Passenger Declarations5 Lists of Deck Stores5 Lists of Engine Stores

5 Lists of Ship’s Equipment and Stores5 Lists of Provisions and Bonded Stores5 Lists of Arms, Ammunition and Restricted Drugs

Cargo Lifting Gear and Equipment Certificate (for inspection)5 Lists of Foreign Currency.

Note: This requirement for documents may vary.

Certification: Vessels will be expected to have all Trading Certificates validand from 1 July 1998, foreign trading vessels, a Document of Complianceand Safety Management Certificate to verify compliance with the ISM Code.

ARRIVAL: Arrival of Vessels: The terminal operates 24 hours dailythroughout the year, subject to prevailing weather. The terminal may becontacted via Unocal Thailand or directly via Inmarsat (IOR) Tel: 635132310,Fax: 635132311. Vessels will only be berthed alongside during daylighthours, but may be berthed at any time if tandem moored.

Berthing on Arrival: Vessels berthing on arrival will be boarded by theMooring Master in the anchorage area, or at a point advised by the TerminalManager or Mooring Master.

Thai Officials may board with Mooring Master.

Anchoring on Arrival: Vessels obliged or instructed to anchor should doso in the recommended anchorage. Anchoring time should be reported toTerminal Control as soon as is practicable thereafter.

Notice of Readiness: Vessels should tender Notice of Readiness:a) at the time of entering the anchorage area, if berthing on arrivalb) at the time of anchoring(if instructed to do so by theTerminalControl),

or entering the anchorage area if intending to driftc) or as directed by their Operators/Charterers.

Notice of Readiness will be accepted subject to the following conditions:1. The terminal is open.

2. The vessel arrived within loading range dates, and is nominated. Theterminal may under certain circumstances berth a vessel arrivingearlier than it’s nominated loading slot, subject to the non-prejudiceof another ship, and available cargo or berth.

3. The vessel has advised the terminal of the Estimated Time of Arrival(ETA), 72 hours, 48 hours and 24 hours prior to arrival, and thereafter,of any subsequent changes in her ETA of more than 2 hours.

4. The vessel fulfills all the obligations of the terminal regulations andSafety Check List, and is ready in all respects to berth and load thenominated cargo.

5. It is during the hours of daylight, considered to be from0600–1800 hrs. local time.

6. It is not a public holiday or Sunday unless the vessel is berthed onthat day.

7. The Safety Inspection has been completed satisfactorily.

Deductible Laytime:1. Manoeuvring time into the loading berth.2. Time required for deballasting, if not concurrent with undelayed

loading operations.

3. Time lost due to fault or failure of the vessel, including suspension ofloading for vessel’s purpose and or delays incurred due to failure toobserve terminal regulations.

APPROACHES: Approaches to the Terminal:

SPM No. 1:1. The terminal approach is through the company’s gas field restricted

zone via two approach channels, one from the south and the otherfrom the NE.

2. The southern approach channel is 2 miles wide at its narrowest point,and based on a line between Lat. 8␥ 45' N, Long. 101␥ 30' E, andLat. 9␥ 04' N, Long. 101␥ 25' E.

3. The north eastern channel is 2 miles wide at its narrowest point, andbased on a l ine joining Lat. 9␥ 14.5' N, Long. 101␥ 35' E, andLat. 9␥ 09' N, Long. 101␥ 32' E, and Lat. 9␥ 04' N, Long. 101␥ 25' E.

SPM No. 2 (FSO):1. The terminal approach is from the west of Long. 101␥ 08' E.2. When approaching from the north, all vessels should be west of

Long. 101␥ 08' E, when crossing Lat. 10␥ 00' N.3. When approaching from the south, all vessels should be west of

Long. 101␥ 08' E, when crossing Lat. 8␥ 20' N.4. Under no circumstances should a vessel approach the terminal from

the east between Lat. 10␥ 00' N and 8␥ 20' N.

Restricted Area: This covers the company’s gas fields in the area. Withinthis area, all activities, which could endanger the platforms or pipelines, areforbidden. For example, anchoring of vessels (outside designated areas),dredging, mechanical fishing (trolling and trawling), disposal of refuse, etc.

The area is bounded by lines joining the following reference points:Lat. Long.

9␥ 55' N 101␥ 10' E9␥ 55' N 101␥ 35' E8␥ 30' N 101␥ 10' E8␥ 30' N 101␥ 45' E9␥ 05' N 101␥ 45' E9␥ 05' N 101␥ 35' E

PILOTAGE: Pilotage within the terminal area is compulsory, except whenproceeding to anchor.

A Company Mooring Master will board all vessels scheduled to occupy theloading berth. Masters of the vessels must ensure that they are familiar with,and strictly observe all regulations, paying particular regard to those coveringsafe operations and pollution of the sea (by oil, dirty ballast, garbage, or anyother material).
















ERAWAN THAILAND


Mooring Masters:1. All Mooring Masters carry their own radios, but this does not exempt

the vessel from having operational marine VHF sets.2. Masters are reminded that Mooring Masters must be afforded

boarding facilities complying with accepted international standards,with regard to the vessel’s freeboard.

3. The assigned Mooring Master (or his relief) will remain onboard thevessel from the time of boarding until the vessel clears the berth.

4. Should a loaded vessel be returning to the anchorage, the MooringMaster will not necessarily anchor the vessel, (however, he may doso in certain circumstances). He will, however, remain aboard untilthe vessel clears the terminal area, or completes any documentationrequirements.

Term of Acceptance –Conditions of Entry: After boarding, the Mooring

Master will hand to the Master of the vessel a letter entitled ‘‘Conditions ofEntry into and Use of Erawan Terminal’’, in duplicate and the Master mustsign and return to the Mooring Master one copy before the Vessel movesfrom the boarding point.

This letter details the terms under which the Company accepts that vessel.

ANCHORAGES: Anchorage Areas:SPM No. 1: an area 1 mile in radius based on Lat. 9␥ 04' N, Long. 101␥ 25' E.SPM No. 2: an area 1 m il e i n radi us based on Lat. 9␥ 04.5' N,Long. 101␥ 10' E.

Should a Master decide to anchor in either of these areas, his attention isdrawn to the depth of water.

For the purpose of being ‘‘arrived’’, a vessel should proceed to within itsdesignated anchorage.Anchored Vessels:

1. Vessels should maintain a continuous 24-hour VHF radio listeningwatch on Channel 16 and Channel 17 for further advice or berthinginstructions from Terminal Control.

2. Shifting Anchorage: vessels required to vacate or re-anchor in therecommended anchorage should inform Terminal Control.

3. Lifeboats: except in an emergency, where ship’s personnel may be

required to abandon ship, vessels are not permitted to turn outlifeboats, or lower them to the water.

4. Refuse and Garbage: the dumping of refuse and garbage in the seawithin the restricted area is expressly forbidden.

Galley waste, and all other general garbage, should be containedonboard in a sanitary condition until the vessel clears the RestrictedArea. Masters are cautioned that fines will be incurred fornon-compliance.

5. Craft Alongside: no small craft, other than those on official business,will be allowed alongside, either in the anchorage, or in the loadingberth.

6. Loss of Anchor(s) and/or Anchor Cables: in the event that a vesselshould lose anchor(s) and/or anchor cable, Terminal Operations will,under no obligation, give assistance in attempts to recover them,subject to support vessel availability and terminal operationalrequirements. The terminal reserves the right to recover expenses soincurred.

The use of anchor marking buoys is recommended.

RESTRICTIONS: Vessel Size Restrictions:Alongside: Vessels of a max. LOA of 800 ft., and a minimum length suchthat two of the terminal fenders will lay alongside the parallel body, may berthat the terminal.

All vessels berthing alongside must maintain their deadweight below70,000 tons while at the terminal.Tandem: Vessels with a maximum deadweight of 130,000 tons.

The minimum acceptable lifting amount will be 10,000 barrels.Vessel’s Age: Vessels over 15 years of age will not be accepted unlessthey have previously loaded at the terminal, without incident, and are stillwith same Owners/Managers, or have a recent SIRE, or equivalent report,that is considered acceptable to the terminal.Inert Gas System: All vessels over 20,000 d.w. tonnes must be fitted witha fully operational inert gas system serving all cargo tanks.Pumping Rates:

Maximum for the terminal will be 20,000 bbls./hr.Minimum for the terminal will be 5,000 bbls./hr.Notwithstanding the above criteria, the terminal reserves the right to reject

any vessel, without explanation, that it considers unacceptable.Also see ‘‘Berthing –Operational Requirements’’.

MAX. SIZE: See ‘‘Restrictions’’.

RADIO: Standard Message required from Vessels:(aa) Name and call sign of vessel(bb) Flag, Classification Society and year built(cc) ETA in Local Time (GMT ␣ 7 hours)(dd) Owner/Manager and years with(ee) Summer deadweight and length overall(ff) Segregated or clean ballast. If clean, deballast time required(gg) Double sides, double bottom or double hull(hh) Nationality of Master, Officers and crew(ii) If any pollution incidents or port prohibitions in last 2 years(jj) Cargo requirements in barrels (GSV)(kk) Draft on arrival( ll) Last port(mm) Confirmation that all cargo tanks are inert with an oxygen content

below 8%.

Note: Any vessel whose last port was in Thailand, and which is unable togive full Notice of Arrival, should ask its Agent to contact Unocal’s ProductionOperations Department or the terminal, and give the above information priorto the vessel sailing.

TUGS:One service vessel with tug capability and equipped withpollution/detergent spraying and foam fire fighting systems available. There

are also two inflatable dinghies for use by the Mooring Master, for boarding,in suitable weather conditions.

BERTHING: Operational Requirements:1. The operations, including berthing, unberthing, deballasting, loading and

emergency operations shall be conducted in accordance with thefollowing:

(i) Company’s Terminal Regulations

(ii) Oil Companies International Marine Forum/International Chamberof Shipping (OCIMF/ICS), International Safety Guide for OilTankers and Terminals (ISGOTT) – latest edition

(iii) OCIMF/ICS–Ship to Ship Transfer Guide (Petroleum) latest edition(iv) OCIMF –Standards for Oil Tanker manifolds and associated

equipment.

2. Arrival Draft: Vessels must arriveat theCompany’s facilities on a suitabledraft and trim, compatible with safe manoeuvring.A guideline for suitable draft is provided by applying the following criteria:

(i) Moulded draft amidships (dm.) in metres to be not less thandm. ␦ 2.0 ␣ 0.02 L (length).

(ii) Trim by the stern not greater than 0.015 L (length).(iii) Propeller(s) fully immersed.

This guideline is in accordance with the requirements of the

‘‘International Conference on Marine Pollution, 1973’’,Regulation 13.Typically an approximate 25% Summer deadweight ballastcondition should normally achieve these criteria.

(iv) The terminal reserves the right to request Master to amend theirarrival draft,if such draft is deemedto interferewithsafeoperations.

(v) Use of Anchors: Use of a vessel’s anchors in the loading berthsis not permitted. Vessels scheduled to load should have bothanchors cleared away ready for emergency use. To preventaccidental release, the cable stoppers should be utilised untiladvised to the contrary by the Mooring Master.

(vi) Mooring and Hose Handling: Equipment supplied by the terminalshall be taken on board using the terminal lifting gear. Vessel’spersonnel must be available to take the equipment on board andcarry out mooring and hose handling duties as advised by theMooring Master.

(vii) Should the Mooring Master, during tandem mooring,pilot thevesselfrom the fo’c’sle; it is expected that the Chief Officer will be onstand-by there with suitable communications to the bridge.

(viii) The Vessel Questionnaire, supplied by the terminal, is to becompleted by all vessels requested to do so.

3. State of Readiness:(i) Main engines and essential machinery must be maintained in a

state of readiness, which will permit immediate unberthing in anemergency situation.No main engine repairs are allowed whilst vessels are secured inthe loading berth. Steam turbine engine vessels should engage themain turbine turning gear.

(ii) A vessel may be required to vacate a berth, should the MooringMaster consider that conditions so warrant.

(ii i) Adequate vessel personnel are to be available for allloading/deballasting operations and any emergency situation. AnOfficer must be on duty and available at all times.

(iv) Terminal personnel will normally board the vessel after berthing toadvise on loading hose connection.

(v) While tandem moored, a continuous watch should be maintainedon the vessel’s fo’c’sle.

Mooring at the Terminal:(i) The use of tug(s) is the Mooring Master’s or Terminal Manager’s

decision. Their movement and use is co-ordinated by the MooringMaster, in agreement with the vessel’s Master, all in accordance withAppendix ‘A’ (Not reproduced).

(ii) Vessels scheduled to berth at the terminal will normally berth port sidealongside or bow-to-bow in tandem.All mooring and unmooring operations at the terminal will beaccomplished using tug(s).

(iii) Should starboard side alongside berthing be required, the vessel’sMaster will be afforded adequate advance notice to prepare.

(iv) Mooring alongside the terminal:(a) Initial mooring lines will be passed to the terminal by messengers

passed to the vessel using a line throwing gun.Mooring will be as the plan agreed between Mooring Master andthe vessel’s Master.

(b) Allmooring wires used must have syntheticropetailswitha breakingstrength at least 20% greater than the breaking load of wires towhich they are attached.

(c) Standard mooring consists of 5 head lines, 2 springs and 4 sternlines and 2 springs.

(d) Adjustment of mooring lines must only be undertaken in thepresence of the Mooring Master.Indiscriminate working of moorings may cause damage to both thevessel and the terminal.

(e) Vessels fitted with tension winches must have them on ‘‘ManualBrake’’, when secured alongside.

(v) The close-alongside derrick should be topped, rigged and securedinboard during berthing/unberthing operations.

(vi) Loading Hoses:(a) 28 in. hose strings, with 150 ANSI flanges, are available for

loading condensate.(b) Advice on connecting loading hoses is given by terminal personnel.

(vii) Mooring in Tandem at the Terminal:(a) Vessels should have ready, on the fo’c’sle, a rope of at least 8 in.

circumference and500 ft. lengthto be used to connect to thehawserpick-up line.

(b) The terminal uses either a single 17 in. hawser with 76 mm. chafechain or a 14 in. hawser with 54 mm. chain.

(viii) Loading Hose:(a) Loading will be via a single 16 in. hose string that will be connected

to the vessel’s port manifold.(b) Vessels will require a crane or derrick with a minimum SWL 10 tons

to lift the hose on board.



THAILAND ERAWAN


(ix) For tandem mooring, the port side derrick will be used.(x) Special Requirements for Vessel’s Loading at the terminal:

(a) The vessel’s deck fire water main should be kept pressurised tonormal operating pressure at all times.

(b) Two foam-making branches on hoses should be laid out forwardand aft, adjacent to the loading manifolds, and be maintained readyfor immediate use.

MEDICAL: Medical facilities are only available in an emergency.

CARGO OPERATIONS:

(i) Masters are required to maintain their vessel in a safe operatingcondition. The vessel’s arrival freeboard must not be exceeded, anddeballasting controlled accordingly.

(ii) 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 tobe discharged. They will then deballast and on completion of deballastingwill resume loading.Segregation of ballast water and oil cargo is the responsibility of thevessel’s Master. The Company accepts no responsibility for anyco-mingling of oil and water.

(iii) Masters of vessels are cautioned that no facilities exist which allowexcess loaded cargo to be pumped back to the terminal.The Company is not responsible for overloading any vessel under anycircumstances.It is the loading vessel Master’s responsibility to stopcargo on completionof loading, in accordance with procedure given in (vi).Adequate provisionshould be made to receive a minimal ‘‘overrun’’ of condensate after the‘‘stop’’ has been requested, whilst loading pumps stop and valves close.

(iv) Loading hoses are regularly pressure tested to ensure their integrity.The vessel’s manifold valves should remain closed until the MooringMaster requests the vessel’s personnel to open them.

(v) Good communications between the vessel and Terminal Control areessential. The Mooring Master will carry a hand-held radio to facilitatecommunication 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 mustbe maintained on Channel 17.Clear and concise operational advice from the vessel is requested,especially when changing over tanks and when stopping cargo. Theterminalrequestsa minimum of 15 minutes noticeprior toeither a changeof pumping rate or cessation of loading.Under no circumstances should the loading vessel valves be closedagainst the terminal loading pumps.

(vi) Completing Cargo Loading –Stop Procedure: Vessel to terminalnotification required as follows:

15 minutes notice ‘‘Standby to stop loading’’‘‘Slow down to (state thousands of bbls./hr.)’’

5 minutes ‘‘Standby’’ to stop. Second advice volume aboard.‘‘Stop loading’’.

(vii) Masters are advised that a prolonged slow loading rate (5,000 b.p.h. orless) is unacceptable, due to the operational constraints of the terminalcondensate metering system.

BALLAST: Ballast Discharge and Pollution Control:(i) The discharge of bilges or dirty ballast water from crude oil vessels intothe Gulf of Thailand is strictly prohibited. Acceptance and treatment ofdirty ballast is not available.Vessels must arrive with clean ballast only for discharge to the sea. Byclean ballast, it is meant that ballast in a tank which, since oil was lastcarried therein, has been so cleaned that effluent therefrom, if it weredischarged into clean calm water on a clear day, would not producetraces of oil on the surface of the water or on adjoining shorelines, orcause a sludge or emulsion to be deposited beneath the surface of thewater or upon adjoining shorelines.

(ii) Vessels presented for loading, which cannot comply with therequirementsof (i)above andhave to retainballaston board,are advisedthat any deadfreight so incurred will be for the vessel’s account.

(iii) Ship’s Bilges: Ships should arrive at the terminal with bilges pumpedempty. Any residues accumulating whilst the vessel is in port should beretained on board.Heavy fines will be incurred by vessels discharging oil or oil pollutedwater whilst at the terminal.

FRESH WATER: Not available.FUEL: Not available.

REPAIRS: No facilities.

TIME: GMT plus 7 hours.

SHORE LEAVE: Shore leave for visiting vessel’s personnel is notpermitted. Vessel’s personnel may pass through the terminal in anemergency, when special arrangements can be made through the vessel’sAgent, in conjunction with the Terminal Manager.

GENERAL: Customs Clearance: Customs clearance inward andoutward will be the responsibility of the vessel’s Agents. Terminal and othercharges will be paid by vessel’s Agents. Loading may not be commenced ifpayment of charges has not been effected.Bill of Lading Documents: The terminal will prepare all the necessarydocumentation required for the particular cargo parcels loaded on the vessel(Bill of lading, Cargo Manifest, Quality and Quantity Report, Certificate orOrigin and Tanker Time and Loading Report).

These documents will be prepared in advance to enable Early DepartureProcedures to be adopted.

Non-compliance with procedures could incur delays to the vessel’saccountwhile papers are being completed.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 to issue a Note of Protest,for whatever reason, he should do so on the vessel’s headed paper andappend the vessel’s stamp. The Master’s name should be printed or typedbeneath his signature.

Vessel’s Agent: All the vessel’s business, including Cargo and CustomsDocumentation and the shipping documents, will be conducted by thevessel’s Agent.

SHIPMASTER’S REPORT: March 1993 (Updated 1996).Location: Erawan Terminal (Floating Storage Unit), operated by UnocalThailand, is situated in the Central Gulf of Thailand, approximately 300 milesSouth of Bangkok in position Lat. 09␥ 05.35' N., Long. 101␥ 20.47' E.Documents: When coming from a port in Thailand, no documents required,only Port Clearance from last port. Otherwise all documents to be dealt withas under Sriracha, Thailand.Pilotage: Compulsory. Berthing Master will board vessel in or near exporttanker anchorage.Anchorage: The anchorage is an area of 1 mile radius, centred onLat. 09␥ 04' N, Long. 101␥ 25' E. Water depth is approximately 200 ft.

Approaches: The terminal approach is through the Unocal’s gasfieldsrestricted zone via two approach channels, one from the south and the otherfrom the east.

a) TheSouthernApproachChannelis 2 mileswide at itsnarrowestpoint,and based on a line between Lat. 08␥ 45' N, Long. 101␥ 30.0' E andLat. 09␥ 04' N, Long. 101␥ 25' E.

b) The Eastern Approach Channel is 2 miles wide at its narrowest pointand based on a line joining Lat. 09␥ 14.5' N, Long. 101␥ 35' E andLat. 09␥ 09' N, Long. 101␥ 32' E and Lat. 09␥ 04' N, Long. 101␥ 25' E.

Currents: Currents in the area are predominately SE’ly and seldom exceed1 knot.Restrictions: Berthing daylight only. Max. wind speed 25 knots. Unberthingday and night.Max. Size: LOA 250 m. Export tanker fullest displacement when alongside‘‘FSU Erawan’’, not to exceed 70,000 tonnes.Radio: 72 hours prior to arrival at the Unocal Field, vessels should adviseUnocal Thailand of their ETA. Advice should be sent by cable via BangkokRadio, Telex: 82632 UNOCAL TH, Fax:␣66 (2) 541 1436 or Tel:␣66 (2)541 1970.

Notice of Arrival should state:1. name of vessel and call sign2. ETA in GMT and date3. cargo requirements4. deballasting time required5. maximum loading rate6. vessel’s draft on arrival7. if there is any sickness aboard or clean Bill of Health8. last port of call9. any hull, bulkhead, valve or pipeline leaks on vessel, which could affect

loading or cause pollution10. distance in feet from bow to the cargo manifold11. flange dimensions of vessel’s manifold, if not ANSI B 76.5, B 1560,

ASA 150 or equivalent12. confirmation that all cargo tanks are inert with oxygen below 8%, and

inert gas systems are fully operational13. is there a derrick/crane at the port manifold, with a minimum safe

working load of 10 tons.

All communications should be addressed to Section Head Gas and

Condensate Sales, with copy to Manager FSU and Marine Control SLQ. Anupdated ETA should be sent 48 hours and again 24 hours prior to arrival atthe Unocal field.

Vessels whose last port was in Thailand, and unable to give full Notice ofArrival, should have their Agent contact the Unocal Company or terminal andgive their ETA prior to sailing.VHF: First contact to be made on Channel 16, working on Channel 17 with‘‘FSU Erawan’’.Radar: On approach, when 1 mile off ‘‘FSU Erawan’’, radars have to beswitched off.Tugs: One supply vessel ‘‘Smit Belait’’ available. It will bring Pilot andLoading Master on board, and assist in mooring. It will make fast with onetugline on starboard bow.

During unberthing, tug will pull the head of ‘‘FSU Erawan’’ away from thetanker.Tankers: 28 in. hoses to be connected on port manifold. Loading rateapproximately 3,000 cu.m./hr.

On arrival, oxygen % content of all tanks will be measured. API of ErawanCondensate is 57.0.Repairs: Not allowed, engines to be kept on short notice.

Time: GMT plus 7 hours throughout the year.AUTHORITY: Unocal Thailand Ltd, 5th Floor, Tower III, SCB Park Plaza(East Building), 19 Ratchadapisek Road, Chatuchak, Bangkok 10900,Thailand. Tel: ␣66 (2) 545 5555. Telex: 82632 UNOCAL TH. FAX: ␣66 (2)545 5554. Conta ct: Captain Michael E Harris, FSO Manager (Fax: ␣66 (2)937 9998. Email: [email protected]).

KANTANG: 07␥ 25' N 99␥ 31' E

SHIPMASTER’S REPORT: April 1982.

PORT LIMITS: Vessels anchored in the bay between Ko Talibing and KoLiang Hnua are considered to be ‘‘arrived ships’’.

DOCUMENTS:6 Crew Lists.4 Passenger Lists.2 Stores Lists (including dangerous drugs, explosives, bonded items, ship’s

wireless sets, TV, radio, etc.).2 Personal Property Declaration.2 Cargo Manifests.

ARRIVAL: No large scale chart is available. The only chart available isB.A. Chart No. 3942.

Keep well clear of Light Ko Liang and after passing Ko Liang Hnua on thestarboard side keep equidistant from Ko Talibing and Ko Liang Hnua. Depthof water is about 10 m. up to Ko Liang Hnua Point (bearing 190␥4 milesapprox.). This place is good for anchoring.








KANTANG THAILAND


While going up and down river, there is a Customs check post at the mouthof theriverand thevessel hasto stop forCustomscheck andsignthe register.

The maximum depth in the river at high water is about 5.5 m. at Springsand as low as 3.5 m. at Neaps.

The loading should be restricted as per the tidal conditions.

PILOTAGE: Not compulsory.Due to shallow waters and absence of chart it is recommended to take

the services of the local Pilot, though he speaks only local language. Pilotagedistance is about 15 miles up the river.

Pilot boards at the anchorage and takes the vessel up to Kantang. Berthingis also done by him, but it is recommended that the Master does this himself.

HEALTH: No Port Health Officer available. Hence Free Pratique notrequired.

RADIO: No way of communicating with the port from vessel. ETAs, etc.

should be sent from the previous port by cable. On receipt of the ETA thelocal Agents will arrange berthing, etc.

VHF: Not available.

BERTHING: Berth is approximately 140 m. length. Hand leadline soundingat berth indicated depths minimum 10 ft. and maximum 16.5 ft. at low waterand minimum 16 ft. and maximum 22.5 ft. at high water.

While the vessel is being loaded it sits on the bottom at low tide and againfloats at high tide. The ground is soft sand. Since the vessel is not afloat atall times the cargo calculations and distribution should be accurate.

The main exports are cement in bags, fish meal and rubber in pellets whichis mainly exported in LASH barges. The barges are loaded once a month.Generally half the wharf is occupied by LASH barges.

One oil berth also available. Small tankers with about 4 m. draft can goalongside.

CRANES: One mobile crane of 5 ton capacity is available. Priority given toloading LASH barges.

FRESH WATER: Available. Supplied by a small boat of 4 tons capacity.

FUEL: High speed diesel is available. Price is very high.

CONSULS: No consulates or embassies.

REPAIRS: Small repairs can be effected.

GANGWAY/DECK WATCHMEN: Recommended.

OPENING/CLOSING HATCHES: MacGregor hatches opened andclosed by crew.

CUSTOMS ALLOWANCES: 200 cigarettes and 1 bottle of spirits.

CARGO GEAR: Supplied by the Stevedores.

REPATRIATION: No crew changes possible.

TELEPHONES: Trunk calls can be made from the main TelephoneExchange. Sometimes delays up to 1 hour is normal.

GENERAL: Stores: No ship chandler. Market is very close to the berthwhere fresh vegetables, pork, fish, beef and chicken available. No muttonavailable but live goats can be purchased.

KHANOM: 09␥ 12' N 99␥ 54' E (See Plan)

SHIPMASTER’S REPORT: October 1988.

LOCATION: Khanom, Nakorn Si Thammarat (Sumpun Mining Wharf).

DOCUMENTS: Same documents as Bangkok.

PILOTAGE: Not available. Wharf Foreman will board at anchorage and willgive berthing advice.

ANCHORAGES: Lat. 09␥ 12' N., Long. 99␥ 54' E.

MAX. SIZE: New jetty: 25,000 d.w.t. Draft 9.0 m. – 9.5 m.Old jetty: 15,000 d.w.t. Draft 8.5 m.

TUGS: None available. Small boat assists with running lines.

BERTHING: New Jetty: Vessel is moored to 6 buoys (3 forward and 3 aft)and is kept 3.0 m. off the jetty. Vessel is to be equipped with 6 lines of atleast 240 m. length each.

CARGO OPERATIONS: Loading: One belt conveyor for loading gypsumin bulk, rate 500 – 550 tonnes per hour.Shifting: Good co-operation required with Foreman as vessel had to shift3 or 4 times for each hatch.Trimming: By small bulldozer, weight 2,000 kg.

SHIPMASTER’S REPORT: March 1993.

OVERVIEW: Vessel anchored 1.0 nautical miles off the berth in 9.0 m.(C.D.).

Pilot available.Vessel boarded at anchorage by Agent, Pilot and his assistant. Agenttakes

all paperwork, no authorities boarded. Pilot gives advice/information onberthing and suggested loading sequence. However, we decided on actualsequence.

On berthing, Pilot boards with assistant and Port Supervisor. Pilot onbridge, assistant aft and Supervisor forward, to assist with advice on ropes.Six mooring lines to be 280 m. long, and 2 to be 220 m. long. Anchor is alsoused on approach (up to 5 shackles paid out during shifting and 3 shackleson berthing).

To obtain required length of lines, either join two lines together or cut upolder lines to obtain length. We joined section of old line plus 22 mm. 35 m.wires, which had eyes each end (footwires used for log lashing). This wassuccessful. This enabled lines to be kept on tension winches, it would bedifficult if drum ends had to be used for shifting, i.e. 2 mooring lines joined

together would not fit onto drums of tension winches.When shifting ship, the Supervisor attends on bridge to assist/advise. Hewas very experienced and proved invaluable.

Loading by single loader, which can swing enough to load one hatch ofthis vessel’s beam. It can also stretch or retract. Loading rate up to800 tonnes/hr. Max. allowable air draft is 11.5 m.

Depth of water: There is a depth marker on quay. However,sounding roundis advisable. Said to be vessel always afloat at 9.0 m. draft – load to max.draft 9.5 m.

Ships soundings approximately 15 cm. higher than scale, which is closerinshore. Lowest low water 8.7 m., heights vary from 0.6 m. to 1.7 m. aboveLLW. Using tables for heights at Pak Phun, supplied by Pilot. Depths canbe difficult to ascertain, due to 1.0 m. to 2.0 m. sea running at times. Checkshore scale every hour and sound round each H.W. and L.W. Bottom softmud and sand. Caution recommended with regard to waterdepths,no degreeof certainty.

Fresh water is available from shore, using ship’s hoses, but very slow.There are 2 boats available to run lines and a small tug stands-by for

mooring and unmooring, though not very powerful. We used tug’s line forunberthing.

Loading operations ran very smoothly. Loaded last 2,000 tonnes on risingtide.

Ship’s particulars: 15,832 g.t.; LOA 167 m.; beam 26 m.; Summer draft

9.50 m.We loaded, on this occasion, to even keel draft of 9.40 m. (approx.24,800 tonnes gypsum). Shore scale read 10.25 m. depth alongside quay(vessel 10.4 m., i.e. 1.0 m. UKC).

Vessel can lie alongside in good to fair conditions, but should be held offquay 2.0 m. –3.0 m. in moderate to rough conditions.

SHIPMASTER’S REPORT: September 1993.

OVERVIEW: Vessel:D.W.T.:LOA:

29,432 tonnes.180 m.

Beam:Cargo Loaded:Final Draft:

23.1 m.24,844 tonnes.Forward 9.75 m.Aft 9.76 m.

Berth: Gypsum Berth No. 2: Position Lat. 09␥ 12.3' N., Long. 99␥ 53.2' E.Gypsum berth is situated at South end of Laem Na Than, about 2.0 miles

S.S.E. of the town of Khanom. There are two jetties, No. 1 is theSouthernmost and older. The following remarks refer to Jetty No. 2. A third

jetty is planned to the N.W. of Jetty No. 2.Gypsum is quarried about 200 km. away and brought by road in 25 ton

lorries to be stockpiled near the berth. It is moved from the stockpile to theconveyor in 16 ton lorries. Counting lorries seems to be the only means ofmeasurement.

Ships are moored to buoys off the jetty and are loaded via a fixed conveyor.The ship has to be shifted to load each hold. The final load is done on therising tide, and the ship must sail immediately.Chart: Largest scale chart available is B.A. 3963 (Laem Kho Kwang to LangSuan) to a scale of 1:240,000. All positions refer to this chart.

DOCUMENTS: Agent, Pilot, Loading Master, Foreman and Draft Surveyorboard at anchor.

The Agent deals with formalities and requires the following documents:Crew List.Crew Effects Declaration.Stores and Bond List.Passenger List.Arms List.

List of Arrival and Departure dates at the last few ports.One copy of each list was sufficient. Bonded Stores were not sealed orexamined.

APPROACHES: From S.E., make for position Lat. 09␥ 12.0' N.,Long. 100␥ 00.0' E., reducing speed after crossing the 20 m. contour. Theheadland of Laem Kho Kwang, at about Lat. 09␥ 00' N., Long. 99␥ 56' E., isconspicuous on radar and helps to check position.

Laem Na Than consists of a series of very steep wooded hills, droppingsheer into the sea. The hill at the South end is conspicuous as the coastSouth from there is low and fringed with a beach, where the town of Ban NaDan is shown on the chart.

The berth is very hard to see as the gypsum stockpiles are hidden behinda wooded hill, and the two jetties are very small. The first thing we saw wasa ship at anchor off the berth.

Contact the Pilot on VHF Channel 16.When about 7 miles from Laem Na Than, bring the South end of the

headland onto a bearing of 273␥T and steer to make good a course of 273␥T.This course passes 7 cables South of the wreck charted in position about

Lat. 09␥ 12.8' N., Long. 99␥ 56.1' E. This wreck was not visible. It is supposedto be the remains of a wooden fishing boat and the fishermen say it has now

vanished.The rising tide sets to the North, and the ebb runs to the South.Watch the bearing of the South hill of Laem Na Than carefully as the tidal

streams set the ship quite strongly North or South of her course. The seabed shelves gradually and evenly. After passing the position of the wreck,come more to the North and anchor about 1.5 miles East of JettyNo. 2 (North).

MAX. SIZE: There are no tide tables for the port. The Pilot uses Thai tidetables for Ko Prap to the North, and Pak Phun to the South, and interpolatesbetween them. The final loading is planned using readings taken from thetide gauge on the jetty.

We were told that zero on the tide gauge is about 0.8 m. above the seabed. Soundings from the ship indicated that the water was a little shallower,about 0.4 m. deeper than the tide gauge. The depths increase immediatelyto seaward of the berth.

The policy is to stop loading when draft reaches 9.0 m., then on the floodtide top-off to about 0.2 m. less than the tide gauge reading, with a maximumsailing draft of 9.8 m.

BERTHING: As the tide was flooding, we berthed heading South. The shipwill require 3, preferably 4, ropes each end, of at least 380 m. Two normal

200 m. mooring ropes should be lashed together eye to eye. Shackles arenot suitable as the connection has to pass round winch drums. A total of 16,minimum 14, good mooring ropes are therefore required.

The Pilot was very good. An assistant is stationed at bow and stern toadvise on moorings. One tug of 1,500 h.p. is available. This is an oldsea-going tug and not very manoeuvrable, but pushes as required. Threelineboats of about 250 h.p. are in attendance.

The offshore anchor is let go after clearing the buoys astern. When inposition, up to 7 shackles will have been paid out.





THAILAND KHANOM


Four long lines are run to buoys at each end, 2 to seaward and 2 more orless ahead and astern, but slightly to seaward, two as breast ropes inshoreof the jetty. After warping into position, 2 additional breast ropes are run outparallel. These can be single 200 m. lengths, but it is advisable to preparelonger lines if possible (See ‘‘Plan’’).

The ship is positioned about 3.0 m. off the jetty, ready to load.Berth No. 1: Berth No. 1 is the older, at the South end of the area. It is usedby smaller ships that frequently shift to Berth No. 2 to top-off.

Berth No. 2 is about 30 m. long, aligned about 357 ␥ –177␥, and connectedto the shore by a trestle about 200 m. long on an alignment of about087␥–267␥. The position of the head of the jetty is about Lat. 09 ␥ 12.4' N.,Long. 99␥ 53.2' E. by GPS after applying corrections.

The jetty is of steel pile construction, its seaward face festooned with arandom assortment of truck and tractor tyres. The ship must not lie againstit. Occasionally during shifting, light contact was made. The berth is totally

exposed to seaward, and during the N.E. Monsoon, ships are apparentlythrown against it. Every Winter, the jetty has to be repaired. Judging by itsappearance, repairs are in arrears.

CARGO OPERATIONS: Gypsum is tipped into a hopper at the landwardend of the jetty, and conveyed to the ship. The final stage of the belt is atelescopic and swivelling arm, that has a limited amount of range over thehatch. Max. airdraft is 12.5 m., or 11.5 m. during the N.E. Monsoon.Max. loading rate is about 800 t.p.h. Stowage factor is around 30 cu.ft./ton.No attempt is made to trim level with the loading arm. Instead, when eachhatch is finished, a small bulldozer is hoisted in to trim level. The ship’scranes or derricks must be used for this. The bulldozer weighs about 3 tons.

The loading plan must be made out to reduce shifting to the minimum, butthe shallow water and limited airdraft make deballasting difficult. When thedraft reaches 9.0 m., loading will be stopped and the ship shifted to bring themidship hatch under the loader. As the tide rises, cargo will be loaded intothis hatch until the final draft is reached. There is no opportunity to adjustfore and aft trim, so unless the cargo can be loaded exactly on the Centreof Flotation, the trimming effect must be allowed for at the earlier stop. Theship must sail before high water, and time must be allowed for the bulldozer

to finish the last hold.Cargo figures are calculated by draft survey.Departure: Tugs and lineboats ease the ship away from the jetty, helpedby the anchor and No. 1 stern line. After this is let go, the ship is very hardto turn as she is so near the bottom. To seek the deepest water, steer tomake good course 093␥T, keeping the old jetty at the South end of Laem NaThan bearing 273␥T, as described for approach. Maintain dead slow untilsoundings indicate adequate under-keel clearance. After passing positionLat. 90␥ 12.0' N., Long. 100␥ 00.0' E., the depth is great enough to ring fullaway and proceed on passage.

SHORE LEAVE: No restrictions, and no passes needed. However, theship must be shifted every few hours, so sufficient crew must be kept aboardto handle 8 ropes and the cable. If the ship’s brow is used, it must beconstantly attended as the vessel is not alongside. The Agent said that theplant would provide a launch to the seaward accommodation ladder, but welanded personnel using ship’s cranes. Shore officials board and leave byscrambling along the (moving) conveyor belt.

GENERAL: The Pilots and Loading Masters seemed very competent andapart from the shifting, all went well. There was no unauthorised boardingand pilfering. A Supervisor stays aboard during the load, and the

2 Pilots/Loading Masters stay for the last 24 hours.The weather was calm. However during one squall, the ship sheered badly

and the cable had to be hove in to keep ship off the jetty. During the N.E.Monsoon, I do not think this could be described as a safe berth. There areadditional buoys to seaward near the No. 1 buoys fore and aft, which can beused to double up on moorings in the Monsoon.No stores are available, and we were told there were no medical facilities,though there is presumably something at Surat Thani, about 1.5 hours driveaway.

The Agent and Pilots were all provided by the Charterer.

SHIPMASTER’S REPORT: December 1993.

OVERVIEW: Berth: Gypsum berth (Lat. 09␥ 12' N., Long. 99␥ 53' E.).

DOCUMENTS: Clearance is carried out by the Agent who takes all therequired papers to the officials ashore.

APPROACHES: The wreck in position Lat. 09␥ 12.8' N.,Long. 99␥ 56.1' E.has been reported by local fishermen to the Pilot as non-existent. However,

the Pilot advises that it is best to keep clear.A gas pipeline is reported to have been laid from Khanom Power Station(Approx. position Lat. 09␥ 14.3' N., Long. 99␥ 52.1' E.) in an Easterlydirectionto the gas fields. It is therefore not recommended to anchor North ofLat. 09␥ 12.5' N.

The Power Station is of recent construction and is reported to supply alarge area.

ANCHORAGES: Vessels are advised to anchor in position 1.5 miles Eastof the jetty and South of Lat. 09␥ 12.5' N. This was found to be a goodanchorage with 6 shackles in about 12.0 m.

RADIO: Communications should be through the Agents, and afteranchoring, a continuous watch should be kept on VHF Channel 16. The Pilotand local representative are equipped with VHF walkie-talkies which theyuse to contact vessels at anchor.

No continuous watch is kept ashore.

BERTHING: The gypsum loading facility (See ‘‘Plan’’) is privately ownedand consists of 2 jetties on steel piles and a small quay built out from LaemNa Than for the loading of natural crude rock gypsum in bulk.Jetty No. 1: Jetty No. 1 extends about 40 m. from the South side of the Point,providing a berth 70 m. long. It is concrete topped on steel piles with2 fendered dolphins, one close East and one close West of the berth forprotection. It can handle vessels up to about 8,000 d.w.t. with a max. draftof 7.8 m. forward and 8.6 m. aft.

Larger vessels may start loading on this berth and then move toBerth No. 2 to complete.

The loader on this berth is able to move through the 70 m. length of theberth, so shifting vessels between hold runs is not required.

Airdraft on this berth is estimated to be about 8.0 m.

Jetty No. 2: Jetty No. 2 is a ‘T’ jetty extending about 200 m. East of the Point,on steel piles of rather fragile construction. The original square end (35 m.wide) is well fendered with used tyres and now slightly rounded at the endsdue to contact with vessels.

It was noted on berthing that a steel bracket on the Southern end of the jetty had previously been fractured.

This berth can handle vessels up to 190 m. LOA and 31 m. beam, loadingto a max. draft of 9.2 m. at low water and 9.8 m. at high water.

The jetty supports a fixed loader which can swing through an arc of about20 m. over the vessel with an outreach of about 18 m.

Max. airdraft is 11.0 m.It is necessary to shift the vessel between runs for access to each hold.

Mooring: Mooring at both berths is to buoys with the offshore anchor usedand starboard side to at Jetty No. 1 and portside to at Jetty No. 2.

Mooring at Jetty No. 2: Two Pilots and the Supervisor board with the Agentat the anchorage.OnePilotand theSupervisortake stations fore andaft to advise theOfficers

and ratings of the mooring arrangements and also take charge of the mooringoperations.

It is necessary to have a minimum of 6 mooring lines at each end, 2 ofwhich are joined end to end with 2 other ropes with shackles, if available, orlashings.

Approach is made either from the South on light draft, about 200 m. Eastof the jetty, or from the East passing North of the outer Southern buoys andthe starboard anchor is let go when the outer buoys are in line with the bow.

Mooring lines are passed to the mooring buoys by 3 mooring boats andthe vessel is moved into position by heaving on the moorings and the anchoris slacked away to about 7 or 8 shackles.

A tug of 1,500 h.p. assists as required.The vessel is finally moored about 1.0 m. –3.0 m. off the end of the jetty,

heading North.The Pilots have a set procedure for running the lines, and if this is followed,

it is an efficient operation.

Shifting Ship: Shifting ship between holds is supervised by a Pilot andSupervisor who remain on board throughout loading and oversee all aspectsof the operation.

If the set procedure is followed, the shifting is efficiently carried out withoutthe assistance of main engines.Weather: During the N.E. Monsoon, there is a continuous low swell causingthe vessel to roll alongside.

The wind speed is watched carefully and the Pilot will not take vesselsalongside in winds above 15 –20 knots, and if wind speeds are expected toexceed 20 knots for a period, vessels will leave the berth and wait at anchor.

During this season, it is not unusual for a number of vessels to be anchoredwaiting to load.

It is reported that during the S.W. Monsoon all is peace and tranquility.Tide: The tide is reported to be about 1.0 m. rise and fall.

There is a tide gauge on the South side of Jetty No. 2, and the ship’sofficers are requested to record the level hourly whilst alongside. Thepreviousday’s readings areused to predict thefinalday’shigh tide in order to completeloading on a rising tide to load the maximum cargo.Depth: The Pilot reported that an allowance of 0.8 m. is made for themaximum drafts allowed.

This vessel sailed at 9.83 m. and a minimum depth under-keel of 0.7 m.was recorded, giving a total depth of 10.53 m. The tide gauge was reading10.6 m., but with swell, this was not an acurate reading.

It is reported that thetide gauge depth coversthe whole area offthe EasternJetty. However, on the first approach to the berth from the South, a patch0.4 m. less water was noted during the approach.Cargo: Natural crude rock gypsum is mined some 180 km. inland and isbrought to Khanom by lorry convoys and is stockpiled ashore in the open,so it is usually wet from rain.

The rock varies in size from about 15 cm. to dust and is brought from thestockpile to the loading hopper ashore by lorry and then to the vessel byconveyor belt.

A loading rate of 732 tonnes per hour was achieved for 35,000 tonnesloaded.

Stowage factor is quoted as about 30 cu.ft./tonne.All stages of loading are supervised by the Pilot, who remains on board

throughout and will modify the vessel’s loading and ballast programmeaccording to the tide conditions and to minimise shifting of the vessel andmaximise cargo lifted.

MEDICAL: Medical attention is available for minor ailments locally and formore major problems at Surat Thani.

FRESH WATER: Not available, so it is advisable to arrive with plenty,especially in the N.E. Monsoon, when long delays are possible.

REPATRIATION: Vessel was advised before arrival that repatriation wasnot very practical and any crew changes should be arranged at ports beforeor after Khanom.


GENERAL: Provisions and bonded stores are available, but prices are high.Bonded stores in particular are more than double average prices elsewhere.

Immobilisation of the main engine is not to be recommended, especiallyduring the N.E. Monsoon.

Sheltered anchorage can be obtained in position Lat. 09␥ 24' N.,Long. 99␥ 53.5' E., in the lee of Ko Samui, and the Pilot advises that onoccasions vessels have left the berth with the trimming bulldozer and shoremoorings on board and completed trimming in this position, the shoreequipment being landed to the tug for return ashore.

The anchorage off the berth is exposed to the N.E. Monsoon and swell.Shore mooring lines, 3 in total, are available for an extra line aft and also

for additional lines if required for bad weather.In calm weather, a large number of small fishing boats work off the berth,

inside the 10 m. line, inspite of this, no attempts to board the vessel weremade, and it is reported that thefts from vessels in this area are unknown.

All staff employed were found to be pleasant to deal with, efficient andhelpful.



KHANOM THAILAND


SHIPMASTER’S REPORT: March 1994.

OVERVIEW: Vessel: Gross: 4,576 tonnes. Net: 3,072 tonnes. D.w.t.:8,875 tonnes. Summer draft: 7.62 m. LOA: 114.23 m. Beam: 18.6 m.Cargo: Loading gypsum in bulk (7,600 tonnes).Chart: We could not find any large scale chart or detailed illustration.

DOCUMENTS: Same as other Thailand ports. Only the Agent boardedship with documents/forms. No other officers come on board.

PILOTAGE: There are two Pilots, they act on behalf of the Port Authority,and communicate with the ship on VHF Channel 16.

The Pilot boarded the ship with two wharfmen. When the ship goesalongside, onewill assistChief Officer andthe other will assistthe 2nd Officer.

ANCHORAGES: About 1.6 nautical miles off shore. Depth about 15.0 m.

Our anchor position was Lat. 09␥

12.6' N., Long. 99␥

54.6' E. Depth 14.5 m.,mud and sand, holding is good.

TUGS: One tug and two mooring boats available.

BERTHING: 2 private berths.Jetty No. 1: Length about 60 m. (Position 09␥ 12.38' N., 99␥ 52.875' E. byGPS –Direction 254␥). Depth said to be 7.5 m. forward and 7.8 m. aft, but wesounded on board 7.90 m. forward, 8.90 m. middle, and 9.40 m. aft.

There are no shore bollards for mooring. 3 mooring buoys forward and3 mooring buoys aft are available. The mooring lines’ lengths vary (150 m.,270 m., 350 m.). If ship’s lines are short, it is possible to rent lines from shore.

Jetty No. 1 has a conveyor with capacity 600 tonnes/hr. and loading isthroughout 24 hours.Jetty No. 2: About the same conditions, but for larger ships (over10,000 g.r.t.). Jetty length about 30 m. The ship shifts fore and aft manytimesfor loading her cargo.

FRESH WATER: Available from shore.

KO SI CHANG: 13␥ 08' N 100␥ 49' E (See Plan)

LOCATION: Thai Public Port (TPP) is located on the SE coast of Si ChangIsl and i n the Gulf of Thai land, i n posi ti on Lat. 13␥ 08' 00" N,Long. 100␥ 49' 04" E.Charts: The following charts are recommended for use when approachingKo Si Chang Port:

BA Chart No 986US NOAA Chart No 93244Thai Chart Nos 001, 114 and 142.

DOCUMENTS:

Documents/Pratique: Customs regulations are extensive. Inwardclearance is effected on board upon arrival. No advance radio clearance ispermitted. It is essential that the following documents be prepared in advancefor port officials and agency representative.Customs:

6 Crew Lists1 Crew Effects List1 Provisions/Stores List1 Foreign Currency (ship’s and personal) List

1 Deck/Engine Stores List1 Arms/Ammunition List1 Opium and Drugs List1 Bonded Stores List1 PassengerList (ifno passengers areon board,Nil Declarationrequired).

Immigration:3 Inward/Outward Form No. 3 and No. 41 Crew List Immigration Form No. 35.All immigration formalities are handled by Agent upon arrival.

Port Health Authority:2 Vaccination Lists1 Maritime Declaration of Health.

Hazardous Cargo Documentation:When a ship is to load a hazardous cargo, the ship’s Master, owner, cargoowner or authorised Agent must present the following documents:

1 International Oil Pollution Prevention Certificate (IOPP)1 Certificate of Fitness1 Dangerous Cargo Manifest.

APPROACHES: The port is located between Lat. 13␥ 08' 00" N toLat. 13␥ 08' 30" N, and Long. 100␥ 49' 15" E to Long. 100␥ 49' 41" E. Thesuggested approach route to the port is as follows.

1. When the ship approaches from the south (west of Koh Nok), it arrivesat Position A (Lat. 13␥ 03' 00" N, Long. 100␥ 49' 00" E).

2. From Position A, the ship should set a course of 068.4␥ to Position B(Lat. 13␥ 06' 15" N, Long. 100␥ 50' 20" E).

3. The ship will proceed north from Position B until it reaches Position C(Lat. 13␥ 07' 40" N, Long. 100␥ 50' 20" E).

4. From Position C, the ship can make her final approach for berthing orto the anchorage. See ‘‘Plan’’.Minimum water depths for each of the referenced positions are asfollows:

P ositio n Depth M SL D ep th CD(m) (m)

A 20.78 18.3*B 25.48 23.0C 23.48 21.0

Berth 18.28 15.8

* CD ␦ Admiralty Chart Datum is 2.48m below MSL.The distances between the positions are as follows:

From position A to B – 6500mFrom position B to C – 2550mFrom position C to the Berth – 1250m

Navigation Aids: Thai Public Port (TPP) provides four marine signallanterns at the extremities of the tanker berths and causeway, as follows:one on MD No. 1, one on MD No. 6, one on MD No. 7 and one at the endof the causeway.

Cautionary Advice: Manoeuvring in the area between the sea buoy andanchorage must be undertaken with care, caution and at a moderate speed.Numerous small fishing boats operate in this area, and visibility canoccasionally be reduced by heavy squalls or fog.

PILOTAGE: The Pilot Station is located on Si Chang Island. The Pilot usesa service boat to board arriving vessels or ships at anchor.

The Pilot will board the vessel in an area approximately one mile from theTPP Jetty and will assist the Master in manoeuvring the vessel to the berth.

Prior to arrival, the vessel should prepare and securely rig a combinationof pilot ladder and ship’s accommodation gangway, so arranged thatpersonnel can first use the pilot ladder until part way up the vessel’s side,then transfer to the accommodation gangway.

A heaving line should be ready to take the Pilot and Berthing Master’sequipment on board.

ANCHORAGES: The anchorage area is located within Lat. 13␥ 07' 00" Nto Lat. 13␥ 08' 54" N, and Long. 100␥ 50' 00" E to Long. 100␥ 51' 00" E,wherevessels await the Pilot, Mooring Master or berthing instructions.

The depth is approximately 20m, the bottom is good holding ground,consisting of mud and sand.

RESTRICTIONS: Berthing is only permitted during daytime from0600 – 1800 hrs, but unberthing may be possible at night-time with approvalfrom the Pilot.

MAX. SIZE: 100,000 tonnes dwt, LOA 280m, beam 40.1m and draft14.8m.RADIO: Communications: Upon departure from the last loading port,vessels are requested to fax Notice of Arrival to the TPP Commercial Dept,Fax: ␣66 (2) 633 8269; and TPP Si Chang Island, Fax: ␣66 (38) 216385,via ship’s Agent.The Notice of Arrival should contain the following information:

a) Name and call sign of vesselb) ETAc) Vessel’s particularsd) Details of cargo, such as qualities, etce) Inert gas system operating condition

f) Crude oil washing (COW) history at the last three ports of dischargeg) Advice as to the percentage of tanks to be cleanedh) Details of the ship’s manifold, including type, size and numbersi) Whether the ship has external impressed cathodic protection.

If the vessel’s ETA changes by more than 1 hour in the last 24 hours, priorto arrival at TPP, establish radiotelephone contact with the ship’s Agent inBangkok and advise new ETA at least 12 hours prior to arrival.Pre-Arrival: In addition to the general pre-arrival communications mentionedabove, the vessel’s Agent must advise the Master prior to arrival of theminimum mooring criteria, general berthing/unberthing, mooring facilities, etc.Most Urgent: Please advise TPP Si Chang Island soonest concerning ship’s mooring equipment availability, winch location and winch brake capacity,length/size and breaking strength of mooring wires.

TUGS: There are four tugs available for mooring/unmooring operations.Tugcharacteristics are 13,900hp, 23,200hp and 12,400hp.

Two tugs of adequate power normally assist in berthing/unberthing, andwill stand by in the vicinity awaiting the Master’s orders.BERTHING:

Berth No. 1:

DWT: 100,000 dwt (max), 10,000 dwt (min)Cargo: High speed diesel, motor gasolineLength: 280.0m (max), 140.0m (min)Beam: 40.1m (max), 17.1m (min)Max draft: 14.8m (max), 7.9m (min)Bow to manifold: 50.0m (min)Stern to mani fold: 50.0m (min)Water depth: 16.0m (min).

Berth No. 2:DWT: 10,000 dwt (max), 3,000 dwt (min)Cargo: High speed diesel, motor gasolineLength: 140.0m (max), 85.0m (min)Width: 17.2m (max), 12.8m (min)Max draft: 7.9m (max), 5.9m (min)Bow to manifold: 17.0m (min)Stern to mani fold: 17.0m (min)Water depth: 16.0m (min).

Berth No. 3:

DWT: 5,000 dwt (max), 1,000 dwt (min)Cargo: High speed dieselLength: 103.0m (max), 61.0m (min)Width: 15.1m (max), 8.9m (min)Max draft: 6.5m (max), 4.2m (min)Bow to manifold: 17.0mStern to manifold: 17.0mWater depth: 12.0m (min).

Berth No. 4:DWT: 5,000 dwt (max), 1,000 dwt (min)Cargo: Motor gasolineLength: 75.0m (max), 35.0m (min)Width: 8.9m (max), 6.0m (min)Max draft: 3.0m (max), 2.5m (min)Bow to manifold: 17.0mStern to manifold: 17.0mWater depth: 12.0m (min).

Berthing Procedures: Large tankers bound for TPP, after passing throughthe harbour approach route, should proceed to within about one mile fromthe TPP terminal’s closest point, where the vessel will then be manoeuvredby tugs to the berth.

All vessels berthed at TPP should follow terminal rules and regulations.While a tanker is berthed at a terminal, her boilers, main engines, steering

machinery and other equipment essential for manoeuvring should normallybe maintained in a condition that will permit the ship to move away from theberth at short notice.





THAILAND KO SI CHANG


MOORING:

Ship’s Mooring Equipment: Self-tensioning winches fitted with automaticstowing and hauling should not be used in the automatic mode while thevessel is moored at the berth, since they may not always hold the vessel inposition.

The terminal requirements are at least 10 mooring lines (5 lines forwardand 5 lines aft).Important Notes: All mooring equipment and lines must be in workingcondition. Synthetic tails without a proper connection and spliced mooringlines are not allowed. Mixed moorings are acceptable, but not in the samedirection or at the same mooring points.Terminal Mooring Equipment: One mooring boat is utilised for sendinglines ashore.Terminal special mooring equipment/aids include:

Quick-release hook system: All mooring/breasting dolphins are equippedwith manually handled quick-release hooks.Docking sonar: The berths are equipped with docking sonar, indicating the

vessel’s approach velocity while berthing.Green ␦ safe rate of speedAmber ␦ cautionary rate of speedRed ␦ dangerous rate of speed

Mooring Requirements : TPP requires that ships’ Masters observe thefollowing conditions whilst berthed at the terminal:

It is the ship’s responsibility to maintain safe mooring lines at the berth atall times.

The tension of mooring lines must be tight, and lines must be secured tothe satisfaction of the Port Manager.

Any unsafe mooring equipment or conditions will result in the cessation ofcargo operations and possible disconnection of loading arms. Time lost andcost of loading arms disconnection will be to the ship’s account.

In theeventof an unsafemooring situationcreatedby theship’snegligenceor by weather conditions, tug(s) assistance might be necessary as determinedby the Port Manager.

The cost of the tug(s) will be for the ship’s account.

CARGO OPERATIONS:

Berth No. 1:Size of ship’s flanges: HSD –212 in. armsSize of flanges: Mogas –212 in. armsType: ANSI 150Height from sea level: 22.0m (max), 2.5m (min)Height from deck of platform: 15.5m (max), ␤4.0m (min)Distance from fender

(ship’s side): 7.6m (max), 1.0m (min)Centre-to-centre spacing:

between arms: 3.5mdrifting (sway): 6.6msurging: 2.25m (3.0m (max))max flow rate: HSD –2,500 cu.m/hr

Mogas–2,500 cu.m/hradaptors: 10 in., 12 in., 16 in. (ASA 150)ballast water tank: 1,000 cu.m

Berth No. 2:Size of ship’s flanges: HSD –18 in. arm

Size of flanges: Mogas–

18 in. armType: ANSI 150Height from sea level: 13.5m (max), 1.0m (min)Height from deck of platform: 7.0m (max), ␤5.5m (min)Distance from fender


between arms: 3.5mdrifting (sway): 6.2msurging: 2.25m (3.0m (max))max flow rate: HSD, Mogas–800 cu.m/hradaptors: 6 in., 8 in., 10 in. (ASA 150)ballast water tank: 1,000 cu.m

Berth No. 3:Size of ship’s flanges: HSD –18 in. armSize of flanges: –

Type: ANSI 150Height from sea level: 11.5m (max), 1.0m (min)Height from deck of platform: 5.0m (max), ␤5.5m (min)

Distance from fender(ship’s side): 2.0m (max), 0.5m (min)Centre-to-centre spacing:

between arms: –

drifting (sway): 4.5msurging: 3.0m (max)max flow rate: 800 cu.m/hradaptors: 6 in., 8 in., 10 in. (ASA 150)ballast water tank: 1,000 cu.m

Berth No. 4:Size of ship’s flanges: Mogas –18 in. armType: ANSI 150Height from sea level: 11.5m (max), 1.0m (min)Height from deck of platform: 5.0m (max), ␤5.5m (min)Distance from fender


between arms: –

drifting (sway): 4.5msurging: 3.0m (max)max flow rate: 800 cu.m/hradaptors: 6 in., 8 in., 10 in. (ASA 150)ballast water tank: 1,000 cu.m

Maximum pumping rate and pressure allowed:HSD/Mogas:Initial rate (first 18 min) 650 cu.m/hr, pressure 3 kg/sq cmMaximum rate 2,500 cu.m/hr, pressure 10 kg/sq cm

Cargo Calculations and Operations: Sampling, ullaging and quantitycalculations will be carried out at the berth concurrently with Immigration andPort Health Authority formalities and/or concurrently with loading armsconnection. Customs officials and a terminal representative will attend.

Ship/shore safety and pollution check lists are to be completed jointly withthe terminal representative prior to loading or discharging. The port managerwill co-ordinate cargo operations between ship and shore.Ship Manifold Requirements: No ship’s flexible hoses are allowed to beconnected to loading arms, unless they are safely and rigidly bolted to theship’s deck. As the berths are equipped with 150 ASA loading armsof varioussizes, they should be used to their operating limits. Limitations are clearlyindicated on an attachment, copies of which are available to Masters ofincoming vessels or their designated agents.

If any ship’s manifold, after all attempts, still does not fit to TPP loading

arms, TPP will reject the ship.Reducers: the vessel’s inshore manifold should be prepared forconnections as follows:Tanker Berth No. 1: 212 in. hard loading arms with 150 ASA flangesfor HSDTanker Berth No. 1: 212 in. hard loading arms with 150 ASA flangesfor MogasTankerBerths No. 2 and No. 3:18 in.hard loading armwith150 ASA flangefor HSDTankerBerths No. 2 and No. 4:18 in.hard loading armwith150 ASA flangefor Mogas.Discharging: Suction and cargo delivery lines will be stripped and contentsare to be sent to shore tanks.Cargo Operational Requirements and Restrictions: During dischargeat TPP, the following requirements and restrictions are to be strictly compliedwith:

a) to ensure that no water is pumped into the shore lines, all ship seasuction valves will be closed before discharge

b) as a safety operating procedure, whenthe terminalwind indicator recordswinds blowing at 18.0 m/sec from any direction, the terminal will take

the following precautions:inform ship’s personnel to be alert to the state of the mooring linesstop discharging/loading operationsdrain loading armsdisconnect loading arms.

The above actions are taken to ensure that disconnecting operationshave been completed prior to winds increasing to the 21.0 m/sec level,which is the maximum operating wind for the loading arms.

c) in case of ship movement away from the original mooring position, thefollowing action should be taken to assure that loading arms will not bedamaged.1. Stop cargo pumps.2. Close ship’s manifold valve.3. Promptly utilise tug assistance for pulling/pushing the vessel in a

windward direction.4. Activate emergency release coupling to release loading arms.

Emergency Shut-Down System (ESD): Berths No. 1, 2, 3 and 4 areequipped with the ESD system. In an emergency, an operator can push asingle button to stop loading and discharging operations at all berths.

This button stops TPP’s loading pumps and closes all valves concernedat each berth.If the emergency shut-down system is activated, vessels have to stop all

cargo pumps immediately , therefore vessels are requested to keep acontinuous watch on deck and while discharging.Emergency Release Coupling (ERC): At Berths No. 1, 2, 3 and 4,loading arms are equipped with an emergency release coupling (ERC)system that allows hydraulic disconnections of flanges from ship’s manifoldin the following cases:

a) when the loading arm travels over the disconnection alarm pointb) when the emergency disconnect button is pressed at the jetty control

room or the loading arm control console.Loading at the related berth will be stopped by the Emergency Shut-Down

Sequence in the case of mishaps. ERC is disconnected immediately afterits double ball valve closes. The closing speed is controlled to restrict waterhammer phenomena (closing time 2-5 seconds).

After disconnection, the loading arm will return to the safe area and belocked.

BALLAST: The terminal has a ballast reception facility for 1000 cu.m.Ballasting Operations : Ballasting of ships is not allowed during

discharge, except in an emergency in anticipation of strong gusts of wind.However, in such a situation, deballasting should be undertaken only afterobtaining agreement from the port manager. The terminal’s procedure forperforming deballasting can be obtained from the port manager upon arrival.POLLUTION: In case of an oil spill, assistance from the terminal can beprovided. Use of dispersant is permitted and three boats with sprayingequipment and one containment boom stored ashore are available. Stocksof dispersant are also maintained ashore.Prevention of Sea Pollution:

a) The vessel’s Master shall always be responsible for ensuring that no oilor oily mixtures shall be discharged or spilt into the sea, and in the eventof any discharge or spillage from the vessel, he shall without delay takeall reasonable measures to contain or remove the spillage and minimiseor mitigate damage to private and public propertiesor interests, includingsea life.

b) Without prejudice to the foregoing, the terminal reserves the full right totake, without consent of the vessel’s Master, any measures it considersnecessary to contain or remove oil discharged or spilt from the vessel,and to minimise or mitigate damage to private and public properties orinterests, including sea life.All costs and expenses incurred therefore by the terminal shall bepromptly refunded by the vessel’s owners.

FRESH WATER: Available by barge at berth. Minimum order is 50 tonsand the delivery capacity is about 50 tons/hr.

FIRE PRECAUTIONS:

Firefighting Equipment: The firefighting equipment on the jetty consistsof elevated and telecontrolled monitors. On Berth No. 1, there are two



KO SI CHANG THAILAND


monitors which are located on the monitor tower and the gangway tower. Atother berths, there is one monitor each. The monitors and the fire pumps areremotely controlled.

A spray water tunnel along the berth handrail is provided to protect theescape route from the loading arm operation cubicle and from the gangwayup to the access bridge. There are several hydrants, portable fire and drypowder extinguishers at the operating platform and access bridge.

In addition, all tugs and mooring boats are fitted with firefighting monitorsutilising water and foam.Emergencies: In case of a fire on board, discharging/loading operationsshould be stopped immediately. General alarm should be given to requestthe terminal for assistance to vacate the berth.

REPAIRS: Minor repairs only can be carried out by local workshops orlarger repairs at Bangkok’s facilities. Ample notice is necessary. Spare parts

are difficult to obtain.TIME: GMT plus 7 hours.

TELEPHONES: Telephone available on board if requested and at theterminal offices.

SHORE LEAVE: Shore leave is granted andno shore passesare required.

WEATHER: Tidal Conditions: The Thai Royal Navy tide tables providehourly predictions of the heights of tide for Si Chang Island. The BA tablesprovide daily predictions of times and heights of HW and LW at the BangkokBar. To obtain Si Chang Island tidal conditions, the following correctionsshould be applied:

time differences ␦ HW ␣ 3 min and LW ␤ 11 minheight difference ␦ HW ␣ 0.1m and LW ␤ 0.2m.USNO AA Tide Tables for the Pacific and Indian Oceans refer to the

following Bangkok Bar corrections:time differences ␦ MHW ␣ 3 min and MLW ␤ 11 minheight differences ␦ MHW ␤ 1.2m and MLW ␤ 0.7m.

Currents: According to the sub-sea contours of the coastal area, the maindirection of the current is more or less parallel to the shore line in a generalnorth/south direction. The flood current is from south to north at mean rates

of 0.2–

0.5 m/sec, and the ebb currents from north to south flow at meanrates of 0.1 –0.3 m/sec The SW monsoon flow occurs from June to October.Waves: In stormy weather, the maximum wave height at the jetty is 2.3m,period of 2 –6 seconds.Wind: Predominant Directions:

November to January: north, east and variableFebruary to March: south and eastApril: variableJune to October: SW monsoon

GENERAL: Cathodic Protection: An impressed current cathodicprotection system, if fitted, should be switched off at least three hours beforemooring at berth.Restricted Access: Unauthorised visitors including local traders are notallowed on board the ship at the berth. The terminal will stopcargo operationsif this request is not followed, and any time lost will be charged to the ship’saccount.Safe Manning: A sufficient number of personnel to deal with an emergencyshould be present on board the ship at all times during the ship’s stay at theberth.

AUTHORITY: Thai Public Port Co., 8 Cathay House Building, 1st Floor,North Sathorn Road, Silom, Bangrak, Bangkok 10500, Thailand.Tel: ␣66 (2) 633 8245/54. Fax: ␣66 (2) 633 8269.Port: Thai Public Port Co., 120 Moo 3, Tha Thewawong Subdistrict, KohSi Chang District, Cholburi Prov. 20100, Thailand. Tel: ␣66 (1) 912 8969,934 3746. Fax: ␣66 (38) 216 111.

KOH KUD: 11␥ 40' N 102␥ 34' E

LOCATION: The anchorage port is located off the island of Koh Kut nearto the Thailand/Cambodia border.General Description: Theport is on thewestern side of theislandand handlescruise vessels.

DOCUMENTS: The following documents are required for clearanceinwards:Customs:

5 Crew Effects Declarations (Include all electrical goods).5 Stores Lists.

5 Arms/Ammunition Lists.5 Narcotics Lists.Immigration:

Passenger Immigration Form TM 6 (1 Set).Crew Immigration Form TM 36 (1 Set).

6 Crew Lists (including all hotel staff).6 Passenger Lists.

Quarantine:Cholera Vaccination List (All crew members, not passengers).Ports of Call List.

The ship’s Agent will arrange all documentation.Also see ‘‘General’’ before first port and ‘‘Bangkok’’.

PILOTAGE: Pilot not required as only anchorage port.

ANCHORAGES: The anchorage, located in position Lat. 11␥ 44’ N.,Long. 102␥ 32’ E., has depths of 12.0 m. to 17.0 m. and is open to theweather. It can handle most sizes of cruise vessel.MAX. SIZE: No restriction. Also see ‘‘Anchorages’’.

BERTHING: The port is an open anchorage port without any berthingfacilities.

CRUISE FACILITIES: Vessels are required to use their tenders/launchesfor landing and picking up passengers from the beach.TIME: GMT plus 7 hours.

AGENT: ISS Shipping (Thailand) Ltd., 26/55 Orakarn Building, 15th FloorSoi Chidlom, Ploenchit Road, Lumpinee, Pathumwan, Bangkok 10330,Thailand. Tel: ␣66 (2) 254 0260/7, 415 1677 (after hours), 373 6592 (afterhours). Fax: ␣66 (2) 254 0268, 650 3563. Telex: 20111 ISSTHAI TH,20958 ISSTHAI TH. Cable: ISSSHIP BANGKOK. Email: [email protected]: www.inchcape-shipping.com

KRABI: 08␥ 04' N 98␥ 44' E (See Plan)

SHIPMASTER’S REPORT: June 1987.

DOCUMENTS:6 Crew Lists4 Crew Personal Effects Lists, including Currency Declaration4 Bonded Stores Lists4 Deck, Engine and Provisions Stores Lists2 of All electrical items belonging to vessel (TV, radios, tape recorders,

video recorders, refrigerators, etc.)Certificate of RegistryLast Port ClearanceAll valid Safety Certificates.

Immigration: On arrival and departure all Crew Members have to sign aThailand Immigration form in duplicate. All crew members must be inpossession of Seaman’s Discharge books.

APPROACHES: We used BA Chart 3941. Berth can be approached fromSW between islands of Ko Dok Mai and Ko Kai. Care must be taken of rock6 ft. high (Him Hmusang), and the dangerous rock (PD) 1 mile NNW of HimHmusang. Coast and islands well defined on radar. It is best to approach indaytime due to the absence of any lights or navigational aids. The only lightis east of Phuket (Ko Taphao Noi). The port can also be approached fromsouth, keeping 2 –3 miles east of Ko Kai and setting course 2.5 miles fromKo Ngang. The stockpile of gypsum is clearly visible from a distance of6 miles. Approach is very picturesque.

PILOTAGE: No pilot available. A Loading Master boards with the Agent atanchorage and advises Master regarding manoeuvring and berthing. At berthvessel uses port anchor with 3 shackles and must have 14 good mooringropes, minimum length 200 m. each and 70 mm. diameter.

ANCHORAGES: Anchorage when awaiting berthing is about 1.5 milesWest of the trestle berth.

MAX. SIZE: Depth alongside at low water is 13.0 –14.0 m.

HEALTH: Pratique granted by boarding party at anchorage. All ship’spersonnel to have valid Health Certificates.

RADIO: VHF via Phuket Radio. Overseas calls can be made via PhuketRadio. Vessel allowed to use ship’s radio station while loading.


TUGS: None available.

BERTHING: Vessel berthed at Leamphong Jetty at Krabi (South Thailand)to load Thailand natural gypsum in bulk.

Vessel manoeuvres to within 25–30 m. of the finger conveyor loadingspout, and first drops port anchor. Then two lines each are given to bow andstern buoys, also two each to port bow and starboard bow and stern buoys.The vessel then breasts on the starboard lines to bring the starboard sideto about 5 m. from the dolphin and spout. An extension conveyor is hungfrom the ship’s crane to convey the gypsum into the hold. The vessel thenshifts on mooring lines to bring the other holds under the spout. It is advisableto pre-plan loading so as to avoid unnecessary shiftings.

All mooring lines are to have equal strain and are to be kept tight. Thebow and stern lines prevent the vessel from getting too close to the loadingspout and dolphin.

Vessel must arrive with full ballast as the height from the waterline to theloading conveyor 12.0 m.

Loading rate is approximately 300 –400 tonnes/hr.The vessel’s cranes/derricks must be capable of lifting the extension

conveyor (approximately 3 tonnes) and bulldozer (approximately 2 tonnes).

MEDICAL: Medical attention only available in the most severe cases. Themedical facilities are in Krabi town.

DENSITY: 1022.



CONSULS: None available locally.

REPAIRS: No facilities available.

SURVEYORS: None locally, but may be arranged from Bangkok.CUSTOMS ALLOWANCES: Normal allowances.

REPATRIATION: Possible through Bangkok.

SHORE LEAVE: Allowed. Nearest town is Krabi, distance 30 km., half the journey is on an uneven dirt road. Crew have to climb a vertical steel ladderfixed to one of the trestle supports of the conveyor.

An excellent beach, safe for swimming, lies very close to the moorings.GENERAL: There is no need for special watchmen as only personnelrequired for loading board the vessel. There are about 10 persons on boardat any time. Other normal precautions to be taken.Agent: Thaising Shipping Services Co Ltd, No. 2/17-19, TSS Building, SoiSukhumvit 24, Phrakanong, Bangkok 10110, Thailand.Tel: 259-0247 (6 lines). Telex: 84436, 20012 (THAISIN TH). Cables:TSSSCO. Fax: (662)-258-5163.

SHIPMASTER’S REPORT: December 1988.

DOCUMENTS: See ‘‘Bangkok’’.A large party of Customs andImmigration Officials, etc. will board bylaunch

when moored at the berth. Formalities quite straightforward.

PILOTAGE: No licensed Pilot as such, but a local ‘‘Berthing Master’’ mayassist in berthing. This is recommended because the vessel has to passbetween the mooring buoys, a number of which are below the sea surface.The ship’s Master will have to manoeuvre himself. Depths are in excess of14.0 m. during the approach manoeuvres.

ANCHORAGES: About 1 mile from the berth in position Lat. 08 ␥ 04.4' N.,Long. 98␥ 43.7' E. Depth of water 11–15 fathoms. The holding ground isgood.

BERTHING: Berth Position: Lat. 08␥ 04.5' N., Long. 98␥ 44.6' E., about1.55 nautical miles from Ko Kwang. Name of berth: Leamplong Jetty. Depthat berth: 12 m. minimum at LLWS. The berth consists of 7 mooring buoys.Mooring Arrangment: Port anchor to be used. The vessel will have toprepare 5 light floating hawsers of 220 m. forward and 6 similar lines aft.


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THAILAND KRABI


Two launches are used to assist with the mooring operation, which maybe quite lengthy, because of the poor condition of some mooring buoys. Onour visit 3 of the buoys were half submerged, necessitating the assistanceof good swimmers/divers. Therefore, no attempt should be made to moorduring a squall or when a strong tidal stream is running, it may reach 2 knotsat times. No mooring during night time.

CARGO OPERATIONS: Air Draft: Strictmaximumof 11.0 m.,to thetopof the hatch coamings.Loading Facility: The only commodity handled at this port is naturalgypsum in bulk. A long flight of conveyor belts terminates on a woodenplatform on steel piles. These piles are quite dilapidated and on no accountmay the ship’s side rest against them. The final piece of conveyor belt, about15 m. long is held aloft by the ship’s cranes. Therefore only geared bulkcarriers are suitable to load here. Minimum SWL of ship’s gear to be 12 tons.

The vessel will have to shift with her mooring lines in order to present eachhold in front of the conveyor system. Trimming is done with a small bulldozer.Loading rate: 350 tonnes per hour (conveyor capacity). The daily loadingrate is about 7,000 tonnes, depending on stoppages for shifting the vessel.Regular and careful check of the draft is necessary as there are no weighingfacilities ashore.Working hours: 24 hours per day, Saturday and Sunday included.Cargo: This natural gypsum has a stowage factor of about 0.82 cu.m./tonand has a water content as it is stowed in the open. Within 24 hours to48 hours of completion of a hold, the bilges will already be full.

GENERAL:

Facilities/Shore Leave: Small quantities of fresh fish may be purchasedlocally, but very little else.

All access to and from the vessel is by launch and the starboard gangway.The small town of Krabi is said to be 35 km. from the Leamplong Jetty, all

by dirt road. Access is reportedly difficult during monsoonal rain.Shore leave is permitted but should be restricted in view of road conditions.The local agent, charterer’s representative and one draft surveyor have to

be accommodated on board during the whole stay.

Airport: The nearest airport is on the island resort of Phuket, which isconnected by a regular boat service to the small town of Krabi. Phuket hasseveral daily flights to and from Bangkok and several International flights.Charts: BA. 3941. No large scale chart available.

SHIPMASTER’S REPORT: August 1993.

OVERVIEW: 1. The two submerged dolphins, one on either side of theconveyor, refer to ‘‘Plan’’–No. 1, are no longer existing and do notrepresent any danger to vessel (This information given by Pilot).

2. There are now 2 mooring berths for loading gypsum. The configuration ofmooring buoys is same in both cases (see ‘‘Plan’’ –No. 2).

3. A competent Pilot is stationed at Krabi. He boards all vessels and takesthem to the moorings.

4. A total of 10 mooring ropes (not 14) were required (4 forward and 6 aft).5. All mooring buoys are floating on surface. None were submerged. Two

mooring boats assist in mooring.6. Hawsers are available for hire at U.S.$ 100.00 per hawser throughout the

full stay.7. The breast ropes on port quarter are crucial and should be strong,

especially in the months of July, August, September and October, whenthe Westerly wind tends to blow the stern towards the conveyor. Shipsalways go starboard side alongside.

8. There are no tugs. Fresh water is not available. Fresh vegetables can bebought at Krabi. Road is now good.

9. Authorities required photocopies of all statutory certificates, includingcopies of the Certificates of Competency of all deck and engineer officerson board.

SHIPMASTER’S REPORT: January 1996.

LOCATION: The Port of Krabi is located on the Western seaboard ofThailand, in the Andaman Sea in position Lat. 08␥ 04' N., Long. 98␥ 44' E.

DOCUMENTS: It is usual to fax or telex Crew List to loading port Agentbefore arrival.On arrival, the following documents are required:

6 Crew Lists

4 Crew Personal Effects Lists, including currency4 Bonded Stores Lists4 Deck, Engine, Provision Stores Lists4 Cargo Manifests2 Lists of all electrical Items belonging to Vessel2 Arms and Ammunition Lists2 Drugs ListsLast Port ClearanceCertificate of RegistryLoad Line CertificateCargo Ship Safety Radio CertificateCargo Ship Safety Equipment CertificateCargo Ship Safety Construction CertificateDerat CertificateOfficer’s Certificates (Master, Chief Officer, 2nd Officer, 3rd Officer, RadioOfficer, Chief/2nd/3rd Engineer).On arrival at anchorage, the Agent boarded ship first and brings many

blank forms for Master to sign and stamp, after which Agent will fill in (ArrivalDeclaration).Immigration: On arrival, Agent boarded and issued one blank form to put

crew’s names on, he then asked all crew to sign in both arrival and departurecolumns in duplicate.

APPROACHES: As we received orders for Krabi at sea, there were nocharts onboard, except BA Chart No. 830 (1:1,500,000). We made a chartourselves according to the Pilot Book. We also referred to BA ChartNo. 830 and every island, islet and rock (latitude and longitude). We enteredfrom south, 3 miles east of Kokai Island (Lat. 07␥ 40' N., Long. 98␥ 40' E.) oncourse 007–010␥ to clear rock (Lat. 08␥ 00' N., Long. 98␥ 43' E.). The

tide/current set 340␥ during Springs and 170␥ during ebb. On the way to theport, many fishing boats with strong lights are encountered, but they giveway when whistle was sounded. We proceeded to port during night-time withradar. The target was obvious, especially the 3 jetties.

PILOTAGE: There is one Pilot who lives on the jetty. After Customs haveboarded and completed paper work, Pilot boarded with Agent and somestevedores to check the mooring ropes and connect the ropes, if not longenough and advise how to moor in future.

ANCHORAGES: Anchorage for awaiting berthing is about 1.0 –1.5 mileswest or SW of the trestle berth. The depth is more than 20.0 m. and theholding is good, also sheltered from wind (except south).

MAX. SIZE: Reported depth alongside at LW is 13.0 –14.0 m., but depthon shore side changes rapidly.

RADIO: Kaosichang (Bangkok) (HSA) used for contacting Agent and

Charterers. The Agent’s head office at Phuket usually advises the person toboard ship after ship arrives.

The Agent’s office at Krabi only has 2 persons to represent the Chartererand Shipper. VHF calls via Phuket Radio. Overseas calls can be made viaPhuket Radio, but due to distance from Phuket, oftendisturbed by other shipsnearby. Vessel is allowed to use ship’s radio station while loading.

TUGS: None available for berthing. There are 2 launches for handlingmooring ropes, checking draft, traffic from shore to ship and towing bargesloaded with extension conveyor and bulldozer.

BERTHING: Vesselberthed at Chean VanichJettyat Krabi to load ThailandNatural Gypsum in bulk. Vessel usually berthed after high water. Stoppedship far off the jetty and approached at a narrow angle at dead slow ahead.First mooring line to port quarter buoy (see ‘‘Plan’’). When bow is in the linewith buoys fore and after, let go port anchor. Next moorings are 2 headlineson port and starboard bow, followed by 2 lines to stern and 2 lines on bothport and starboard quarter. All mooring lines are to have equal strain andare to be kept tight.Loading: Vessel must arrive with full ballast as the height from waterline toloading conveyor is 12.0 m.

The spout is fixed, so vessel shifts with mooring lines to bring the otherholds under the spout. It is advisable to pre-plan loading, so as to avoidunnecessary shiftings.

A conveyor extension is hung from the ship’s crane to convey the gypsuminto the hold. The conveyor extension is about 15.0 m. long and is held aloftby the ship’s cranes. Therefore only geared bulk carriers are suitable to loadhere. Minimum SWL of ship’s crane to be 12 tons.

STEVEDORES: 24 hours working per day, Saturdays and Sundaysincluded. The loading rate is approximately 500 –800 tons a day, dependingon thefunnel andthe conditionof thebelt.This natural gypsumhas a stowagefactor of about 0.82 cu.m./ton and has a water content as it is stowed in theopen.

Trimming is done properly by a small bulldozer.

MEDICAL: There is a small clinic in Krabi. Medical attention only availablein the most severe cases.

DENSITY: 1021–1022.



SURVEYORS: Draft Surveyors arranged by Agent who also undertook the

‘‘On/Off Hire’’ survey.Customs: Officers boarded after anchoring to check some cabins andprovision stores. They sealed the bonded store. Normal allowances.

REPATRIATION: Possible through Bangkok.

SHORE LEAVE: Allowed. All access to and from the vessel is by launchand starboard gangway. Crew have to climb a vertical steel ladder fixed toone of the trestle supports of the conveyor. The nearest town is Krabi, 35 km.from the jetty. One mini-bus, owned by the Pilot, is available for renting. Asingle trip costs U.S.$30.0. 5 –6 km. of journey is on an uneven dirt road,the rest is on a good highway.

SHIPMASTER’S REPORT: June 2002.

VESSEL: Bulk carrier.

BERTH: Krabi Anchorage.

CARGO: Bulk clinker.

LOCATION: Krabi anchorage is located in position Lat. 07␥ 31’ N.,Long. 99␥ 10’ E.

DOCUMENTS: On arrival the following documents are required:7 Crew Lists7 Crew Personnel Effects Declarations (including currency)7 Bonded Stores Lists7 Stores Lists (Deck, Engine room, Provisions)7 Cargo Manifests7 Electrical Items Lists7 Drugs Lists

Last Port ClearanceCertificate of RegistryLoad Line CertificateCargo Ship Safety Radio CertificateCargo Ship Safety Equipment CertificateCargo Ship Safety Construction CertificateDerat CertificateOfficers Certificates.

Port Officials and ship’s Agent boarded the vessel on arrival to conductinward clearance procedures (Immigration, Customs and Health formalities).Free Pratique obtained, and during the process, all required documents werecollected and the Bonded Store was sealed.

Immigration require duplicate Immigration forms signed by the ship’s crewmembers with one original being retained onboard for crew members to showto Immigration when going ashore.

APPROACHES: The new loading area is located approximately35 nautical miles SSE of the port of Krabi. The shippers advised ouranchorage location to be in position Lat. 07␥ 31.4’ N., Long. 99␥ 10’ E., thatis on theboundary of the10 m. contour line. Largervesselshavingcompletiondrafts of 10 m. or more should choose a suitable depth to the south of this



KRABI THAILAND


position, where depths increase to 19 m. or more. Nature of the bottom issand and mud, which gives a good holding ground.

Our vessel approached from the north, keeping 2 nautical miles south ofPhuket island, then altered course to pass 1.5 nautical miles south of LantaYai island, then to course 215␥(T) proceeding approximately 4 nautical milesto the anchorage position. There is a good light on the Southern edge ofLanta Yai FL(3)15 sec. 30 m. 15M. that can be seen easily.

Ship’s Masters should take into consideration that there are many groupsof fishing vessels with bright lights. Each group consists of 6 or more vesselsin close proximity to each other, though mostly off the main passage forvessels passing through, they may sometimes cause a problem. They mainlyhave nets extending up to 6 cables that are brightly lit with flashing lights.

STEVEDORES: The stevedoring gang consisted of a group totalingapproximately 25. A family runs the cargo operation and stays on board from

the beginning to the end. They are courteous and directed by a foreman whois well educated and speaks good English. Both the foreman and the Agent’sShip Checker ask for a cabin while on board. They do however provide theirown meals that are cooked by the stevedores on the aft end of the vessel.

The group consists of crane operators, flagmen and others. They use theship’s stevedores toilet and always keep it clean.

The ship’s Master should also take into consideration that they consumeapproximately 3 tons of fresh water per day. No theft or other violationsobserved.

CARGO OPERATIONS: The Shipper provided information on theanchorage position mentioned above. However, there is always a possibilitythat the position given is occupied by a previous vessel or the depth is notsuitable for your own vessel. If this is the situation, then you have to chooseyour own anchorage position.

The cargo loaded was clinker. The Shipper was advised the stowage factorto be 40 –44 cu.ft./tonne, but the actual measured amount was approximately36 –38 cu.ft./tonne.

The loading process is conducted from barges at approximately900–1,000 tonnes per barge. The vessel to be loaded should have the ship’scranes fitted with grabs ready for loading.

The stevedores bring one small grab of approximate capacity 6 tons foremergency use only. The barges are relatively new and have tyre fendersall round. They are very careful not to cause any damage to the vessel. Themost number of barges used is 6 and are placed alongside according to theholds to be loaded. On completion of being discharged, each empty bargemay stay alongside or will be towed to a nearby anchorage. When all thebarges are emptied, they are towed back to the loading berth for reloading.In normal conditions, the round trip will normally take approximately 20 hours.

Our vessel had 4 cranes with grabs, capable of lifting 15 tonnes each lift.The loading rate varied a lot due to the rain, other vessel loading in theanchorage and delays in turning around the barges. The Shippers declarea loading rate of approximately 5,000 tonnes/day and arrange vesselsaccordingly.

DENSITY: 1024.

FRESH WATER: The ship’s Agent advised us that fresh water can besupplied by barge, if needed.

SURVEYORS: Draft survey, tank, hold inspections, on-hire bunker surveyscarried out same day when the ship’s Agent was on board.

Classification Surveyors and other surveyors available from Bangkok.

REPATRIATION: Possible via Krabi to Bangkok. Ship’s Agent arrangesa launch to take crew member(s) from the vessel to the nearest shore facility.This takes approximately one hour and from the landing stage to Krabi isapproximately 80 km., another hour by car. The cost is U.S.$ 220 plusU.S.$ 65 for the flight from Krabi to Bangkok.

AIRPORT: Phuket International, 52 km.

WEATHER: During our stay at the anchorage, we did not experience anysignificant strong winds. The strongest wind was SW’ly at approximately18 knots in the thunder storms/showers.

SW’ly swells are dominant, average height of approximately 1.0 m. whichdoes not adversely affect the vessel, but can cause problems for the barges.

The currents are mostly tidal and are predominantly SW –NE, reachingapproximately 1.5 knots.

LAEM CHABANG: 13␥ 05' N 100␥ 53' E (See Plan)

LOCATION: On the northeastern shore of the Gulf of Thailand,approximately 100 km. SE of Bangkok.

PORT LIMITS: Sea Buoy at channel entrance.DOCUMENTS: See ‘‘Bangkok’’.

APPROACHES: The available depth in the Approach Channel is 14.0 m.at MSL (approx. 12 m. at LLW).Directions: All vessels must obtain berth allocation from Laem Chabang Portprior to entering port. Procedure will generally be arranged through ship’sAgent. No vessel should enter without berth having been allocated.

Vessels carrying hazardous cargo should obtain special permission fromLaem Chabang Port, either through their Agent or directly.

To facilitate landfall, a light (flash 10 secs.) and racon are exhibited fromLaem Chabang Hill (Khao Laem Chabang) VTS Station.

Port should be entered from a position offBuoy F. Thedirectionof approachfrom sea into port entrance is 131␥. Vessels pass between Entrance BuoysNo. 1 and 2, and then between port and breakwater. The angle between thecentre line of entrance and the port basin is 108 ␥.

PILOTAGE: Pilotage is compulsory and will be provided by official HarbourDepartment pilots. Procedure for obtaining pilots is the same as for Bangkok.

Pilots can also be contacted by VHF Channel 13, 14 and 16.

ANCHORAGES: Anchorage can be obtainedoff LaemChabangin position

Lat. 13␥ 04' 30" N., Long. 100␥ 50' 30" E., at a distance of approximately2.2 –3.8 nautical miles from the port in depths of 14.0 m.

If necessary, sheltered anchorage can be found off Si Chang Island (KohSi Chang, about 5 –6 miles N.W. of Laem Chabang Port).

RESTRICTIONS: Vessels may enter day and night.

MAX. SIZE: 70,000 d.w.t. at the Bulk Terminal and 25,000 d.w.t. at theMulti-Purpose Terminal.

HEALTH: See ‘‘Bangkok’’.

RADIO: Port Radio Laem Chabang Port, Sriracha, Chonburi, Thailand. Callsign ‘‘HSC 69’’ station.

The incoming vessel is to communicate with Port Officers at the distancebetween 1,000 –3,000 miles.

Information required from the vessel includes:1. Vessel’s name and nationality.2. Last port of departure.3. Next port of destination.4. Estimated time of arrival at entrance buoy (Lat. 13␥ 04.92' N.,

Long. 100␥ 51.48' E.).5. Draft (Sea water) in feet or metres.6. Containers, general cargo to be loaded or discharged.7. Dangerous cargo.8. Heavy lift requirements.

9. Fresh water required.10. Number of passengers (landing and transit).11. Time of dropping anchor at anchorage area (Lat. 13␥ 04' 18" N.,

Long. 100␥ 50' 28" E.).So as to check the exact time of arrival at Laem Chabang Port, when

entering the Gulf of Thailand at the distance between 50 –1,000 miles, thevessel has to communicate with Port Officers again.

Upon reaching a distance of 10–15 miles from Laem Chabang,communication by radio telegraphy call sign ‘‘Laem Chabang Port Control’’.VHF –Power 50 Watts.

Calling Channel 16 (156.800 MHz).Working Channel 12 (156.600 MHz).Working Channel 13 (156.650 MHz).Working Channel 17 (156.850 MHz).Working Channel 67 (156.375 MHz).

The vessel shall then be informed of its mooring place. The system iscapable of the following communication operations:

a) Port operational services.b) Continuous watch of distress frequency (Channel 16) and emergency

correspondence.

c) Navigational information service in the combination with radarsurveillance facilities.Berthing: PAT Officers will communicate with the Pilot on board by radiotelephony to receive information, so as to make arrangements for berthingfacilities such as berths, tugs, mooring boats, etc.


RADAR: A VTS Station, equipped with ‘X’ and ‘S’ band radar, is situatedon top of Laem Chabang Hill.

TUGS: Tugs of 800 h.p. –3,200 h.p. are available. Tugs can be contactedon VHF Channel 13.

Tugs will make fast upon Master’s request, either inside or outside thebreakwater.

BERTHING: There are 4 berths for container vessels (Length 1,200 m. anddepth 14.0 m. at MSL); 2 berths for agri-bulk vessels (Length 650 m. anddepth 14.0 m. at MSL), and one coastal berth (Length 300 m. and depth6.5 m. at MSL).Basin 1: South Quay: There are 5 terminals available along the South Quay,and they are numbered from landward to seaward.Terminal B 1: Container Terminal: Length 300 m. Depth alongside MSL

15.0 m. (approx. LLW 13.0 m.). Operated by LCB Container Terminal Co.Ltd.Tel: (␣66-38) 491200-1.Terminal B 2: Container Terminal: Length 300 m. Depth alongside MSL15.0 m. (approx. LLW 13.0 m.). Operated by: Evergreen Container Terminal(Thailand) Co.Ltd. Tel: ␣66 (38) 490052, 490060. Fax: ␣66 (38) 490068/70.Terminal B 3: Identical to Terminal B 2. Operated by Eastern Sea LaemChabang Terminal Co. Ltd. (ESCO). Tel: ␣66 (38) 490084/6. Fax: ␣66 (38)490081/2.Terminal B 4: Identical to Terminal B 2. Operated by TIPS Co. Ltd.Tel: ␣66 (38) 490111. Fax: ␣66 (38) 490121/2.Terminal B 5: Length 400 m. Operated by Laem Chabang InternationalTerminal Co. Ltd. Tel: ␣66 (38) 401021/40.

All Terminals have a height of 3 m. above MSL.Also see ‘‘Developments’’.

North Quay: Along the North Quay, 5 terminals are available:Terminal A 0: Passenger Terminal: Length 250 m. Operated by Cruise CentreCo.Ltd. (Under construction).Terminal A 1: Coastal Terminal: Length 300 m. Height above MSL 3.0 m.Depth alongside MSL 6.5 m. (approx. LLW 4.5 m.). Operated by LaemChabang Port (See ‘‘Terminal B 1’’ above).

Terminal A 2: Multi-purpose Terminal: Length 400 m. Operated by Thai LaemChabang Terminal Co.Ltd. (Under construction).Terminal A 4: Bulk Terminal: Jetty structure, water depth MSL 14.0 m.Operated for export of bulk and bagged sugar and for molasses by: AawthaiWarehouse Co. Ltd. Tel: ␣66 (1) 3532514. Fax: ␣66 (1) 3532514.Terminal A 5: Jetty structure to the West of the North Quay (along theApproach Channel), will probably be leased for bulk cargoes but presentlybeing used for general cargo. Water depth MSL 14.0 m.

Also see ‘‘Developments’’.

CARGO HANDLING FACILITIES: Each container terminal is equippedwith 2 rail mounted quayside container gantry cranes of 40 tons capacityunder the spreader, outreach 32 m.

They are also equipped with rubber tyred gantry cranes on the containeryard and miscellaneous handling equipment.

The Multi-purpose and Coastal Terminals are equippedwith mobile cranes.Terminal A 4 is equipped with ship loader for bulk sugar.

CRANES: 6 quayside container gantry cranes with capacity 40 tons underspreader.Mobile Equipment:

1

50.0 ton mobile crane.140.0 ton mobile crane.240.0 ton reach stackers.15 Forklift trucks from 2 tons –5 tons.130.5 ton top loader.130.5 ton container shifter.330.5 ton 1 over 3 rubber tyred gantry cranes.841.0 ton 1 over 4 rubber tyred gantry cranes.Yard tractors, chassis and flat-bed semi-trailers and motor trucks.





THAILAND LAEM CHABANG


MEDICAL: Full public hospital facilities available without prior notice aresituated in Sriracha, about 10 km. to the North of the port.

Another modern hospital, which is private, is situated about 10 km. to theSouth of the port near the famous international seaside resort of Pattaya.Most doctors understand and speak English and other foreign languages.

The nearest is Laem Chabang Polyclinic and Ao Udom Hospital.

TANKERS: See ‘‘Berthing –Basin 1 –North Quay’’.

FRESH WATER: Fresh water delivered to vessels at wharves by pipelineby a rate of 30 t.p.h. Fitting on pipeline is 2.4 in. Minimum charge of 50 cu.m.Water 25 Baht/cu.m.

FUEL: Fuel can only be supplied by small tankers and truck. Major oilsuppliers can be contacted:

P.T.T. : Petroleum Thai Authority,5th Floor, Industry Sale Section,

State Enterprise Sale Division,Lardprao, Bangkok 10900.

Tel : (␣66-2) 537-2321-25.Fax : (␣66-2) 537-2323.

Esso : 118/1 Sukhapiban 7,Sukhapiban Road,T. Tungsukla,A. Sriracha,Chonburi 20230.

Tel : (␣66-38) 351-581, 351-195.Fax : (␣66-38) 351-583, Ext. 4736.

Shell : Shell Sriracha Tank Farm,A. Sriracha,Chonburi 20230.

Tel : (␣66-38) 351-577, 351-302.Fax : (␣66-38) 351-578.

Caltex : 180/8 Moo 7,T. Tungsukla,A. Sriracha,Chonburi 20230.

Tel : (␣66-38) 352-333-35.Fax : (␣66-38) 352-335.

B.P. : B.P. Oil Co., Ltd.,Lubricate Products Department,Sitthivorakich Building,11th Floor, 5 Soi Pirat,Silom Road, Bangluk,Bangkok 10500.

Tel : (␣66-2) 235-5855-8.Fax : (␣66-2) 238-5313.

CONSULS: Embassies and Consuls are situated in Bangkok, about120 km. (approx. 2 hours by road) from Laem Chabang Port.

REPAIRS: Only minor repairs can presently be executed.

DRY DOCKS: Port Authority of Thailand leased out an area of about180 acres for the construction of the shipyard project. The floating dock(capacity 40,000 tons, length 283 m. and width 47 m.) became operationalin December 1992. A second dry dock with capacity 35,000 d.w.t. is to beinstalled.

SURVEYORS:Contact Port Authority.GANGWAY/DECK WATCHMEN: Necessary, theft of wire, paint and

tools has occurred.

ISPS COMPLIANCE: Port is compliant.

OPENING/CLOSING HATCHES: Normally by ship’s crew.

CUSTOMS ALLOWANCES: See ‘‘Bangkok’’.

AIRPORT: An international airport is situated at U-Tapao, about 50 km.South of Laem Chabang.

Don Muang International Airport (Bangkok) is situated about 150 km. tothe North.

TIME: See ‘‘Bangkok’’.

HOLIDAYS: See ‘‘Bangkok’’.

POLICE/AMBULANCE/FIRE: Police Tel: (␣66-38) 490555/6; FireTel: 210 or 211 (internal call); Ambulance: Call direct to the hospital or usethe port ambulance.

TELEPHONES: Telephone on board are available on request. The chargeis 300 Baht per day per line.

SERVICES: Ship chandlery is available. Contact ship’s Agent or Terminal

Operator.Compass adjusting is available. Contact ship’s Agent or TerminalOperator.Tank cleaning services and hull painting services will be available by 1993.

BANKS: There are many banks in this area, such as:Thai Commercial Bank: Laem Chabang Branch. Tel: (␣66-38) 331219/20.Thai Farmer Bank: Laem Chabang Branch. Tel: (␣66-38) 330920/1.Bangkok Bank: Ao Udom Branch. Tel: (␣66-38) 351148.Krungthai Bank: Sriracha Branch. Tel: (␣66-38) 312001/2.

GARBAGE DISPOSAL: Garbage is collected from vessels by truck orgarbage boat at vessel’s request. Charges are included in Port Dues. Nodrums or skips are made available (vessel’s plastic garbage bags aregenerally used).

WASTE OIL DISPOSAL: No waste oil disposal service is presentlyavailable, but is expected in near future.

SEAMAN’S CLUBS: No Seaman’s Club available. Shops, postagefacilities, telephone services, etc., available at Pattaya, which can be reachedby pick-up taxi.

GENERAL: Rescue and Distress: The port tugs are available for rescueand distress missions. The Royal Thai Navy has a radio system, helicopters

and ships available at Sattahip Naval Base for rescue and distress.Rail Links: A railway links the Port (Container, Multi-purpose and BulkTerminals) via a marshalling yard at Ao Udom and the Sri Racha RailwayStation to the network of the State Railway of Thailand (SRT).Small Craft Facilities: Small craft visiting the Port can generally berth at theCoastal Terminal. Alternatively, they can anchor in Laem Chabang FishingPort, situated to the North of the Port, just South of Khao Laem Chabang.

No special yacht moorings are available.

Deratting: Deratting services are available. Contact Rentokil at47/35-36 Moo 9, Sukhumvit Road, Banglamung, Chonburi. Tel: (␣66-38)422686-7. Fax: (␣66-38) 426016.Communication: Laem Chabang Port is connected by road to Bangkok andbeyond, to Pattaya, Sattahip, Map Ta Phut and beyond, and to the wholeN.E. part of Thailand.

The port is connected by road and will be connected by rail to Laos Passthrough the bridge over the Mekong River in Nongkai.

DEVELOPMENTS: Basin 1: South Quay:Terminal A 3: Length 350 m. quay wall. Terminal for general goods.Terminal A 4; Under negotiation between LCP and private company to handlecoal (import), cement and other break bulk cargo (export).Basin 2: The container terminal operational 2000 with depth of 16.0 m. forcontainer vessels (5,200 TEU’s).

Cranes: 210 tonne travelling cranes and 1100 tonne floating crane duein service soon.

AUTHORITY: Laem Chabang Port, T. Tung Sukla, A. Sriracha, Chonburi20230, Thailand. Tel: ␣66 (38) 490000/38/39. Telex: 75814 Lcp Th.FAX: ␣66 (38) 490141/42. Email: [email protected]: www.lcp.pat.or.th Conta ct: Peraphon Triwattana, Port Director.Port Dues and Charges: Web: http://www.lcp.pat.or.th/index_info_port.htm

AGENT: See ‘‘Bangkok’’.

MAP TA PHUT: 12␥ 39' N 101␥ 09' E (See Plan)

(A) THAI TANK TERMINAL(B) RAYONG REFINERY(C) STAR MARINE TERMINAL(D) MAP TA PHUT SPM TERMINAL(E) NPC TERMINAL(F) MTT TERMINAL

(A) THAI TANK TERMINAL:

LOCATION: The terminal is situated on the eastern shore of the Gulf ofThailand between Sattahip and Rayong, approximately 180 km. east ofBangkok, in position Lat. 12␥ 39' N, Long. 101␥ 09' E.Charts: BA Charts No. 372, 1046 and 3966.

ANCHORAGES: Lat. 12␥ 36' N, Long. 101␥ 10' E.Depth: 15.0 m. (approx.). Bottom is sand and mud.

RESTRICTIONS: Berthing and unberthing throughout 24 hours, weatherpermitting.

MAX. SIZE: 45,000 d.w.t., LOA 200 m. and draft 11.9 m.

VTS: There is a VTMIS service in operation within the port limits.

TUGS: No tugs stationed at the port.These services have to be arranged by ship’s Agent. The number and

capacity of tugs depends on vessel’s size, draft and weather conditions andrequirements of the Pilot(s), Ship’s Master or the harbour authorities.

BERTHING: The marine terminal consists of two identical liquid cargoberths for import and export of mineral oils, chemicals and liquified gases.Liquid Cargo Berth No. 1:

Length of berth: 280 m.Max. LOA: 200 m.Water depth: 12.5 m. (CD)Max. draft of ship: 11.9 m.Platform: Fixed fenderingMooring: 4 mooring dolphins and 6 breasting

dolphins (see ‘‘Plan’’)Cargo: Chemicals and liquid gas

Liquid Cargo Berth No. 2:Length of berth: 280 m.Max. LOA: 200 m.Water depth: 12.5 m. (CD)Max. draft of ship: 11.9 m.Platform: Fixed fenderingMooring: 4 mooring d olphins a nd 6 breasting d olphins

(see ‘‘Plan’’).

Cargo: Chemicals and mineral oils

Tidal and Weather Information:Prevailing wind: SW’lyTidal variation: HAT ␣3.50 m.

MHHW ␣3.00 m.MHW ␣2.80 m.MSL ␣2.20 m.MLLW ␣1.40 m.

MOORING: Safe Mooring and Working Guide: Thai Tank TerminalsLtd (TTT) is not responsible for towage operations of vessels.It is compulsorythat the services of a Pilot, who is authorised by IEAT to be used each timethe vessel has to be moved in the terminal area.The following precautions are to be taken:

1. The Master is responsible for ensuring that mooring lines are in goodcondition, and that winches on securing devices are in efficientoperational order.

2. Any known defects in the vessel’s mooring system or limitations ofmooring winch brakes should be reported to the Terminal Managerby the Master, in order that, if necessary, additional precautions maybe agreed.

3. The Master shall ensure that the vessel’s mooring ropes or wires aresecured only to the proper fixtures provided for this purpose.

4. In order to avoid damage to loading arms/hoses, the vessel shall bekept close alongside at all times.

5. Under no circumstances will a mixture of wires and synthetic ropesin the same direction of service and to the same mooring point beacceptable.




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MAP TA PHUT - THAI TANK THAILAND


6. Where wires are used, they should be of similar breaking strain tothat of the rope.

7. Vessel must provide full power or steam on deck to all mooringwinches throughout the period alongside the jetty.

8. Once moored, vessel’s winches must be secured with the brakeshardened up. Winches must not be left on automatic tension.

9. Back springs should be as long as possible, and it is recommendedthat wires are used and secured to the mooring points on the jettyhead/breasting dolphin.

10. Mooring lines must be adjusted under the supervision of a responsibleofficer.

11. A strict watch must be maintained on the vessel’s moorings at allstatesof tide to ensurethatall lines areproperly tensionedandtended,to prevent undue movement of the vessel.

12. The Master should endeavour to ensure compliance with the mooringlayout.13. The terminal will require cargo operations to be stopped and/or tugs

summoned if the vessel’s movement will endanger loadingarms/hoses or in the absence of an alert efficient deck watch. All delays/charges caused by the ship’s failure to observe the aboveprecautions will be for the ship’s account.

14. In normal conditions, berthing/unberthing is permitted throughout24 hours.

CARGO OPERATIONS: Vessel Readiness: Prior to berthingalongside, vessel should be ready to load. After completion of berthingoperations, any delays to loading beyond 4 hours will result in the vesselbeing instructed to vacate the berth. All further berthing operations will befor the vessel’s Owner account.

On completion of cargo operations, vessel shall vacate the berth.Inspection of Vessels prior to Commencement of Loading/Unloading:Prior to commencement of loading or unloading operations, it shall be theduty of the Master or Chief Officer with the appropriate TTT Representativeto carry out inspections to ensure that all safety regulations are being

observed.Closing of Sea Valve connected with Cargo System: Prior tocommencement of loading or unloading operations, all sea suctions anddischarge valves connected to the cargo system shall be securely shut andlashed, and stern discharge and other lines not in use, shall be blanked-off.

Immediately after loading or unloading has commenced, a responsibleship’sofficer shall make an overside inspection in thevicinity of allsea valves,to ensure that there are no leaks.

A similar periodical inspection throughout the loading or unloadingoperations is required.

Closing of Doors, Portholes and Ventilators during Operations:While any cargo is being handled or during the ballasting, gas-freeing or tankcleaning, after the unloading of such cargo, all doors and portholes of theafterhouse facing on to the cargo tank deck, and the doors leading to thecentrecastle from the accommodation shall be kept securely closed. Allafterhouse ventilators shall be turned to face aft during these operations.

Loading and Unloading: Supervision and control throughout the periodof loading or unloading operations shall be exercised as follows:

1. A responsible ship’s officer, who is thoroughly familiar with thearrangements of the cargo lines, valves, pumps and cargo ventingsystem of the vessel, shall be on duty, and an adequate number ofcrew shall remain on board to deal with any emergencies.

2. A responsible member of the ship’s personnel shall be stationed nearthe vessel’s main cargo control valve.

3. Prior to commencement of operations, the responsible ship’s officershall confirm with the appropriate TTT Representative, that thestand-by, cease loading and other necessary signals, are properlyunderstood and agreed.

4. During loading or unloading of cargo and when ballasting, all tank lidsmust remain closed. Ullage pipes and sighting ports may be openedfor sampling and ullaging, but must be closed when sampling orullaging is not being carried out.

Agreement of Loading or Unloading Rates and Pressures: Prior tocommencement of operations, the maximum loading or unloading rate andpressure shall be agreed between the Master and the appropriate TTTRepresentative in charge of operations, bearing in mind the grade of theproducts to be loaded or unloaded and the size and capacity of the vessel’scargo lines, gas venting system and vessel’s pumps and the appropriate

loading or unloading plan agreed in writing.Reduction of Loading or Unloading Rates:

1. Topping-off: When cargo tanks are being topped-off, loading ratesshould be reduced by means of the shore pumps or control valveson shore on request by the ship’s officer to the appropriate TTTRepresentative. Under no circumstances shall any vessel attempt toreduce the rate of loading from shore by closing any vessel’s valves.In particular, care should be taken to ensure that during changeoverfrom tank to tank, the valves to the empty tank are opened well beforethose on the tank being finished are shut down.

2. Line Clearing: Should any air or water be present in the line, pumpingspeed should be regulated to eliminate the danger from staticelectricity until the air or water has been displaced.

Pressure Surge Precautions: Non-routine closing of the loading system’sautomatic intervention or ‘‘fail safe’’ closure of shipboard Emergency ShutDown (ESD) valves can generate dangerous surge pressure. The Mastermay be asked to operate the system to enable timing of the valves to bechecked, and may be requested to have valves adjusted according to theprovisions of the IMO codes for vessels carrying Liquified Gases in Bulk.

TTT reserves the right to adjust loading rate if valve closing times are notcompatible with the rates otherwise agreed.

Liquid Manifold: 28 in. hoses ANSI 150.Please prepare manifold on the vessel’s starboard side and reducer

required from vessel in case of different manifold sizing.

Initial Discharge Rate: 700 cu.m./hr.

Max. Discharge Rate: 2,000 cu.m./hr.

BALLAST: Ballasting: As long as the vessel is moored at the berth, onlysegregated ballast tanks may be used. If it is necessary to ballast into thecargo tanks to maintain agreed manifold air drafts, permission will be grantedby the Terminal Manager provided that:

1. cargo operations are suspended2. integrity between cargo and ballast is guaranteed by using a minimum

two valves isolation3. on commencement to ballast, pumps are to be started, and a vacuum

shown on the pressure gauge before opening the sea valve.

Deballasting: Deballasting is not allowed in the harbour.

GENERAL:

Prohibition of Pollution:1. Pollution of the terminal area by vessel effluent, condenser and waste

water is prohibited.2. Soot emissions and any excessive exhaust emissions from the funnelor exhaust lines are to be avoided.

3. Suitable measures are to be taken to avoid polluting the terminal andpersonnel in the vicinity when water, vessel effluent and vapours aredischarged.

Tank Cleaning:1. No tank cleaning or gas-freeing is permitted alongside, unless written

permission has been obtained from the Terminal Manager.2. No vessel which has windsails in her tanks is permitted at berth

alongside, unless such tanks are gas-free.3. No vessel is permitted to berth alongside when tanks are not gas-free,

unless all tank openings are closed.

Product Spillage and Leakage:1. Prior to any handling of cargo or bunkers, all scupper holes shall be

plugged and cemented in such manner as will make them leak-proof.2. All pipes, valves, connections and fittings, etc., used for handling

cargo, shall be kept free from leakage.3. When loading or unloading has been completed, the flexible hose or

hoses shall be drained and disconnected. Drip trays must always be

used when pipeline connections are broken.4. If a product spillage occurs, the product shall be disposed of by a

method agreed by the TTT Representative. Under no circumstancesshall product be washed or swept overboard.

5. All product spillage, whether on to the deck of the vessel or into thesea, must be reported immediately to the Jetty Operator, who willcontact the necessary department concerned. Every possible actionmust be taken by the vessel and the terminal to stop spillage, reducespreading and recover the product.

Bunkering and Storing: No bunkering facilities are provided on theterminal. Bunkering, storing and victualling of vessels may be permitted duringoperations, but only with permission of both the Terminal Manager and theMaster of the vessel, provided that:

1. access to the terminal is not obstructed2. cargo operations remain adequately supervised3. cargo operations which may allow vapours to escape on deck, e.g.

sampling, ullaging, deflexing, etc., are suspended4. drums of oil, paint, steel plates, gas cylinders or any other heavy

metal parts, which may cause a spark, should be landed on rubber

or other suitable matting and not directly onto vessel’s deck. Theseitems must not be dragged or rolled along the deck5. if an oil spillage occurs, the oil shall be disposed of either by

mopping-up or by a method agreed by TTT Representative. Drip traysmust always be used when pipeline connections are broken. Underno circumstances shall oil be washed overboard

6. the appropriate document indemnifying TTT against all accidents hasbeen signed

7. the designated point for setting down of vessel’s stores is at thediscretion of the terminal personnel

8. if the above criteria are not met, TTT reserves the right to refusepermission.

Supply Vessel’s Alongside: No supply vessels are allowed alongside.Bathing: Bathing will not be permitted from the platform and approaches,or from the vessel whilst alongside.Communications: Once a vessel has berthed, Terminal Supervisor willplace a portable radio aboard the vessel to be used by the vessel forcontacting the terminal during operations. The radio will be set for directcontact with the Jetty Operator and Terminal Supervisor.

Safety Check List: The Master must complete and return to the TerminalSupervisor a Safety Check List certifying that all statutory conditions havebeen complied with, all necessary loading valves on board are properly set,and the agreed Loading/Unloading Signals are understood. A copy of theSafety Check List, signed by both vessel and terminal representative, is tobe retained on the vessel.Thunderstorms/Suspension of Operations: During severethunderstorms, or other climatic conditions, which may be hazardous to thesafety of the operations, the loading or unloading of any cargo may besuspended by the responsible ship’s officer and/or the appropriate TTTRepresentative.

All valves and tank openings should be closed, and where required, hosesor arms disconnected.Repair Work and Maintenance: No boiler cleaning, chipping, scaling andscraping of steelwork, or work likely to cause sparks, shall be undertaken onany vessel (and no iron or steel hammers or other instruments, capable ofcausing sparks, shall be used for the purpose of opening or closing hatches),unless prior written permission of the Terminal Manager has been obtained.Clearance of the Vessel: Owing to the highly flammable nature of theproducts handled at the terminal, and in order to comply with the PetroleumRegulations, it is necessary to exercise strict control of access to the area.

Unauthorised persons are not allowed to enter a vessel berthed alongsidethe terminal until it has been cleared by Agents and the Authorities.

TTT personnel and Representatives shall have access to the vessel forthe performance of their duties. The Master will give them all the necessaryinformation with regard to operations and shall allow them to inspect all safetyequipment and handling facilities. Back-up support by the vessel’s crew isto be assured.



THAILAND MAP TA PHUT - THAI TANK


Controlled Access to the Terminal: Persons with valid works passesare allowed to enter the terminal to proceed to the jetty. Persons havinglawful business with vessels, tradesmen and suppliers will be issued with aday pass by the Security Officer.

Crew members of a vessel are not allowed to enter the terminal withoutpermission, as mentioned in ‘‘Marine Terminal Pass Form’’.

The entry of women to the terminal is restricted to female members of avessel’s crew or the wives of crew members.

The co-operation of the Masters and Shipping Agents is requested in theinterest of safety.

There shall be prepared a gangway of approved pattern as means ofaccess to a vessel. It shall be properly secured and tended. A notice boardshall be displayedin a prominentarea near theaccess to thevessel indicating‘‘No admittance except on business’’ and ‘‘No smoking allowed’’.

Immobilisation of Engines:1. Themain engineshallalways be kept ready forimmediateuse.Urgentrepairs may only be undertaken with written approval from theTerminal Manager.

2. Repairs which restrict the manoeuvrability of the vessel may only becarried out and on the condition that the Master hires sufficientstand-by tugs to move the vessel, if so required. All consequentialcosts resulting from repair work carried out on the vessel while it ismoored at the terminal shall be borne by the vessel.

3. Should the repair works represent a risk for the terminal, or shouldthe conditions of the approval be contravened, the Terminal Managermay require that the vessel be removed at the Owner’s costs.

Anchors: Every vessel shall have anchors ready for immediate use.Emergency Towing Wires: Any vessel, whilst alongside the terminal,shall provide emergency towing wires of sufficient length to reach the water’sedge with about 20 m. flaked on deck with an eye on the outboard end andinboard end made fast to the vessel’s bitts on the offshore bow and quarter.Number of Crew: The Master shall at all times retain sufficient crew onboard to operate the vessel.Gangway: Vessel’s gangway required (Jetty platform: ␣7.5 m. (CD)).

SHIPMASTER’S REPORT: July 1994.Vessel: 38,600 d.w.t. LOA 182 m. Max. draft 10.97 m. Arrival draft 10.0 m.Cargo: 29,700 tonnes of Naphtha.Port of Map Ta Phut (Rayong), Thailand.

Thecommercialport of Map Ta Phut wasopened in 1992 andis developingstrongly. Vessel berthed at Thai Tank Terminal Ltd (TTT) Berth No. 2, andwas the first ship to discharge naphtha at the pier, therefore the dischargingwas slow, 1,500 cu.m./hr. (maximum) through 28 in. hoses. The storagetank for naphtha is 56,000 cu.m. The berth has been completed, but theChicksan arms have not been installed yet, also the shore gangway wasmissing. This is also the case on Berth (TTT) No. 1. Maximum draft at BerthNo. 1 and No. 2 is 11.90 m.

Thai Tank terminal only stores chemicals and petroleum products, anddistribution of the products to the chemical industry in the area is by meansof a 16 in. pipeline (about 5 km. long).

Pier No. 2 is to be fully equipped before the end of the year. Thai TankTerminal facilities are inside the port, sheltered by manmade breakwater andfairly well protected from swell.

Berthing is possible throughout 24 hours, but the weather might delay Pilotto working during daylight hours only. Also the buoys and leading lights areunreliable, according to the Berthing Pilot.

TheTerminalManager of theThaiTanker TerminalLtd.saidthat this matteris underway and Thai Tanker Terminal has good co-operation with the PortAuthorities. The buoys and leading lights are to be upgraded.

On the West side of the port, there is a long pier and at its end is a chemicalberth. This is specially venerable to the weather. Frequent delays will occurat this pier, due to difficulties of berthing during bad weather.

The port is developing fast, also towards the east of Thai Tank Terminal.Building of new berths is underway for Shell and Caltex. These berths aremainly to serve the refinery, being built by Shell/Caltex. These piers are forloading petroleum products. The refinery is going to be supplied by a SPMBuoy 23 nautical miles offshore and is going to be able to receive VLCCs.The Thai Tank Terminal Ltd. is hoping to get the management of the SPMoperations. The Manager said that if the demand for tank storage is fulfilled,they are going to need 3 times the land they have. TTT has the first optionon the area between their facilities and the West pier for chemicals. Thismentioned land is now sea and has to be filled-in.

The roads from Map Ta Phut to Bangkok are good, but towards the east,improvement of the roads is still going on. Pattaya is about 45 minutes drive

from Map Ta Phut.OPERATOR: Thai Tank Terminal Ltd, Liquid Cargo Terminal, Map TaPhut Industrial Port, PO Box 21, Map Ta Phut, Rayong 21150, Thailand.Tel: ␣66 (38) 683172. FAX: ␣66 (38) 683173. Web: www.thaitank.comContact: Wiroj Jiradecha, Operations Manager. Somkiat Khunlertkit,Terminal Manager (Email: [email protected]).

(B) RAYONG REFINERY :

LOCATION: MapTa Phut port is an industrial harbour owned andmanagedby the Industrial Estate Authority of Thailand (IEAT). The harbour is locatedbetween the cities of Sattahip and Rayong at Thailand’s Eastern seaboard,some 170 km. South of the capital Bangkok.

The 3 jetties of Rayong Refinery Co.Ltd. (RRC) are located on the S.E.side of Map Ta Phut port in close vicinity of the port entrance.

The port area is shown on Royal Thai Navy (RTN) Chart No. 157, theapproaches on RTN Chart No. 141 and on British Admiralty ChartNo. 3966 respectively.

The distance from the Fairway Buoy to the harbour’s Western breakwateris 2 nautical miles. The minimum width of the approach channel is 250 m.and the water depth is 12.5 m. reduced to Lowest Low Water (LLW).

DOCUMENTS: The following documents are required:10 Crew Lists.

6 Stores and Provision Lists (Steward/deck/engine department).6 Arms and Ammunition Lists.6 Narcotics Lists.6 Ports of Call Lists.

6 Foreign Currency Lists.6 Passenger Lists.6 Crew’s Personal Effects Lists.6 Ship’s Domestic Movable Properties Lists.

(The last 2 lists to declare brands and serial numbers of watches, cameras,radios, TV’s, calculators, refrigerators, all electrical and sound equipment).

PILOTAGE: Government Pilotage is compulsory for all vessels. Pilotexemption for regular local traders has been introduced. The Pilots alsoserveas Docking Masters, berthing the vessel with the assistance of tugs.

The Pilot embarks approximately 1 nautical mile South of the Fairway Buoyin position Lat. 12␥ 36.0' N., Long. 101␥ 10.0' E.

RESTRICTIONS: The water depth of the approach channel is 12.5 m.reduced to Lowest Low Water (LLT).

The water depth in the harbour approach is 12.5 m., 11.5 m. and 8.0 m.for Jetties No. 1, 2, and 3 respectively.

RRC’s requirements for under-keel clearances vary between 1.0 m. forvessels up to 6,000 tonnes d.w.t. and 1.5 m. for vessels above that size.

MAX. SIZE: The Harbour Department stipulates the following maximumsizes for vessels entering the port: LOA 260 m. and beam 46 m.

Also see ‘‘Berthing’’.

HEALTH: No advanced Radio Pratique is permitted.

RADIO: ETA: The estimated time of arrival (ETA) of ships has to be given72 hours, 48 hours and 24 hours prior to arrival to the ship’s Agent via cable,fax or telex.

Two hours before the Pilot embarks or when in VHF range, the ETA hasto be confirmed verbally to the pilot station together with the maximum draft.

VHF: Communication/Pilot Boarding Area: The Map Ta Phut Pilot Officecanbe contactedon VHFChannel 16.Oncecontact is established,thevesselis requested to stand-by on VHF Channel 14.

Channel 13 is used for communication between vessels, tugs, HarbourMaster and mooring boats for berthing and unberthing.

VTS: There is a VTMIS service in operation within the port limits.TUGS: Tugusage is compulsory in theport forboth berthing andunberthing.

Tug lines are used for towing.The tug and its crew are regarded as employed by the ship being towed.

All damage and costs to the tug arising during the assistance, and for whichthe tug could be made responsible, must be compensated for by the ship inquestion.Mooring: Mooring gangs and mooring boats are provided by RRC. All vesselsberth with portside alongside, i.e. heading South towards the port entrance.Mooring Requirements:

Up to 6,000 d.w.t.: 4 breast lines and 2 springs, fore and aft.Over 6,000 d.w.t.: 6 breast lines and 2 springs, fore and aft.

BERTHING: Mooring, unmooring and cargo operations are carried out ona 24 hour basis.Jetty No. 1:

Water Depth in Berth : 13.0 m. reduced to LLW.Water Depth in Approach : 12.5 m.Maximum Draft : 11.0 m.Maximum LOA : 260.0 m.

Minimum LOA : 75.0 m.Maximum Berthing Displacement : 87,000 tonnes.Maximum Approach Velocity : 0.16 m./sec. (0.31 knots).Maximum Approach Angle : 10␥.Shore Gangway

Jetty No. 2:Water Depth in Berth : 13.0 m. reduced to LLW.Water Depth in Approach : 11.5 m.Maximum Draft : 10.5 m.Maximum LOA : 170.0 m.Minimum LOA : 75.0 m.Maximum Berthing Displacement : 49,520 tonnes.Maximum Approach Velocity : 0.18 m./sec. (0.35 knots).Maximum Approach Angle : 10␥.Shore Gangway

Jetty No. 3:Water Depth in Berth : 8.0 m. reduced to LLW.Water Depth i n Approac h : 8.0 m. reduced to LLW.

Maximum Draft : 7.5 m.Maximum LOA : 110.0 m.Minimum LOA : 60.0 m.Maximum Berthing Displacement : 7,968 tonnes.Maximum Approach Velocity : 0.25 m./sec. (0.49 knots).Maximum Approach Angle : 10␥.Shore Gangway (Stair Type)

MEDICAL: Hospitalisation, doctors and dentists are available on requestvia the Agent.

CARGO OPERATIONS: Loading and Discharging: Prior to operations, aShip/Shore Safety Check List, and a written Cargo Plan in accordance orsimilar with Annex VI of the Jetty Safety Regulations (Not reproduced) areto be completed.Maximum Shore Receiving (Import) Capacities (cu.m./hr.):

Grade Berth No. 1 Berth No. 2 Berth No. 3

Crude 23,000 (16 in. dia.) 22, 000 (12 in. dia .) Ni lF.O. 23,000 (16 in. dia.) 22,0 00 (12 in. dia .) Ni l

MTBE 12,000 (8 in. dia.) 1200 (8 in. dia.) 1200 (8 in. dia.)Condensate Nil 22,0 00 (12 in. dia .) Ni l

Maximum Shore Loading (Export) Capacities (cu.m./hr.):Product Berth No. 1 Berth No. 2 Berth No. 3ADO 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.)Chem. Feedstock(Tops/Naphtha)

Nil Nil 3700 (8 in. dia.(Back-up)

F.O C&D 23,000 (16 in. dia.) 22,000 (12 in. dia.) 1700 (8 in. dia.)Jet A-1 1700 (8 in. dia.) 1700 (8 in. dia.)ULG-92 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.)ULG-97 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.)

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MAP TA PHUT - RAYONG THAILAND


Flanges/Loading Arms/Couplings: All 3 jetties are fitted with 5 rigidloadingarms for the handling of crude oil and products as follows:

Jetty No. 1: 216 in. for crude oil plus 38 in. for products.Jetty No. 2: 212 in. back-up crude plus 38 in. for products.Jetty No. 3: 48 in. for products.All loading arm flanges are of ANSI 150 LB standard and the couplings

to be bolted manually.Deballasting, Slops and Sludge Reception: Ballast reception is generallyrestricted to 300 cu.m. per vessel, onevessel at a time, dueto thesystemlayout. Quantityvariations maybe possible,but each case will begrantedindividually.

Slops are only acceptable provided they are chemicallyuncontaminated. This has to be confirmed in writing by the vessel’sMaster. Acceptable volumes will be decided on a case by case basis.

Samples will be required if slop reception is agreed.FRESH WATER: Ordered via the Agent in advance and will be deliveredby barge.

No barges or boats are allowed alongside vessels moored at RRC jetties,consequently larger quantities have to be loaded at the anchorage.

FUEL: Bunkers have to be ordered through the Agent, delivery by bunkerbarge.

REPAIRS: In general, repair work is not permitted while alongside any jetty.For exclusions see Jetty Safety Regulations.

Under no circumstances will an immobilisation of the main engine bepermitted.

REPATRIATION: Available via Bangkok International Airport, some170 km. by road.

SHORE LEAVE: Shore leave is permitted. Foreigners need a passportwhile ashore. Due to the unavailability of public transport and the distanceto the next city (i.e. Rayong 20 km.), transport to be arranged via the Agent.

GENERAL: Wind/Tide: The non-harmonic maximum tidal range in the areais between 0.3 m. and 3.5 m. above Chart Datum. The specific gravity of thesea water in port is 1.025. There is no current in the port apart from the

normal flood and ebb current caused by the water flowing into and out of theport respectively.

Outside the port, the main direction of the current runs more or less parallelto the shore line in Westerly directions during floor tide, and in Easterlydirection during ebb tide. The average current is 0.2 knots –0.3 knots, themaximum never exceeds 0.7 knots.

Winds are influenced by North East and South West Monsoon periodsrespectively, but quite often vary from their predominant directions.Velocitiesare typically less than 10 knots, but seldom greater than 20 knots, thoughbrief peak gusts of up to 60 knots associated with thunderstorm and torrentialrain are occasionally experienced around the month of November.

Wave heights are mainly below 1 m. and hardly ever exceed 2.5 m.Port State Control: Map Ta Phut port is open to ships in national and foreigngoing trade.Thailand is a signatoryto thememorandumforPortStateControl,so governmental inspections can be carried out.Inspections: Alongside RRC installations, inspections of vessels are carriedout before and during cargo operations by the RRC Loading Master and/orthe Marine Department in accordance with RRC Jetty Safety Regulations,which are handed out to every vessel calling at their facilities, and theShip/Shore Safety Check List.

RRC’s Jetty Safety Regulations are in accordance with the ‘‘InternationalSafety Guide for Oil Tankers and Terminals’’ (ISGOTT).

Safety rules in case of chemicals and liquified gas are based on ‘‘TankerSafety Guide (Chemicals)’’ and ‘‘Tanker Safety Guide (Liquified Gases)’’respectively, published by the ‘‘International Chamber of Shipping’’ (ICS).Provisions and Stores: Provisions and stores of good quality available on48 hours notice via the Agent. Deck/engine room spares are usually availablein reasonable quantities, but selection is very limited.Transport: No public transport is available.

OPERATOR: Rayong Refinery Co.Ltd., No. 8, 1-8 Road, Map Ta PhutIndustrial Estate, (P.O.Box 34) Map Ta Phut, Rayong 21150, Thailand.Tel: ␣66 (38) 684290. FAX: ␣66 (38) 684294. Contact: Pissanu Sanyatit,Head of Marine (Tel: ␣66 (38) 683759. Fax: ␣66 (38) 683746).

(C) STAR MARINE TERMINAL:

LOCATION: The Star Petroleum Refining Co. Ltd. Marine Terminal issituated in the Map Ta Phut Industrial Port, in position Lat. 12␥ 40' N.,Long. 101␥ 09' E., and consists of 2 concrete piers. Product vessels arehandled at all berths on the southern pier, the northern pier is howeverdedicated to LPG.

A vessel will only be accepted at a berth providing it is compatible with allaspects of the berth design. Special attention is paid to a vessel’s manifoldarrangements which must be of a fixed and permanent design (includingpipelines, valves and supports, etc.), and form part of the vessel’s structure.All vessels shall have manifold arrangements which comply with thestandards recommended by the OCIMF–Standardsfor Tanker Manifolds andAssociated Equipment.

PILOTAGE: Compulsory for non-exempt vessels. Pilots normally board atthe approach channel entrance.

RESTRICTIONS: Berthing and unberthing possible day and night.

MAX. SIZE: Overall Length Restrictions: The desi gn basi s for theProducts Pier is to accommodate vessels up to 12,000 d.w.t. The exceptionsto this rule are as follows:

Berth No. 1 can only safely accommodate tankers up to 70 m. in length(1,000 d.w.t. approx.) due to the disposition of the mooring equipment.Berth No. 3 has been designed to accommodate larger vessels up to90,000 d.w.t., and when occupied may overhang Berths No. 1 and 4,

and so prevent their use.The LPG Berth has a dredged operating basin which limits vessel’smaximum overall length to LPG South 80.0 m. and LPG North 95.0 m.,assuming that the loading manifold is positioned amidships.Max. Draft: Generally, the maximum drafts for vessels arriving or departingfrom Map Ta Phut Marine Terminal are as follows:

Berth No. 1 12.0 m.Berth No. 2 8.5 m.Berth No. 3 12.0 m.

Berth No. 4 12.0 m.Berth No. 5 8.5 m.LPG South 5.5 m.LPG North 7.5 m.

An under-keel clearance safety margin of 1.0 m. has been allowed.Deeper drafts may be accepted on occasions, depending on the predicted

height of tide and must always be agreed with the Area Operating Manager.Also see ‘‘Berthing’’.

VHF: Port on Channels 16, 13 and 14. Terminal on Channels 19 and 67.


TUGS: 33,600 h.p. and 23,200 h.p.

BERTHING:

Berth No. 1: Grades available for Export: Export, Premium and Regular Mogas,

Reformate High Speed Diesel, Fuel OilNo. 1 and No. 4.

Import: Sweet Naphtha. Heavy Gas Oil.Ballast Facilities: Available.Vessel Size: G overned by the Loading Arm Operating

Envelope as well as LOA and draft.All Loading Arm Operating

Envelopes:Maximum height 17.8 m. above MHHW.Minimum height 0.96 m. above MLLW.

Loading Arm Size: 8 in. with QCDC.Maximum LOA: 85.0 m.Maximum Draft: 12.0 m.


Reformate High Speed Diesel, Fuel OilNo. 1 and No. 4.

Import: Sweet Naphtha. Heavy Gas Oil.Condensate.

Ballast Facilities: Available.Vessel Size: G overned by the Loading Arm Operating





High Speed Diesel, Fuel Oil No. 1 andNo. 4.

Import: Sweet Naphtha, Crude Oil, Heavy GasOil.

Ballast Facilities: Available.Vessel Size: G overned by the Loading Arm Operating

Envelope as well as LOA, beam and draft.Mogas, Naphtha Loading

Arm OperatingEnvelopes:

Maximum height 17.8 m. above MHHW.Minimum height 0.96 m. above MLLW.

Loading Arm Size: 8 in. with QCDC.Crude Oil, Heavy Gas Oil

Loading Arm OperatingEnvelopes:

Maximum height 19.8 m. above MHHW.Minimum height 6.77 m. above MLLW.

Loading Arm Size: 12 in. with QCDC.Fuel Oil Loading Arm

Operating Envelopes:Maximum height 19.8 m. above MHHW.Minimum height 0.96 m. above MLLW.

Loading Arm Size: 8 in. with QCDC.Maximum LOA: 260.0 m.Maximum Beam: 45.0 m.Maximum Draft: 12.0 m.


Reformate High Speed Diesel.

Import: Sweet Naphtha, MTBE.Ballast Facilities: Available through 6 in. flexible hose only.Vessel Size: G overned by the Loading Arm Operating




No fuel oil bunkers available at this berth.


Reformate High Speed Diesel.Import: Sweet Naphtha. MTBE.Ballast Facilities: Available through 6 in. flexible hose only.Vessel Size: G overned by the Loading Arm Operating


Envelopes:

Maximum height 17.8 m. above MHHW.

Minimum height 0.96 m. above MLLW.Loading Arm Size: 8 in. with QCDC.Maximum LOA: 135.0 m.Maximum Draft: 8.50 m.

No fuel oil bunkers available at this berth.Tug Berth: Loading of High Speed Diesel for tugs.



THAILAND MAP TA PHUT - STAR M.T.


LPG - South Side: Grades available for Export: LPG.Vessel Size: Governed by the Loading Arm Operating

Envelope as well as LOA and draft.Loading Arm Operating


Loading Arm Size: 6 in. with QCDC.Maximum LOA: 110.0 m.Minimum LOA: 50.0 m.Draft: 5.50 m.

No bunkers available. Fully pressurised LPG vessels only.

LPG - North Side: Grades available for

Export/Import: LPGVessel Size: Governed by the Loading Arm Operating

Envelope as well as LOA and draft.Loading Arm Operating


Loading Arm Size: 6 in. with QCDC.Maximum LOA: 125.0 m.Minimum LOA: 50.0 m.Draft: 7.50 m.

No bunkers available. Fully pressurised LPG vessels only.

Loading Rates:Loading Rate through 8 in. arm is 650 cu.m./hr.Loading Rate through 12 in. arm is 2,495 cu.m./hr.Loading Rate for LPG through 6 in. arm is 240 cu.m./hr.

MOORING:1. No unauthorised personnel are allowed on the berth during the

mooring or unmooring of any vessel.2. It is prohibited to moor a vessel at the Terminal without the permission

of the Manager.

3. Under adverse weather conditions, the Port Authority, Supervisor orMaster of a vessel may order the cancellation of a scheduled berthingat any stage of the operation.

4. The Master shall ensure that the vessel is secured alongside withsuitable ropes or wires which are to the satisfaction of the Supervisor.Mooring lines of the same material shall be used for all head andstern and breast lines.

5. A maximum of 2 lines to be secured to any one mooring bollard onthe jetty. Self-tensioning winches must not be used in automatic modeand winch brakes must be kept hardened up except when mooringsare being tended.

6. A strict watch is to be kept on moorings and they are to be tendedto prevent undue movement of the vessel. Should the Supervisorconsider the moorings to be inadequately tended, operations will besuspended until moorings are adjusted to his satisfaction.

7. Adequate size towing wires for the size of a vessel are to be provided,rigged and secured to the offshore bow and quarter with the towingeyes maintained just above the water level. Sufficient slack wireshould be maintained on deck for an emergency pull away by tugs.

Moorings: Vessel moorings are used and a minimum of 5 suitable lines must

be provided at each end.Arrival Information Exchange: Prior to, or on arrival at the Terminal, theMaster shall discuss with the Company:

1. Origin and quantity of ballast and whether it is to be retained,discharged overboard or discharged ashore.

2. Quality issues, with regard to any hazardous characteristics of thepetroleum on board or previous petroleum cargo carried.

3. Quantity, nature and order in which the petroleum will be loaded ordischarged.

4. Maximum ship and shore loading and discharge rates.5. Location of manifold relative to the bow, side, height above deck and

distance between connections.6. Number, size and material of liquid and vapour manifold connections

to be utilised.7. Defects in ship or equipment affecting performance or

manoeuvrability.8. Details of crew and expected visitors while in port. Method of storing,

if applicable.9. Whether crude oil washing is to be undertaken whilst alongside.

10. Any other information concerning the vessel regarding safeoperations.

BALLAST: Vessels are expected to arrive with clean ballast as there arelimited shore ballast reception facilities. Ballast water containing chemicals or waste incompatible with the shore water effluent treatment plant must not be discharged ashore.

Clean ballast water, and water from segregated tanks, may be dischargedoverboard subject to the approval of the Port Authority and the Company.Ballast water from non-segregated ballast tanks shall either be retainedonboard or discharged into Company tankage.

Consideration will be given to receiving the contents of a vessel’s sloptanks which may be discharged to the shore reception facility after analysisand with the prior consent of the Company. If material for discharge isincompatible, arrangements for disposal of the material must be made withthe vessel’s Agent who maintains a list of contractors licensed to handlehazardous material.

FRESH WATER: Not available.FUEL: Bunkers available with advance notice.

AIRPORT: Bangkok International, 170 km.

EMERGENCY CO-ORDINATION CENTRE: Contact the Berth

Operator or MCB Chief Operator via Channel 6 UHF.GARBAGE DISPOSAL: No facilities.

GENERAL: Tidal Information:Highest Astronomical Tide ␣3.5 m.Mean High High Water ␣3.0 m.Mean High Water ␣2.8 m.Mean Sea Level ␣2.2 m.Mean Low Water ␣1.6 m.

Mean Low Low Water ␣1.4 m.Lowest Astronomical Tide ␣0.5 m.Lowest Low Water ␣0.0 m. (Chart Datum).

Personnel Access to Restricted Area:1. The Company and Port Regulations require that only authorised

persons shall be allowed accessto theTerminal andtheymustcomplywith any restrictions placed upon them.

2. Persons appearing to be affected by drugs or alcohol will be refusedaccess to the Terminal.

3. The Master shallprovide theCompany with a list of crew andexpectedvisitors.

4. Officials of the Company and Port Authority shall have the right toboard a vessel at any time to ensure that these Regulations are beingobserved.

5. Visitors are not allowed to board any vessel except with permissionfrom the Master and Supervisor. Conduct of such visitors shall be theresponsibility of the Master.

Movement of Tugs and other Craft: During operations, no vessel or smallcraft shall be allowed alongside the vessel unless approval has been givenby the Supervisor and agreed by the Master. When tugs or other craft arealongside a vessel, all cargo system openings must be closed unless alltanks are gas free.Repair Work: Repair work involving either hot or cold work or the use ofnaked lights is prohibited unless the permission of the Manager has beenrequested and granted in writing. Repair work includes, but is not restrictedto, boiler tube cleaning, chipping and scraping, hull painting, testing andservicing of electrical equipment (including radar, radio and domesticelectrical equipment). If permission is granted to undertake repairs, a list ofspecified repairs, method statement and a list of shore workmen employedon a vessel must be given to the Supervisor before work commences. Whereapproved repair work involves the immobilisation of the vessel’s mainengines, the Supervisor shall be notified of the actual commencement andcompletion times of the work.Ship’s Gangway: The vessel is to provide a suitable gangway forsafeaccess,

properly rigged with side rails, safety net and lifebuoy, and ensure that duringthe hours of darkness the gangway is adequately lit. In the case of excessivefreeboard, the means of access/egress shall include an upper platform andbulwark ladder to provide safe access to the ship’s deck.Crude Oil Washing, Tank Cleaning and Gas Freeing: Crude oil washing,tank cleaning and gas freeing of cargo tanks (including inert gas purging) isnot permitted without the written approval of the Supervisor. Permission willonly be granted subject to berth availability, and provided that all safety andoperational requirements, as determined by the Supervisor are met in full.Such safety and operational requirements will be in accordance with theInternational Safety Guide for Oil Tankers and Terminals.Stores Handling: The handling of any form of packed or general cargo willonly be permitted with the specific written approval of the Supervisor andunder such conditions as he may reasonably require. Small items of ship’sstores capable of being carried by hand, may be handled via the ship’sgangway during operations, provided that any metallic object or package issuitably wrapped to prevent the generation of sparks. During the handling ofsuch packages, access to and from the ship shall not be obstructed.

Major items or ship’s stores may be handled during operations providedthat:

1. Petroleum with a flash point greater than 60␥C is being handled.2. Prior approval has been given by the Supervisor.3. Operations are not affected.4. Stores are delivered by water and conveyed in a craft approved by

the Company.5. Stores are handled only at the after end of the vessel, using the ship’s

lifting equipment and in such a manner that no part of the storingactivity takes place alongside, on or directly above any part of themain deck. All such store items are to be landed on an area coveredwith wood or canvas to prevent sparks.

SHIPMASTER’S REPORT: February 2003.The following information was received by the ship’s Master for the

Terminal:General Information: The Alliance Refining Co. Ltd. Marine Terminal issituated in the Map Ta Phut Industrial Port, in position Lat.12␥ 40' N.,Long. 101␥ 09' E., and consists of the North and South Terminal. Productvessels are handled at ARC North Terminal southern pier and 3 jetties ofARC South Terminal. The ARC North Terminal, northern pier is howeverdedicated to LPG.

A vessel will only be accepted at a berth providing it is compatible with allaspects of the berth design. Special attention is paid to a vessel’s manifoldarrangement which must be of a fixed end permanent design (includingpipelines, valves and supports, etc.) and form part of the vessel’s structure.All vessels shall have manifold arrangements which comply with thestandards recommended by the OCIMF Standards for Tanker Manifolds andAssociated Equipment.Length Overall Restrictions: Northern Terminal: The design basis for theProducts Pier is to accommodate vessels up to 12,000 d.w.t.The exception to this rule is as follows:

Berth No. 1 North can only safely accommodate tankers up to 85 m. LOA(approximately 2,000 d.w.t.) due to the location of the mooring equipment.

Berth No. 3 North has been designed to accommodate larger vessels upto 104,500 tons displacement, and when occupied will overhang BerthsNo. 1 and No. 4, and so prevent their use.

The LPG berth has a dredged operating basin which limits the vessel’smax. LOA to 110 m. at both the LPG south and north berths, assuming thatthe loading manifold is positioned amidships.South Terminal: Information contained in ‘‘Appendix B’’ (Not provided).Mooring Requirements: In general, the minimum requirement should beconsidered as follows:ARC North Terminal: A minimum of 5 mooring lines are to be provided bythe vessel both fore and aft.ARC South Terminal: Vessels up to 6,000 tonnes d.w.t.: Three breast linesand 2 springs both fore and aft.

Vessels greater than 6,000 tonnes d.w.t. – 40,000 tonnes d.w.t.: Fourbreast lines and 2 springs both fore and aft.

Vessels greater than 40,000 tonnes d.w.t.: Six breast lines and 2 springsboth fore and aft.



MAP TA PHUT - STAR M.T. THAILAND


If due to the mooring layout and the length of the vessel, it is not possibleto provide the above stated breast line requirements, some may be run ashead and stern lines respectively.Tidal Information:

Highest Astronomical Tide (HAT) ␣3.5 m.Mean High High Water (MHHW) ␣3.0 m.Mean High Water (MHW) ␣2.8 m.Mean Sea Level (MSL) ␣2.2 m.Mean Low Water (MLW) ␣1.6 m.Mean Low Low Water (MLLW) ␣1.4 m.Lowest Astronomical Tide (LAT) ␣0.5 m.Lowest Low Water (LLW) ␣0.0 m. (Chart Datum).

Water Depths: Generally, the maximum drafts for vessels arrivingor departingfrom Map Ta Phut Marine Terminal are as follows:

ARC North:Berth No. 1 12.0 m.Berth No. 2 8.5 m.Berth No. 3 12.0 m.Berth No. 4 12.0 m.Berth No. 5 8.5 m.LPG South 5.5 m.LPG North 7.5 m.

ARC South:Berth No. 1 11.0 m.Berth No. 2 11.0 m.Berth No. 3 7.5 m.

Under-keel clearance of 1.0 m. has been allowed for in the above drafts.Deeper drafts may be accepted on some occasions, depending on the

predicted tidal height. Drafts exceeding the above must always be agreedwith the Marine Manager.Pilotage: Compulsory for non-exempt vessels. Pilots normally board in theapproaches to the channel entrance.Gangways: Not provided at the berths.Fresh Water: Fresh drinking water is not provided at the berths.Fuel: Bunkers are available but are subject to being ordered.Ballast Water: Vessels are expected to arrive with clean ballast water dueto there being limited shore ballast reception facilities (at ARC North BerthsNo. 1, 2, 3, 4 and 5 only).

Ballast water containing chemicals or waste incompatible with the shorewater effluent treatment plant must not be discharged ashore.

Clean ballast water and water from segregated ballast tanks may bedischarged overboard subject to the approval of the Port Authority and theCompany. Ballast water from non-segregated ballast tanks shall either beretained on board or discharged into the Company’s shore facility fortreatment.

Consideration will be given to receiving the content of a vessel’s slop tanks,which may be discharged to the shore reception facility after analysis andwith the prior consent of the Company. If material for discharge isincompatible, arrangements for disposal of the material must be made withthe vessel’s Agents who maintain a list of contractors licensed to handlehazardous material.

AUTHORITY: Operator: See ‘‘Part (D)’’.

(D) MAP TA PHUT SPM TERMINAL:

OVERVIEW: MapTa Phut SPMTerminal is owned jointly byStar PetroleumRefining Co Ltd (SPRC) and Rayong Refinery Co Ltd (RRC) and is operatedby Alliance Refining Co Ltd (ARC).

The terminal consists of a CALM Buoy Mooring and is designed for theimportation of crude oil for both SPRC and RRC.

It is secured by six chains of 4.25 in. diameter, in approximately 25.0 m.of water (LLT).

LOCATION: In position Lat. 12␥ 29' 12.6" N, Long. 101␥ 11' 57.6" E.

CHARTS: BA Charts No. 2414 and 3966.Thai Hydrographic Department Chart No. 141.

Nautical Publications: Sailing Directions, List of Lights and Tide Tablesshould be on board.

APPROACHES: When within VHF range, Masters of tankers shouldascertain berthing prospects from the terminal.Buoy A: Isolated danger, black with a broad red horizontal band, top mark

two black spheres one above the other, exhibiting a white light Fl.(2) 12 sec.6 miles, located in position Lat. 12␥ 29' 33.9" N, Long. 101␥ 10' 18.4" E.This buoy marks a rock pinnacle which is considered dangerous to

navigation.Buoy B: Special mark yellow with single yellow X top mark exhibiting ayellow light Fl.(4) 20 sec. 6 miles, located in position Lat. 12␥ 29' 43.0" N.,Long. 101␥ 12' 24.7" E.

A racon transmitting Morse code B (Bravo) is also fitted to this buoy.SPM: The SPM exhibits a white light flashing 6 times per 15 seconds andvisible at a range of 5 miles. In addition, a fog horn will sound Morse code Uat 30 second intervals. White winker lights are also fitted to the floating hosestrings.

PILOTAGE: Pilotage is compulsory. No vessel should approach closer tothe SPM than 2 miles without a SPM Mooring Master on board.

On approaching the terminal, VHF contact can be established onChannel 67 which is also the working channel. The vessel will be advised ofberthing prospects. In cases where VHF contact is not made, the vesselshould proceed to the designated anchorage position and anchor.

Also see ‘‘Mooring’’.

ANCHORAGES: Should it be necessary to anchor, then the vessel shouldproceed to the recommended anchorage area which is in positionLat. 12␥ 26' N, Long. 101␥ 12' E, approximately 180␥(T)3 miles distancefrom SPM, or as otherwise indicated.

RESTRICTIONS: Berthing and unberthing day and night.

MAX. SIZE: Displacement 350,000 tonnes, draft 20.7 m.

RADIO: Vessels bound for the Map Ta Phut SPM Terminal are to adviseSPRC/RRC of their ETA 72 hours, 48 hours, 24 hours and 12 hours beforearrival.

The following information is required from the Master::a) name of vesselb) ETAc) confirmation of adequate stability at all stages of cargo/ballast

operationsd) SWL of derrick or crane and its state of readinesse) number and size of manifoldsf) name of Master

g) arrival displacementh) drafti) last port of call (detail as per ISPS advance exchange of information

between Agents and terminal) j) owner’s name and addressk) Bill of Lading figures

l) nationality of officers and crewm) number and size of chain stoppers for SPM mooringn) confirmation that vessel is able to maintain 30% of Summer d.w.t.

while in bertho) IGS operational and all cargo tank conditions as required by SOLAS.

Mooring/Unmooring: On Arrival: The vessel will be given berthing oranchoring instructions via Agent or upon arrival on VHF Channel 67 by theARC Marine Terminal.At Anchor: A good listening watch should be maintained on VHFChannels 16 and 67. Vessels will be called by ARC with berthing informationand other instructions.Under Pilotage and at Berth: The Mooring Master and Assistant will carryportable intrinsically safe multi-channel radios by means of which allcommunications regarding approach, mooring and cargo transfer will bemade. They will also carry battery chargers for these radios during thevessel’s stay at the terminal.

In addition, the vessel’s VHF radio should be available on the bridge andin the cargo control room for back-up communications.

VHF: A 24-hour watch is maintained on Channel 67 at the terminal.

Channel 67 will be the working channel. Vessels are usually able to makecontact on the channel at a distance of 30 –40 miles.

VTS: There is a VTMIS service in operation within the port limits of theadjacent Map Ta Phut port. However, it does not cover the SPM terminal.

TUGS: One tug of 5,000 h.p. (45 tonnes BP).

BERTHING: Vessels arriving to discharge at the terminal must comply withthe latest SOLAS and MARPOL Conventions and Protocols.

Vessels that are found to be seriously deficient in any way will not be berthed or allowed to discharge at the terminal.

The berth is designed to accommodate tankers from approximately80,000–300,000 d.w.t. with a maximum displacement of 350,000 tonnesanda maximum draft of 20.7 m., with minimum and maximum bow to manifolddistance of 115–175 m. and freeboard at any stage of operations notexceeding 22 m.

Only vessels fitted with approved chain stoppers as per OCIMFrecommendations will be berthed.

Mooring system consists of two nylon endless grommets; hawsers of 16 in.circumference, 50 m. in length, each with a 394 tonnes NDBS and equippedwith a combination B and C chafe chain.

The floating hose configuration consists of two strings, the main hosesbeing 24 in. and the tail hoses 16 in. diameter. The strings are marked bywinker lights. Double closure Gall Thomson breakaway couplings are fittedto the floating strings.

MOORING: Mooring Master Boarding: The Mooring Master, hisassistant and one mooring crew will board the vessel by boat.

⌻ A safe means of access shall be provided in accordance with therequirements of SOLAS.

⌻ The vessel must provide an adequate lee for boarding.⌻ During night operations, the access shall be adequately illuminated

to allow the safe approach and boarding of the Mooring Master,Government Officials and Agent.

⌻ The Conditions of Entry Into and Use of the Map Ta Phut SPM Terminal form will be presented to the Master of the tanker and shallbe signed prior to the commencement of berthing operations.

⌻ The Notice of Readiness will only be accepted provided the ARCMooring Master is satisfied that the vessel is in all respects ready tomoor and discharge.

In no event shall the Notice of Readiness, whether previously accepted or

not, be valid or binding on the terminal unless the vessel, her tanks andequipment are in fact in every respect ready to discharge cargo.The Mooring Master and assistant will advise the Master on all manoeuvres

and operations relative to berthing, connecting/disconnecting of hoses andunberthing. They will also provide all communications between vessel andshore during discharge operations and be the terminal representative withrespect to cargo operations, documentation, safety observations and otherrequirements. These two persons will remain on board the vessel while it isin the berth and suitable officer style accommodation is to be provided forthem. Accommodation is also to be provided for the mooring crew.Preparation for Mooring: During the approach, while mooring, securedin the berth and whilst unberthing, the vessel’s anchors must be secured bystoppers to prevent accidental dropping with subsequent damage to thesubsea pipeline and equipment.

The vessel’s port side port derrick/crane should be rigged ready to lift themooring basket from the boat and for connecting the cargo hoses.Derrick/crane shall have a minimum 15 tonnes SWL. However, vesselsshould have the recommended SWL capacity for their size as recommendedin the latest OCIMF publication Recommendations for Oil Tanker Manifolds and Associated Equipment .

The vessel will provide 216 in. 150 lbs. ANSI flange connections onselected cargo manifolds made ready for hose connections, drip trays,sawdust or sand and firefighting equipment in position at the manifold area.

The following vessel’s equipment should be ready on thefo’c’sle head:a) two empty spool drums to heave and stow on board two mooring

pick-up ropes, each of 10 in. circumference and 137 m. longb) two messenger lines 24 mm. diameter, 150 m. in lengthc) large crow bar



THAILAND MAP TA PHUT SPM TERMINAL


d) sledge hammere) pail of greasef) large flashlight for night berthing.

Mooring and Unmooring: Line handling during mooring and unmooringare performed by the vessel’s crew under instruction of the Mooring Masterand assistant.

Vessels must be fitted as recommended in the latest OCIMF publicationStandards for Equipment Employed in Mooring of Ship’s at Single Point Moorings .

Only vessels fitted with approved chain stoppers will be berthed at the SPM. The use of Smit Brackets or any other means of securing the chafe chain is not permitted.

When the vessel is within reasonable distance from the SPM, a ship’smessenger line will be carried by the mooring launch and connected to theport mooring messenger on the mooring hawser. This mooring messengerwill be used to heave the 76 mm. chafe chain onboard. Care must be takenduring this operation to ensure that no excessive weight comes on themooring messenger.

The chafe chain will then be secured in the chain stopper in such a mannerthat thenylon hawserremains outside andclear of theship’s fairlead,allowingthe chain to absorb any chafing in the mooring system. The operation willthen be repeated to secure the starboard mooring hawser.

Once the vessel is securely moored, a tug will be secured on a towlineastern.

Moored to Berth: A Mooring Hawser Load Monitoring Device is fitted to theSPM. At 126 tonnes, which is 70% of the preset threshold value of180 tonnes, a red warning light flashes and the Mooring Master is to beinformed, engines to be put onto stand-by and the situation continuallymonitored. When 180 tonnes is reached, an audible alarm sounds. TheMarine Control Building is to be informed, cargo stopped,hoses disconnectedand consideration given to vacate the berth.

Unmooring: When the hoses have been disconnected and lowered to thewater, the unmooring operation will commence. The tug astern will bereleased to pull the hoses clear from the vessel’s side.

The weight will then be allowed to come off the mooring hawsers, it maybe necessary to use the ship’s engines for this purpose. When the weight isoff, the starboard mooring hawser will be released, lowered to the water andtowed clear. The port hawser will then be released and the vessel movedastern clear of the berth.

Care must be taken to ensure that the mooring hawsers do no becomeentangled in each other or are dropped onto or across the hose strings.

Anchors not to be unsecured until the vessel is well clear of the SPM and subsea pipeline.

CARGO OPERATIONS: Connecting Procedures: Tanker manifoldarrangements must comply with the latest OCIMF publicationRecommendations for Oil Tanker Manifolds and Associated Equipment .

After the vessel has been securely moored, the mooring boat will bringthe floating cargo hose strings alongside.

⌻ Lower derrick/crane hook to the mooring boat, which will connect itto the forward hose.

⌻ Heave up the hose until the blank flange is level with the hose rail.⌻ Unshackle hose snubbing chain from the flange lug.⌻ Continue heaving up the hose as directed by the Mooring Master.⌻ Secure snubbing chain.⌻ Lower the hose to bring the hose flange to the manifold and check

the alignment of the flanges.⌻ Lower the hose onto the drip tray and remove blank flange.⌻ Lift the hose and connect to the manifold. Use a new gasket and fully

bolt the flanges.⌻ Open the hose end butterfly valve and secure.⌻ Repeat the procedures for the second hose.

After both hoses have been connected, they must be supported in way ofthe tanker rail by means of broad nylon bands suspended from thederrick/crane.

Care should be taken during the hose handling operation to avoid seriousdamage to the hoses and associated equipment.

Discharge Procedures:1. On completion of all Government formalities, gauging, sampling,

safety checks and documentation, discharge of cargo can commence.2. The discharge operation will be controlled by VHF/UHF radio by the

Mooring Master/assistant between the vessel and the marine terminalcontrol building for both SPRC and RRC cargoes. This does notabsolve the vessel from communicating directly with the terminalmarine control building if the Mooring Master/assistant do not respondto radio calls or in an emergency situation.

3. The SPM supplies crude oil to both the SPRC and RRC refineries.Therefore, it may be necessary at the commencementof the dischargeto displace theoil already containedin theSPM systemandsubmarinepipeline to the appropriate refinery, before bulk discharge can

commence.4. Themaximumdischarge pressureallowed at thetanker rail is 10.5 bar

(approximately 9,500 cu.m./hr.).5. Throughout the discharge, a responsible deck officer must be in

charge of operations, either on deck or in the cargo control room andin continuous contact with the Mooring Master/assistant via portableradio. An efficient deck watch must be maintained with continuousobservation of the manifold area and the mooring hawser.

6. As an anti-pollution measure, the vessel is required to monitorcarefully the quantity being discharged and remaining on board at anytime during discharge operations. The vessel must radio thesequantities to the terminal onshore on an hourly basis to allow for thecomparison of figures (discharged against received). This isparticularly important at night when it is difficult to detect oil pollution.

7. During the hours of darkness, it is required that all available approvedfloodlights are used to illuminate the vessel and surrounding watersto facilitate the detection of oil and generally assist in the transferoperations. Vessels are advised that failure to supply sufficient lightingcould result in the transfer operation being suspended during thehoursof darkness. Such delayswouldbe forthe vessel’s account. Itis strictlyagainst the law to pollute the waters of Thailand, and the Master, hisvessel and owners may be subject to prosecution by the Thaiauthorities.

8. The terminal may request a reduction in rates. Normally the vesselwill be given 10 minutes’ notice before any reduction is required.

Disconnecting Procedures: On completion of discharge operation, therail tail hoses and ship’s manifolds will be drained to prevent spillage of oilwhen disconnecting hoses.

⌻ Close vessel manifold valve and hose end butterfly valve oncompletion of draining manifolds.

⌻ Remove nylon bands and position derrick/crane hook over aftermosthose.

⌻ Attach lifting wire to derrick/crane hook, take the weight anddisconnect the hose.

⌻ Replace the blank flange using a new gasket and fully bolt the flange.⌻ Heave up the hose until the weight is off the snubbing chain, release

the snubbing chain.⌻ Lower the hose until the flange is level with the tanker’s rail, shackle

snubbing chain to flange lug, securing shackle with seizing wire.⌻ Lower hose to the water as directed by the Mooring Master.⌻ Repeat the procedures for the second hose.

Care must be taken when lowering the second hose to prevent

entanglement of the hoses in the water.SPM maintenance, particularly in bad weather, is extremely difficult andinvolves possible danger to personnel. For this reason, vessels are requestedto give as much assistance as possible by taking seaman-like care of themooring and hose equipment and returning it to the water ready for the nexttanker and in such a condition as they would like to find it.

Hose/hawser maintenance is expensive and if ARC judges that the vesselhas misused any hose or hawser, the vessel will be liable for the expenditureincurred in making repairs.Ballasting Operations: Extreme caution must be taken when ballastingoperations are undertaken, to ensure no oil escapes through the vessel’ssea valves (Refer Terminal Safety Regulations 4.17, 4.22 and 4.26).

During all operations, the Master or a responsible deckofficerand sufficientcrew members must be in attendance to assist terminal personnel to handleany emergency that may arise including unberthing the vessel for any reason.

FRESH WATER: No bunkers or fresh water are available at the terminal.However, these may be arranged through the vessel’s Agent and deliveredby barge at anchor.

FUEL: See ‘‘Fresh Water’’.

ISPS COMPLIANCE: Port is compliant.SHORE LEAVE: Not convenient due to the long distance to shore andthe terminal security measures at the time of vessel’s call in accordance withthe ISPS code.

WEATHER: Environmental Conditions: Climatic conditions in thenorthern area of the Gulf of Thailand are affected by the monsoon seasons.

The winds are mainly between north and east from November to January.In February and March, the dominant winddirection is fromSE. Thedirectionsare variable in April, and then in May to September the SW monsoon isdominant.

During the SW monsoon, frequent squalls with wind speeds of 30 knots,accompanied with heavy rain are common.Currents: Currents are influenced by the monsoons. During October to May,the currents are predominantly anti-clockwise and clockwise from June toSeptember. Mean current speed is estimated at 0.5 knots rising to 1.5 knotsduring the SW monsoon.

OPERATOR: Alliance Refining Co Ltd, PO Box 100, Map Ta Phut,Rayong 21150, Thailand. Tel: ␣66 (38) 699282. FAX: ␣66 (38) 699444.Contact: Captain Chatchai Arunrat, Marine Manager.

(E) NPC TERMINAL:

LOCATION: The Terminal is referred to as ‘‘NPC Terminal’’. The Terminalis owned and operated by National Petrochemical Public Company Limited(NPC). It is situated on the Eastern shore of the Gulf of Thailand,approxi mately 220 km. from Bangkok , at Lat. 12␥ 38' 08" N.,Long. 101␥ 08' 04" E.

The Marine Terminal consists of 2 berths for importation/exportation andinternal distribution of petrochemical/chemical products. Berth No. 1 islocated approximately 4.2 km. offshore and connected by a pipeline jetty toBuffer Tank Farm on shore. Berth No. 2 is extended from BerthNo. 1 approximately 550 m. to the S.W.

PILOTAGE: Pilots must be ordered for both inward and outward passagesby the ship’s Agent. VHF Channel 16 is always monitored. The Pilot uses aservice boat to board arriving vessels or vessels at anchorage.

RESTRICTIONS: Berthing and unberthing daytime and night-time.

MAX. SIZE: Berth No. 1: Maximum 9,000 d.w.t. Minimum 1,000 d.w.t.Max. LOA 170 m. Min. LOA 60 m.

The normal maximum draft for vessels arriving or departing from the loadingplatform is 8.5 m. This draft relates to depth in front of the loading platform,where the depth is 9.0 m. Chart Datum (LLW).

The existing depth allowance for underkeel clearance is 1.0 m.Maximum draft for vessels arriving or departing can be stated as being

8.0 m., plus the height of the tide at that time.



MAP TA PHUT - NPC TERMINAL THAILAND


Berth No. 2: Vessel sizes may vary from 8,000 d.w.t. to 35,000 d.w.t. withLOA 130 m. – 200 m.The normal maximum draft for vessels arriving or departing from the loadingplatform is 12.5 m. This draft relates to depth in front of the loading platform,where the depth is 13.0 m. Chart Datum (LLW).

The existing depth allowance for underkeel clearance is 1.0 m.Maximum draft for vessels arriving or departing can be stated as being

12.0 m., plus the height of the tide at that time.Also see ‘‘Berthing’’.

VESSEL REQUIREMENTS:1. Vessels must have been properly cleared and accepted by NPC

Terminal. Only such liquefied gas and chemical vessels, which complywith the recommendations of IMO, and have a valid certificate relatingto:

(a) The code for existing ships carrying liquefied gases in bulk(Resolution A.329 (IX));

(b) The code for the construction and equipment for ships carryingliquefied gases in bulk (Resolution A.328 (IX));

(c) The international code for the construction and equipment of shipscarrying liquefied gases in bulk (IGC) (Resolution MSC 5 (48);

(d) The code for the construction and equipment of ships carryingdangerous chemicals in bulk (Resolution A.212 (VII));

may operate at the berth.2. Vessel must have given proper notices through the ship’s Agent to the

Terminal by facsimile, and Terminal approval given to proceed to theberth prior to arrival. The Notices of Arrival should contain the following:

(a) Name and call sign of the vessel.(b) ETA at NPC Terminal.(c) Vessel’s particulars.(d) Details of cargo, such as quantities, etc.(e) Details of ship’s manifold, including type, size and numbers.(f) Whether the ship has external impressed cathodic protection.(g) Certificate of Fitness.(h) Pilot Information Card.

3. Vessel must be in good state of repair, and all equipment properlyfunctioning prior to proceeding to berth. Vessel must be presented inevery respect ready to load/unload product at temperature and pressurein accordance with notice.

4. Vessel will not be acceptable for loading/unloading unless the tanks tobe loaded/unloaded and ship’s piping are free of any liquid or vapour,which would knowingly contaminate or degrade the product.

5. Vessels are not allowed to use bow thrusters for berthing/unberthing.

RADIO: See ‘‘Vessel Requirements‘‘ –No. 2 above.


TUGS: Tug service is arranged by the ship’s Agent.Tugs are required for mooring and unmooring operations.The number of tugs employed will vary according to the size of the vessel

and prevailing weather conditions. Under normal circumstances, one tug isrequired for vessels up to 110 m. LOA. Two tugs are required for vessels

over 110 m. or in the Monsoon season. At least one tug must stand-by inthe vicinity nearby whilst vessel alongside.In case of abnormal circumstances, the number of tugs required will be

considered by the Pilots.Mooring Gang: Running of mooring lines and releasing of mooring lines,except in an emergency, is handled by mooring gang and is arranged by theship’s Agent.

For mooring the vessel at Berth No. 2, at least 2 mooring boats arerequired.

BERTHING: Berthing Details: On the jetty, the fenders and fenderingstructures are designed to absorb at normal working stress levels, the energyimpacted by vessels approaching the jetty at a maximum velocity of0.25 m./sec. and a nearly parallel approach to the berth. Design is based ona 9,000 d.w.t. vessel for Berth No. 1, and 35,000 d.w.t. for Berth No. 2.Mooring Details: Berth No. 1: Depth alongside the jetty face is 9.5 m. LAT.Approximately 1.0 m. should be allowed for siltation.

Vessel sizes may vary from 1,000 d.w.t. to 9,000 d.w.t. with LOA60 m. – 170 m.

Smaller or larger vessels may be accommodated. However, special

approval must be obtained prior to scheduling.Six mooring dolphins are provided to take the breast lines, and thehead/stern lines from vessel. The spring lines are led to 2 breasting dolphins.The mooring dolphins are rigid structures consisting of circular piles with aconcrete caps. The bollards are fixed on top of each mooring dolphin andbreasting dolphin, and are capable of withstanding a stress of 50 tons each.Berth No. 2: Depth alongside the jetty face is 13.5 m. LAT. Approximately1.0 m. should be allowed for siltation.

Vessel sizes may vary from 8,000 d.w.t. to 35,000 d.w.t. with LOA130 m. – 200 m.

Smaller or larger vessels may be accommodated. However, specialapproval must be obtained prior to scheduling.

The mooring dolphins MD-51 and MD-52 are each fitted with 150 tonscapacity quick-release mooring hooks. MD-53 and MD-54 are eachfitted with100 tons capacity quick-release mooring hooks. 50 tons bollardsare providedon MD-55 and MD-56.

Two breasting dolphins BD-51 and BD-52 are equipped with 70 tonsbollards. The middle breasting dolphin BD-53 is fitted with 35 tons bollard.Berthing Procedure:(a) Berthing/unberthing is permitted both daytime and night-time. The

Government Pilot will board the vessel at anchorage area and will assistthe Master in manoeuvring the vessel to berth.

(b) One or two tugs of adequate power will normally assist the vessel inberthing/unberthing. They will also stand-by in the vicinity nearby andready to take the Master’s or NPC’s Loading Master’s order regardingabrupt change in weather conditions.

(c) One or two mooring boats are used to send lines ashore.

IMPORTANT NOTICES:All mooring equipment and lines must be in 1st Class working

condition.Synthetic tails without proper connection or spliced mooring lines are

not allowed.Mixed moorings are occasionally acceptable as long as they are not

used in the same direction or to the same points.While manoeuvring for berthing at NPC Terminal, it is essential that

the vessel’s engine performspromptlyand accurately. It is recommendedthat trial engine manoeuvres are tested before the vessel enters theconfines of the port.

Self-tension winches fitted with automatic rendering and haulingshould not be used in automatic mode while the vessel is moored.

A sufficient number of personnel to deal with an emergency must be

present on board the vessel at all times during the vessel’s stay at berth.While the vessel is at the berth, her boilers, main engines, steeringmachinery and other equipment essential for manoeuvring should bemaintained in condition that will permit the vessel to move away fromthe berth at short notice.

All vessels, while lying alongside NPC Terminal, must strictly followthe Terminal’s Rules and Regulations.

The maximum permissible drift parallel to the platformabout the centreof the appropriate loading/unloading hose or arm is 2.0 m.

Wind Speed Limitation for Loading Arm Operation: As safety operationsprocedure, when the Terminal wind indicator indicates the wind is blowingat 18 m./sec. or more from any direction, the Terminal will take the followingprecautions/actions:(a) Inform vessel’s personnel to be alert on moorings.(b) Stop discharging/loading.(c) Drain loading arms.(d) Disconnect loading arm.

The said limitation is to ensure that the disconnection of loading arms willbe completed before the wind speed reaches the maximum limitation foroperating conditions of the loading arms (21 m./sec.).

Emergencies:(a) The berth is equipped with the E.S.D. system.

In an emergency, theOperatorcan push a singlebutton to stop loadingoperations/discharging operations at the berth. This button will stopshore’s loading pumps and closes all valves concerned.

It is imperative that a constant watch is maintained on deck whiledischarging. In case the emergencyshut-down is activated, vessels haveto stop immediately all cargo pumps .

(b) Emergency Release Coupling (E.R.C.)–All the loading arms areequipped with the emergency release coupling (E.R.C.) system, whichhydraulically allows disconnection of arm flanges from ship’s manifoldsin the following cases:(i) When loading arm travels over the disconnection alarm point.(ii) When the emergency disconnection button is pressed at the loadingarm control console on the gangway tower.

In the event of mishaps, the loading will be stopped by emergencyshut-down sequence. The closing speed (5-30 seconds) is controlled torestrict surge pressure after disconnection, the loading arm will be returnedto safety area and will be locked.

Ship’s Manifold Requirements: No vessel’s flexible hoses are allowed to beconnected to the loading arms. Since the berth is equipped with loading armsof various types and sizes, they should be used in accordance with their ownoperating limits.

If the vessel’s manifold is unfit for the loading arms after all possible attempts, the Terminal will reject the vessel.Gangway: Gangway has been installed on Berth No. 1 and consists ofgangway, bulwark ladder and turntable. Length of gangway is adjustable inorder to be operated more safely. Hooking-up and unhooking of gangway isperformed by jib crane.Operation Conditions:

Weather conditions:Max. wind speed in operation 10 m./sec.

Vessel conditions:Max. deck height from platform ␤0.75 m.Min. deck height from platform ␤9.55 m.

Gangway load conditions:Gangway 5 personsBulkwark ladder 2 persons

(assuming 75 kgs/person)

Restrictions: When operating gangway, it is strictly prohibited to placepersons and/or objects on it.

Loading limit must be strictly kept.On operation of gangway, the maximum number of persons on bridge at

one time must be 5 persons.When any danger is expected due to strong wind, gust and others, do not

operate.Heavy walking on bridge should be prohibited and resonance by walking

should be prevented.Turntable must be turned in the direction of the sea without failure when

operating the gangway.Cathodic Protection: Impressed current cathodic protection system, if fitted,must be switched off at least 3 hours before mooring operations.Firefighting Equipment: The firefighting system at the jetty consists ofelevated and tele-controlled monitors. There are 2 monitors installed on BerthNo. 1, one at the monitor tower and one at the gangway tower. The monitorsare mounted at a sufficient elevation to cover the manifold from the smallestvessel when fully loaded (lowest tide) and the largest vessel at light condition(highest tide).

One monitor has been installed on Berth No. 2 on the monitor tower.The monitors and the fire pumps are remote controlled and can be usedwith foam and/or water compound. At Berth No. 1 the monitors can also beused with dry powder.

Fixed water spray systems are provided for both monitor tower andgangway tower in order to protect them from heat radiation.

Several hydrants, portable fire and dry powder extinguishers are installedon the operating platform. All tugs are fitted with firefighting monitors for bothwater and foam.



THAILAND MAP TA PHUT - NPC TERMINAL


LOADING/UNLOADING: Cargo Calculations: Sampling, ullaging andquantity calculations will be carried out after berthing, concurrently withImmigration and Port Health Authority formalities, or concurrently with theconnection of loading arm. The calculations procedure will be attended byCustoms Officials anad Terminal’s representative.Safety and Pollution Check Lists: Ship/shore safety and pollution check listsare to be completed jointly between vessel and Terminal’s representativeprior to loading or discharging. The Loading Master will co-ordinate cargooperations between the vessel and shore.Cargo Operation Requirements and Restrictions: The followingrequirements and restrictions must be strictly complied with during dischargeat NPC Terminal:(a) Ensure that no water is pumpedintothe shore lines. Allship’s seasuction

valves must be closed and sealed before discharge.(b) Ship’s dirtyballasting is not allowed during discharge. However,separate

ballast tanks may be used.(c) Ballast may be discharged to the sea, and it is the Master’s responsibility

to ensure that the ballast is clean.(d) Ship’s mooring conditions.

(i) It is the ship’s responsibility to maintain a safe mooring at the berthat all times.

(ii) Thetensionof mooring lines must betight, andtheymustbe securedto the satisfaction of the Loading Master.

Any unsafe mooring equipment or conditions resulting in stopping cargo operations and possible loading arms disconnection, the lost andcost of loading arms disconnection will be forthe ship’saccount.

(iii) The offshore anchor is always required while approaching the berth.The anchor should not have less than 4-6 shackles in the water.

(iv) In theevent of unsafemooring situationcreatedby ship’snegligenceor by weather conditions, tug(s) might be necessary for assistance,as deemed by the Loading Master.

The cost of the tug(s) will be for the ship’s account.

Loading/Unloading Rates:

Product Max.Flow Rate Max.Pressure Temperature (cu.m./hr.) (kg./sq.cm.)

EDC Unloading 240 10.0 AmbientEthylene Unloading 500 10.0 ␤103␥C max.

Loading 150 10.0 ␤97␥C max.Propylene Unloading 550 20.0 Ͼ0␥C

Loading 300 20.0 AmbientButene-1 Loading 150 11.0 Ͼ0␥CVCM Unloading 225 12.0 Ͼ0␥C

Loading 225 12.0 AmbientNaOH Loading 100 7.0 AmbientMeOH Unloading 200 10.0 Ambient

Emergency: In case of fire onboard, discharging/loading operations must bestopped immediately. General alarm should be given to the Terminal forTerminal’s assistance to vacate the berth.

In case the ship moved away from original mooring position, the followingprocedure should be conducted to protect the loading arms from beingdamaged:(a) Stop cargo pumps.(b) Close ship’s manifold valve.(c) Promptly utilise tug(s) for pulling/pushing the vessel in windward

direction.(d) Activate E.R.C. to release loading arm.

In the event of fire ashore:All loading/unloading and/or ballasting operations must be stopped

immediately.Close all tank openings and batten down.Prepare vessel for immediate departure.Await instructions from shore.

Emergency escape:(i) The vessel’s offshore lifeboat shall be rigged ready for immediate

lowering as an emergency escape.(ii) A pilot ladder shall be rigged or positioned on the outboard side of the

vessel ready for immediate lowering as a means of escape in the eventof an emergency.

(iii) The NPC firefighting water monitors, controlled from the Jetty ControlRoom panel,will give a water spray cover to vessel’s gangway if requiredas a means of escape in a fire situation.

Berth No. 1: Cargo Handled: Propylene,Butene-1, Methanol, Ethylene, EDC,

VCM, NaOH.

Cargo Arms:Size of ship’s flanges: Propylene, Butene-1: 18 in. (liquid), 14 in.

(vapour). ANSI 300 FF.Ethylene: 18 in. (liquid), 13 in. (vapour).ANSI 150 FF (liquid) andANSI 150 FF (vapour).EDC: 18 in. ANSI 150 FF.VCM: 16 in. (liquid), 13 in. (vapour). ANSI150 FF.

Cargo Hose:Size of ship’s flange: NaOH: 14 in. ANSI 150.

Methanol: 14 in. ANSI 150.Pumping rate: 100 cu.m./hr.

Berth No. 2:Cargo Handled: EDC, VCM, MeOH.

Cargo Arms:Size of ship’s flanges: EDC: 18 in. ANSI 150 FF.

VCM: 16 in. (liquid), 13 in. (vapour). ANSI150 FF.

Cargo Hose:Size of ship’s flange: MeOH: 16 in. ANSI 150 RF (polypropylene

hose).

POLLUTION: Prevention of Sea Pollution: The vessel’s Master will alwaysbe responsible to ensure that no product shall be discharged or spilt into thesea. In the event of any discharge or spillage from the vessel, the Masterwill without delay take all reasonable measures to contain or remove productand to minimise or mitigate damage to private and public properties orinterests, including sea life.

Without prejudice to the foregoing, the Terminal reserves the full right totake, without consent of the vessel’s Master, any measures it considersnecessary to contain or remove product discharged or spilt from the vesseland to minimise or mitigate damage to private and public properties orinterests, including sea life.

All costs and expenses incurred therefore by the Terminal shall be borneand promptly refunded by the vessel’s Owners.


FUEL: Not available.WEATHER: Tides:

HAT ␣3.50 m. (highest astronomical tide).MHHW ␣3.00 m. (mean higher high water).MHW ␣2.80 m. (mean high water).MSL ␣2.20 m. (mean sea level).MLLW ␣1.40 m. (mean lower low water).LAT ␣0.50 m. (lowest astronomical tide).

Tidal Currents: Pass from East to West duringflood tideswith mean velocitiesof 0.16 m./sec. and maximum velocities of 0.34 m./sec.

Pass from West to East during ebb tides with mean velocities of0.13 m./sec. and maximum velocities of 0.23 m./sec.Waves: The wind induced waves at the loading platform are mainly fromSouth and S.W. directions. The maximum height of waves is 2.8 m. at waveperiod of 8 seconds.Winds: The predominant wind directions are:

From the South during February to May.From the S.W. during June to September.From the North during October to January.Mean monthly wind speed of 13.9 km./hr. or 3.9 m./sec., weak breeze.Mean of maximum velocity of 135.3 km./hr. or 37.6 m./sec. Typhoon in

November from the North.Strong winds of more than 10 m./sec. are, however, very infrequent in the

area, as are the occurrence of tropical storms.

GENERAL:Readiness to Move: While the vessel is at the berth, the main engine andauxiliaries that are essential for moving the vessel must remain in state ofreadiness in order to permit vacating the berth at short notice. No repairwhich will interfere with this requirement will be allowed. Should it benecessary to repair or overhaul the main engine or auxiliaries, such workmust be done at the anchorage either before or after discharge.Shipboard Work Control: Shipboard work while the vessel is at berth mustbe closely observed. Approval must be obtained in advance from the LoadingMaster for any maintenance work, repairs, renewals, and including thefollowing:

(a) Work that could affect the performance of the ship’s main engines,deck steam or firefighting equipment.

(b) Inert gas system.(c) Cargo pumping equipment, cargo tank cleaning equipment.(d) Ballasting facilities.(e) Mooring facilities.(f) Any work whatsoever concerning shipboard safety control or radio.(g) Any hot work whatsoever.

It remains the responsibility of the Master to ensure that the work can besafely undertaken.Security:No unauthorised visitors including local traders are allowedon boardthe vessel during the time moored at the NPC Terminal. Failure to follow thisrule will be considered as a serious violation of our safety regulations anddischarging/loading operations will be suspended. Any time lost will be forthe ship’s account.Firefighting Equipment: This equipment must be in constant readiness at alltimes with sufficient people on board for efficient operation.Storing: Storing and victualling of vessels may be permitted duringoperations, but only with permission of both the Terminal Manager and theMaster of the vessel, provided that:(i) Access to the Terminal is not obstructed.(ii) Cargo operations remain adequately supervised.(iii) Cargo operations which may allow vapours to escape on deck, e.g.

sampling, ullaging, deflexing, etc., are suspended.

(iv) Drums of oil, paint, steel plates, gas cylinders or any other heavy metalparts, which may cause a spark, should be landed on rubber or othersuitable matting and not directly onto vessel’s deck. These items mustnot be dragged or rolled along the deck.

(v) If an oil spillage occurs, the oil shall be disposed of by mopping up orby a method agreed by NPC’s representative. Drip trays must alwaysbe used when pipeline connections are broken. Under nocircumstances shall oil be washed overboard.

(vi) The platform crane is for hose handling and other purposes. It mayonly be operated by the Terminal personnel and may only assist inloading items of stores, provided that they are within the safe workinglimit of the crane, and the Terminal personnel are available to operatewithout detriment to other duties.

(vii) The appropriate document indemnifying NPC against all accidents hasbeen signed.

(viii) The designated point for setting down of vessel’s stores is at thediscretion of the Terminal personnel.

(ix) If the above criteria are not met, NPC reserves the right to refusepermission.

Supply Vessel: No supply vessels are allowed alongside. All supply vessels used for victualling will berth at the small boat platform or shore small jetty.Bathing and Fishing: Bathing and fishing will not be permitted from theplatform and approaches or from the vessel whilst alongside.

AUTHORITY: Operator: National Petrochemical Public Co.Ltd.,14/-1 Road, Map Ta Phut Industrial Estate, Tambon, Map Ta Phut,Rayong 21150, Thailand. Tel: ␣66 (38) 684-900. FAX: ␣66 (38) 683-797.Contact: Booncherd Suwantip, Jetty and BTF Operation DepartmentDirector.



MAP TA PHUT – MTT TERMINAL THAILAND


(F) MTT TERMINAL CO LTD :

LOCATION: Map Ta Phut port industrial harbour is located between thecities of Sattahip and Rayong on Thailand’s east sea-board, some 190 km.south of the capital Bangkok.

Map Ta Phut Tank Terminal Co. Ltd. (MTT) has 2 jetties located on thesouthside of Map Ta Phut port in close proximity to the port’s entrance.Charts: The port area is shown on Royal Thai Navy (RTN) Chart No. 157,with the approac hes on RTN Chart No. 141 and B.A. ChartNo. 3966 respectively.

DOCUMENTS: No advance Radio Pratique is permitted. The followingdocuments are required:

10 Crew Lists.4 Stores & Provision Lists (Steward/Deck/Engine Department).4 Arms/Ammunition Lists.4 Narcotics Lists.4 Ports of Call Lists.4 Foreign Currency Lists.4 Passenger Lists.4 Crew’s Personal Effects Lists.*4 Ship’s Domestic Moveable Properties Lists.** To include make and serial numbers of watches, cameras, radios, TV’s,

calculators, refrigerators, and all electrical and sound equipment.The Harbour Master also requires copies of the following documents:

1 Officers Certificates of Competency.1 International Oil Pollution Prevention Certificate.1 Load Line Certificate.1 Safety Equipment Certificate.1 Safety Radio Certificate.1 Safety Construction Certificate.1 Safe Manning Certificate.1 Tonnage Certificate.1 Derat Certificate.

1 Ship’s Registry Certificate.APPROACHES: The distance from the Fairway Buoy to the harbour’swestbreakwater is 2 nautical miles. The minimum width of the approach channelis 250 m. andthe water depth is 12.5 m. reduced to LowestLow Water(LLW).

The water depth in the harbour approaches for Jetties No. 1 and No. 2 is15.5 m. and 10.5 m. respectively.

PILOTAGE: Government pilotage is compulsory for all vessels. Pilotexemptions for regular local traders have been introduced. The Pilots alsoserve as Docking Masters, berthing the vessel with the assistance of tugs.

The Pilot embarks approximately 1 nautical mile south of the Fairway Buoyin position Lat. 12␥ 35.0' N., Long. 101␥ 13.5' E.

The Pilot Office can be contacted on VHF Channel 16. Once contact isestablished, the vessel is requested to stand by on VHF Channel 14. VHFChannel 13 is used for communication between MTT, vessels, tugs, HarbourMaster and mooring boats for berthing/unberthing.

ANCHORAGES: An anchorage area (Harbour Department AnnouncementNo. 447/2537 dated 27.9.94) exists, covering a circular area width 1 nauticalmile radius around Lat. 12␥ 35.0' N., Long. 101␥ 13.5' E.

RESTRICTIONS: The minimum under-keel clearance required by the Pilot

Office is 0.5 m. MTT’s requirements for under-keel clearances vary between0.5 m. for vessels up to 6,000 tonnes d.w.t. and 1.0 m. for vessels above thissize.

For any vessel with an arrival draft of 10.0 m., berthing time will dependon the Government Pilot’s request for safety operation, with regard to waterlevel in arrival date.Conditions of Vessel Acceptance:

(a) MTT receives vessels alongside on the understanding that operationswill be conducted safely and expeditiously, and that berths will bevacated as soon as practicable after operations have been completed.Delay, caused by vessels, may be subject to additional costs.

(b) MTT reserves the right to suspend operations and require the removalof any vessel from the jetty for:

1. Infringement, disregards or breach of MTT’s regulations.2. Defects in the vessel’s equipment, manning or operations which

in the reasonable opinion of MTT present a hazard to premises,personnel, environment or operations.

3. Operational performance (appropriate to the type of vessel andoperation) that fails to utilise satisfactorily the available Terminal

facilities and thereby, in the reasonable opinion of the SeniorTerminal Representative, constitutes an unacceptable constrainton MTT’s operations.

4. No operation being conducted at the Terminal.(c) MTT shall not be liable for any costs incurred by a vessel, its Owners,

Charterers or Agents:1. As a result of a refusal from that vessel to load or discharge all

or part of a nominated shipment.2. Delay to or suspension of loading/discharging, or a requirement

to vacate the berth arising from these regulations.(d) MTT reserves the right to monitor the loading or discharging of any

vessel to ensure compliance with all applicable laws, and to notify theappropriate authority in the event of contravention. Any costs incurredas a result of overloading and subsequent correction shall be for thevessel’s account.

(e) All vessels nominated to MTT must fall within the physical limitationsof berth dimensions and hard-arm operating envelopes, as set by theTerminal from time to time.

(f) All vessels must retain on board sufficient personnel with good workingknowledge of the English and/or Thai language to enable operations to

be carried out efficiently and safely, and to maintain quick, reliableship/shore communications to cover operations and emergencies.(g) MTT shall not be liable for any demurrage, loss claims or demands

resulting from, or relative to, any act or omission by authorities or theirrepresentatives.

MAX. SIZE: The Harbour Department stipulates the following maximumsize for vessels entering the port: LOA 260 m., beam 46.0 m. and maximumdraft 12.0 m.

RADIO: ETA: The ship’s Master shall advise MTT via Agent (Telex or Fax)of its ETA upon leaving last port of call or 96 hours prior to arrival, whicheveris less, thereafter send ETA 72 hours, 48 hours and 24 hours prior to arrival.Further updates required if ETA changes by more than 12 hours.

MTT shall not be liable for any demurrage in respect of any delay in loadingand discharging attributable to the failure of vessel to give notice of its ETAin accordance with this clause.

Two hours before the Pilot embarks or when within VHF range, the ETAhas to be confirmed verbally to the Pilot Station together with the ship’smaximum arrival draft.Pre-Arrival: All vessels which plan to moor alongside shall get approval inwriting from Terminal Officer. Following documents are required for reviewand approval:

Ship Particulars (Q88 or Form C).

Maximum flow rate and average flow rate for discharging or loading.Cargo quantity and arrival draft.ISM Certificate and Certificate of Fitness for Foreign Vessel.Berthing Permission and Fitness Certificate (Local Vessel Form).After approval, customer, vessel or ship’s Agent shall inform necessary

data at least 7 days in advance to the Terminal as follows:Last Cargo Information.Quantity of Product Compartment, lot size and allowance limit.Vessel Telex Number.Demurrage Charge.Lay-Can and Lay-Time.Communication channel of ship’s Agent and Surveyor, such as Telephone

and Fax numbers.Defect in ship affecting performance, manoeurability or product quality.

Another special service required by ship.Quantity of Bill of Lading per shipment.Dangerous cargo import/export certificate from Customs.MTT shall not be liable for any demurrage in respect of any delay in loading

and dischraging attributable to the failure of vessel or custmer to give aboveinformation in accordance with this clause.

VHF: See ‘‘Pilotage’’.VTS: There is a VTMIS service in operation within the port limits.

TUGS: The use of tugs is compulsory in the port for both berthing andunberthing as follows:

Vessels over 150 m. LOA berthing and unberthing require 2 tugs, andvessels with LOA 213 m. and over require 3 tugs under normal weatherconditions.

Tug’s lines are used for towing.The tug and its crew are regarded as employed by the ship being towed.

All damage and costs to the tug arising during the assistance and for whichthe tug could be held responsible must be compensated for by the ship inquestion.

Tug services are arranged by the ship’s Agent. In the monsoon season,at least one tug must stand-by in the nearby vicinity whilst the vessel isalongside.

BERTHING:Jetty No. 1:

Water Depth in Berth: 15.5 m. at C.D.L.Water Depth in Approaches: 12.5 m. ata C.D.L.

Under-keel Clearance: 0.6 m.Length of Berth: 370 m.Maximum Draft: 11.5 m.Maximum LOA: 260 m.Minimum LOA: 85 m.Mi ni mum Parall el Body: 50 m.Maximum Beam: 46 m.Maximum d.w.t.: 100,000 tons.Minimum d.w.t.: 3,000 tons.Maximum Approach Velocity: 0.16 m./sec. (0.31 knots).Maximum Approach Angle: 10␥.Offset Berthing: 15.0 m. (max.).Terminal Gangway: Available.

Jetty No. 2:Water Depth in Berth: 10.5 m. at C.D.L.Water Depth in Approaches: 12.5 m. at C.D.L.Length of Berth: 225 m.Minimum Underkeel Clearance: 0.6 m.Maximum LOA: 180 m.Minimum LOA: 60 m.Mi ni mum Parall el Body: 40 m.Maximum Beam: 30 m.Maximum d.w.t.: 20,000 tons.Minimum d.w.t.: 1,000 tons.Maximum Approach Velocity: 0.16 m./sec. (0.31 knots).Maximum Approach Angle: 10␥.Offset Berthing: 15.0 m.Terminal Gangway: Available.

Mooring, unmooring and cargo operations are carried out on a 24 hourbasis.

MOORING: Mooring gangs and mooring boats are arranged by the ship’sAgent. Vessels berth starboard side alongside, heading west towards theport entrance.Minimum Number of Mooring Lines:

Up to 10,000 tonnes d.w.t. –4 breast lines and 2 springs forward and2 springs aft.

Over to 10,000 tonnes d.w.t.–6 breast lines and 2 springs forward and2 springs aft.

Minimum mooring wire/rope breaking strength shall be 75 tonnes.Quick-Release Hook System: At Jetty No. 1, all mooring dolphins areequipped with manually handled quick-release hooks (breasting dolphins areequipped with bollards).

LOADING/UNLOADING: Inspections: Alongside MTT installations, theinspection of vessels is carried out before and during cargo operations bythe MTT Loading Master in accordance with MTT Jetty Safety Regulations,which are handed out to every vessel calling at their facilities with theShip/Shore Safety Check List.



THAILAND MAP TA PHUT – MTT TERMINAL


MTT Jetty Safety Regulations are in accordance with the InternationalSafety Guide for Oil Tankers and Terminals (ISGOTT).

Safety rules in case of chemicals and liquified gas are based on ‘‘TankerSafety Guide (Chemicals)’’ and ‘‘Tanker Safety Guide (Liquified Gases)’’respectively, published by the International Chamber of Shipping (ICS).Safety Check List: Prior to cargo operations, a Ship/Shore Safety Check List,and a written Cargo Plan in accordance or similar with Annex II of the JettySafety Regulations, are to be completed (Not reproduced).Ship Manifold Requirements: No flexible hoses are allowed for connectionwith loading arms on the vessel. Since the berth is equipped with loadingarms of various types, they should therefore be used in accordance with theiroperating limits.Connection/Disconnection: MTT are responsible for the connection ordisconnection of loading arms or hoses to the vessel’s presentation flangesas supervised by the Loading Master. Vessels must take adequate

precautions to ensure the safety of workers, and where necessary, suitableguard rails are provided.Loading Arms: Jetty No. 1: 216 in. loading arms with 150 ASA flanges fornaphtha, condensate and gasoline and 18 in. loading arm with 150 ASAflange for octene.Jetty No. 2: 18 in. loading arm with 150 ASA flange for benzene andtoluene.

18 in. loading arm with 300 ASA flanges for ethylene and 18 in. armfor propylene. Vapour return lines 4 in.

16 in. loading arm with 300 ASA flange for butadiene, butene-1 andsolvent. Vapour return line 3 in.

16 in. loading arm with 300 ASA flange for MMA.16 in. loading arm with 300 ASA flange for TBA.If the vessel’s manifold does not fit to the loading arms after all possible

attempts, the vessel will be rejected.Loading/Unloading Rates:

ProductImport

Max. RateExport

Max. Rate Pressure Temp.( cu.m./hr.) (c u.m./hr.) (kg./sq.cm.) (␥C)

Naphtha* 5,000 10 60 –0

Condensate* 5,000 10 60–

0Gasolene 1,300 8 50 –30Octene 600 8 30Benzene 600 8 60 –0

300 8 50 – 30Toluene 600 8 60 –0

300 8 50 – 30Ethylene 400 8 ␤103 –␤90

200 8 ␤98 – 0Propylene 400 18 5 –40

150 18 40 – 35Butadiene 200 200 6 5 –10Butene-1 200 8 40 –5

200 8 40 – 0Solvent 200 8 40 –5MMA 200 6 20 –5TBA 350 40 –5

Note: Naphtha and condensate, cargo operation of 2 loading arms atthe same time is possible.

Connection of vapour return is subject to agreement by MTT.

Emergency Shut-Down System (ESD): Jetties No. 1 and No. 2 areequipped with the ESD system. An operator, in an emergency, can stoploading and unloading operations at all berths.

At MTT’s berths, this button will stop loading and close the valvesconcerned at each berth.

Therefore, vessels are requested to keep a continuous watch on deckwhile discharging. If the ESD system is activated, vessels have to STOPALL CARGO TRANSFER PUMPS IMMEDIATELY.Emergency Release Coupling System (ERC): At Jetty No. 2, ethylene,propylene, butadiene, butene and solvent loading arms are equippedwith an emergency release coupling system which allows hydraulicdisconnection of flange from the ship’s manifolds in the following cases:

(a) Whenthe loading arm travels beyond the disconnectionalarmpoint.(b) When the emergency disconnection button is pressed at the jetty

control room or the loading arm control console.Loading at the related berth will be stopped by the emergency

shut-down sequence in case of an accident. ERC is disconnectedimmediately after the double ball valve is closed. The closing speed iscontrolled to restrict water hammer phenomena (closing time2-5 seconds).

After disconnection, the loading arm will be returned to the safe area.Loading Arm Operation –Wind Speed Limit: As a safety operatingprocedure, when the terminal wind indicator records winds blowing at18 m./sec. from any direction, the terminal will take the followingprecautions.

(a) Inform ship’s personnel to be alert with regard to mooring lines.(b) Stop unloading/loading operation.(c) Drain loading arms.(d) Disconnect loading arms and locate back in the safe stowed

position.

The above actions are taken to ensure that disconnecting operationshave been completed prior to winds increasing to the 21 m./sec. level,which is the maximum operating wind for the loading arms.Inerting/Purging: Provide nitrogen inerting/purging services includingtechnical support for vessels with facilities for gas freeing as follows:Gassing-Up: Provide service for ethylene, propylene, butadiene.Nitrogen Supply Connection: 4 in. 150 ASA flexible hose with averageflow rate of 1,000 cu.m./hr.Flare Line Connection: 4 in. 150 ASA flexible hose.Tank Cleaning and Gas Freeing: Tank cleaning and gas freeing operationsare not permitted during a vessel’s stay alongside. Tankers arriving forloading may berth when all tanks are gas-free.MEDICAL: Hospitalisation, doctors and dentists are available on requestvia the Agent.

BALLAST: Deballasting, Slops and Sludge Reception: Approximately1,000 cu.m. storage with 6 in. flange connection to the vessel. Vessels shallprovide their own pumping facilities.

FRESH WATER: Available at both jetties via pipeline with approximatecapacity of 5 cu.m./hr.


REPAIRS: In general, repair work is not permitted while alongside any jetty.For exclusions see ‘‘Jetty Safety Regulations’’ (Not reproduced).

Under no circumstances will the immobilisation of the main engine bepermitted.

REPATRIATION: Possible via Bangkok International Airport, some170 km. by road.

AIRPORT: See ‘‘Repatriation’’.


STORING: Provisions and Stores: Storing of vessels may be permittedduring operations, but only with permission of both the Terminal Manager

and the Master of the vessel.No trucks or vans are allowed on jetty.Access to the jetty and/or vessel shall never be obstructed.Small items of ship’s stores, capable of being carried by hand, may be

handled via the jetty’s gangway, provided that any metallic object or packageis suitably wrapped to prevent any risk of metal to metal contact.

SHORE LEAVE: Shore leave is not permitted at this terminal.Transport: No public transport is available. Private transport arranged byAgent.

GARBAGE DISPOSAL: It is prohibited to throw any waste or garbageinto the harbour. Waste and garbage can be discharged in to a bargearranged by the ship’s Agent.

WEATHER: Tidal Conditions: The tidal factors in Map Ta Phut Port havebeen reviewed and set out as follows:

Highest Astronomical Tide (HAT): ␣3.5 m.Mean Higher High Water (MHHW): ␣3.0 m.Mean High Water (MHW): ␣2.8 m.Mean Sea Level (MSL): ␣2.2 m.Mean Low Water (MLW): ␣1.6 m.

Mean Lower Low Water (MLLW): ␣1.4 m.Lowest Astronomical Tide (LAT): ␣0.5 m.Chart Datum Line (C.D.): 0.0 m.

The following show the rates of time-share above the specified water level,and their number of hours per day in the case of worst month and worst dayrespectively.

For example: The water levels of 1.0 m. above the Chart Datum occur for97% of time in a year. Even in the worst month, tides over 1.0 m. accountfor 89.3%. On an average daily basis, tides over 1.0 m. occur for 21.5 hoursa day. Even on the worst day, tides over 1.0 m. exist for more than 18 hours.All through the year, 0.5 m. tide is available for 99.9% of the time in Map TaPhut Port.Tidal Currents: Tidal and the permanent coastal currents off the EastReclamation, flow in an east-west direction across the outer channel. Currentmeasurements at the 10.0 m. contour adjacent to the outer navigationchannel indicate the maximum current velocities as shown below:

Ebb tide: East direction at 0.4 knots to 0.6 knots.Flood tide: West direction at 0.6 knots to 0.8 knots.

From this current data, it can be said that currents around the berth will

not create any difficulty in ship handling whilst berthing and unberthing.Wave Motion: According to the wave analysis, in the outer channel, waveshigher than 1.5 m. occur for 1.5% of the year, and greater than 1.0 m. for9.0% of the year.

In general, the critical wave height in terms of efficient and safe cargohandling inside the port is less than 0.5 m. or 2 ft. The inner harbour isprotected by the west breakwater.Wind Direction:

Period: Predominant directions:November to January: N.E. and variableFebruary to M arch: South and EastApril: VariableJune to October: S.W. Monsoon

Mean monthly wind speed of 13.9 km./hr. or 3.9 m./sec. Weak breeze.Mean of maximum velocity of 135.3 km./hr. or 37.6 m./sec. Typhoon in

November from the north.

GENERAL: Small Craft: During cargo operations, no vessel or small craftshall be allowed alongside the vessel unless authorised by the LoadingMaster and agreed by the Master of the vessel.Cathodic Protection: An impressed current cathodic protection system iffitted, should be switched off at least 3 hours before mooring at berth.Packaged Cargo: No packaged cargo, including petroleum in drums or othercontainers and liquid gas in cylinders shall be handled during cargooperations, except by permission of the Terminal Manager.Access to the Restricted Area: Only authorised persons or those with entrypermits issued by the Terminal Manager shall be allowed access to therestricted area and must comply with any restrictions imposed upon them.Visitors are not allowed on board the vessel, except by written permissionof the Master, and while in the restricted area, the conduct of such visitorsshall be the responsibility of the Master unless accompanied by a Terminalofficial.

Authorised officials of the Terminal Operator shall have the right to boardany vessel at any time to ensure that these regulations are being observed,and have the right to stop operations in the event of the regulations beingcontravened.

AUTHORITY: Operator: Map Ta Phut Tank Terminal Co.Ltd., 1 SiamCement Road, Bangsue, Bangkok 10800, Thailand. Tel: ␣66 (2) 586-5560.FAX: ␣66 (2) 586-5436.

Port: Map Ta Phut Tank Terminal Co.Ltd., 271 Sukhumvit Road, Map TaPhut, Muang District, Rayong 21150, Thailand. Tel: ␣66 (38) 911111.FAX: ␣66 (38) 911953. Ema il: [email protected]: www.mtt-terminal.com Contact: Thirawat Deesomboon, TerminalManager (Tel: ␣66 (38) 911952. Email: [email protected]).

AGENT: Jardine Pacific (Thailand) Ltd., 267/172 Sukhumvit Road, TambolMaptaphut, Amphur Muang, Rayong 21150, Thailand. Tel:␣66 (38) 607725.Fax: ␣66 (38) 607726. Email: [email protected]




http://www.mtt-terminal.com/
















PATTANI THAILAND


PATTANI: 06␥ 57' N 101␥ 21' E

LOCATION: Pattani is located approximately 60 miles SE of Songkhla, inBa Na sub-district of Amphoe Muang.Charts: BA Chart No. 3961.

APPROACHES: The access channel is 6.0 m. wide, 3 m. deep and 4 km.long.

MAX. SIZE: 1,000 g.t.

BERTHING: Theport primarilyhandlescoastalvessels. There are298 m.long 25 m. wide reinforced concrete quays available with depth of 5.0 m.for berthing ships.

CARGO HANDLING FACILITIES:1 25.0 m. 8.0 m. warehouse.

1 20.5 m. 3.5 m. scale building.1 80.0 m. 20.0 m. steel and concrete cylindrical tower.

The port is served by a reinforced concrete road 12.0 m. wide.The port handles approximately 350,000 tonnes/year.

Cargoes Handled: The port handles rubber, wood products, coffee,minerals, fish, fertiliser, food produce and coconut products, etc.

GENERAL: Roads: The port has a 12.0 –20.0 m. wide and 9.2 km. longreinforced concrete road.Security: The port has a 2.2 m. high barbed wire perimeter fence.

AUTHORITY: National Office: Thai Public Ports, Harbour Department,1278 Yotha Road, Talardnoi, Samphanthawong District, Bangkok 10100,Thailand. Tel: ␣66 (2) 236 5058. FAX: ␣66 (2) 236 7248.Contact: V Phermsup, Deputy Director General.Port Office: Pattani Port, Phatana Karn Pramong Co Ltd, 200 Moo 8, NaKluea Road, Tambon Bana, Mueang District, Pattani 94000, Thailand.Tel: ␣66 (7333) 6147/8. FAX: ␣66 (7333) 6147. Contact: SawangSommatr, General Manager.

PHUKET: 07␥ 49' N 98␥ 25' E (See Plan)LOCATION: The Port of Phuket is located on the Western seaboard ofThailand, on the Andaman Sea in position 07␥ 49' N., 98␥ 24' 30" E.

DOCUMENTS:Entry documents and advance information.Customs and Immigration Entry forms as well as list of other documentsrequired on vessel’s own forms to be completed in advance for presentationon arrival Phuket. Sent in advance to the Agent from one of the previousports together with request for the following information required 4 days inadvance of vessel’s arrival.

Confirmation of ETA and any subsequent revised ETA.Master’s name.Last port of call before Phuket.Next port of call after Phuket.Net registered tonnage (n.r.t.).Hatch distribution and gangs workable.Cash advance of Master.

Flags: Vessels are required to fly the Thai flag and display the code flag ‘‘Q’’

on arrival.PILOTAGE: There is no official Pilot available.

ANCHORAGES: The following anchorages are regularly used by oceancarriers of deep draft calling Phuket for loading or discharging cargo.During the N.E. Monsoon Season: Prevailing wind from November throughMarch, and periods of strong Easterly winds, vessels are recommended toanchor in position Lat. 7␥ 53' N., Long. 98␥ 27' 15" E. about 0.5 mile off LaomMai Pai to pick up the boarding party and stevedores, before proceeding tothe actual anchorage for loading at position Lat. 7␥ 57' N., Long. 98␥ 33' E.,about 1 mile off Koh Yac Hyai, depth approx. 16 m. (50 ft.) at LWOS.However, during calm weather periods, cargo operation will be carried outat the first mentioned anchorage.During the S.W. Monsoon season: Prevailing from April through October,and any periods of strong Westerly winds, vessels are recommended toanchor at position Lat. 7␥ 53' N., Long. 98␥ 27' 15" E. about 0.5 nauticalmilesoff Laom Mai Pai, depth approx. 14 m. or 45 ft. at LWOS.

To facilitate cargo operations during swell from South, vessels arerequested to anchor as close as possible to the above anchorage positionsaccording to the Master’s judgement.

No Pilot is required on approaching the above anchorage; however, itshould be noted three ocean-going dredgers are operating in the areabetween Koh Dok Mai and Kon Khai Nok which should be passed at adistance of about 1,500 ft. to keep clear of their anchor lines. The dredgersare lit up and clearly visible at night.

It should also be noted during the new moon period there are several smallfishing craft in the area.

RESTRICTIONS: Channel: The channel around Koh Tapae Kyai isnormally passed clockwise and is marked by a system of buoys, the positionof which are shown on Thai charts. However, it is also possible to turn aroundby swinging on the anchor just after passing Buoy No. 3 on a rising tide(South to North) just before high tide.Width of Channel: Minimum 230 ft. at Buoy No. 6 measured (chart datum atLLW) at 6 m. depth curve. Maximum 900 ft. at Buoy No. 4 measured at 6 m.depth curve.Restriction in Navigation: (1) Entering or leaving through the North channelinvolves a rather sharp turn with a radius of about 1,000 ft. and angle ofabout 115␥ between the axis of channel in a restricted area between BuoyNo. 6 and Koh Tapai Noi Island. Please also note the wreck buoy betweenBuoy No. 6 and Koh Tapao Noi.

(2) The draft at Buoy No. 6 is about 24 ft. 6 in. at Lowest HW.(3) At Buoy No. 5 are placed two pairs of mooring buoys parallel in the

channel, occasionally used by tankers discharging petroleum products toEsso and Shell installations ashore. The width between the narrowest pairis about 150 ft. and vessels are required to pass between these mooringbuoys.

HEALTH: All crew and passengers must have valid health certificates forcholera.

RADIO: There are no facilities for ship-to-shore communication in Phuket,but vessels are not required to close down their radio station or VHF setwhile in port.

There is long-distance telephone connection with Bangkok, Penang,Singapore and Kuala Lumpur from Phuket at all hours.Despatch Cables: Agent will in all probability need to send cables via theship’s radio re-loading results, etc., subject to the Master’s approval. Thecost of all such cables is to be borne by the vessel.

TUGS: 12,000 h.p.

BERTHING: New Port: Phuket Ocean Terminal: Chaophaya TerminalInternational Co.Ltd. entered into an agreement with the Royal ThaiGovernment to manage and operate the port for 10 years from21st October 1988.Access:

1. Access for vessels entering or leaving the port is via a 120 m. widechannel, dredged to 9.0 m., and is 1.5 km. in length.

2. There is a 360 m. turning circle to the North of the quay.3. Tidal range at Springs is 2.7 m.

Facilities:Total Area : 65 acres (26 hectares)Ship Berths : 2Barge Berths : 4Total Berthi ng Length :Depth :

1,180 ft. (360 m.)10.0 m.

Forklifts : 8 2 –3 tons125 tons

Tow Tractors : 440 tons2 5 tons110 tons

Drawbar Trailers : 440 tons310 tons6 5 tons

Front Loaders : 1

Annual Maximum Handling : 32,000 TEU.Stacking Capacity : 5,200 sq.m.Transit Shed : 38,736 sq.ft. (3,600 sq.m.)General Cargo Area : 55,952 sq.ft.

Old Port: At Laen Klusi, Thailand Smelting and Refining Co. Ltd. have builta crossway connected by a short bridge to a pier which is parallel to thechannel. The pier and channel are presently only suitable to accommodatevessels up to about 10,000 d.w.t. and approx. 430 ft. long, not exceeding22 ft. draft. Vessels berthing at the pier are recommended to anchor atposition Lat. 7␥ 48' 24" N., Long. 98␥ 25' 12" E. to await loading andfavourable tide.Dimensions of the Pier: Length 61 m. (200 ft.), width 12 m. (40 ft.). Depthabout 24 ft. 6 in. at LLW.Fenders: The pier is protected by a system of wooden fenders in addition towhich there is 1 fender at each end of the pier with solid rubber buffers.Mooring Buoys: There are 2 mooring buoys about 700 ft.apart, each atequaldistance from the end of the pier.

MEDICAL: It is only possible to get a doctor on board in the most severecases, but otherwise there are two hospitals in Phuket, one of which is

managed by American Seventh Day Adventists Mission Doctors, and theother is a General Hospital.

FRESH WATER: Limited and difficult to obtain.

FUEL: Limited and difficult to obtain.

CONSULS: None.

REPAIRS: No facilities.

SURVEYORS: No marine surveyors in Phuket; however, a surveyor canbe called from Bangkok.

POLICE/AMBULANCE/FIRE: Police Tel: 212046. Marine PoliceTel: 214368, 211883. Police (Emergency) Tel: 211883. Fire Tel: 211111,212456-7.

DEVELOPMENTS: 2 berths under construction. Depth alongside 10.0 m.

SHIPMASTER’S REPORT: January 1992.Chart: B.A. Chart No. 3941.Pilotage: Pilot not required for anchoring. Pilot may be contacted on VHFChannels 16 and 13 during working hours only, which are normally from0600 hrs. to 1800 hrs.Anchorage: Vessel anchored near the new fairway buoy off Laen Phan WaPoint (Position Lat. 07␥ 47.86' N., Long. 98␥ 27.24' E).

The anchorage is exposed to winds from the South and East and vesseldragged anchor when first anchored due to strong tide. The bottom appearsto be coral. When it was noticed that the vessel was dragging, 5 shackleswere lowered into the water and this held the position of the vessel in a Force4 wind from the East which was across the tide and with a 2,500 tonne bargealongside.Approaches: Laen Phan Wa and Ko Tai Phao Noi lights are conspicuous.

There is a dredger working in position Lat. 07␥ 46.6' N., Long. 98␥ 27.2' E.and it is not very well lit.

Strong currents were experienced when approaching the anchorage andvessel was set rapidly to the North, due to the flood tide.

There arenumerousfishing boats to theSouthand West butthe anchorageitself was clear.

The fairway buoy has been moved to position Lat. 07␥ 47.86' N.,Long. 98␥ 27.24' E and it has no light.Max. Size: Maximum permissable draft 9.0 m.Tugs: There are two tugs available, one is owned by the port authority andthe other is privately owned. Both are 2,500 h.p.

Cargo Operations: Vessel loaded latex from a 2,500 tonne barge which has10 tanks, each with a capacity of 250 tonnes. The barge is brought to theship by a harbour tug.

It is possible to load two ships tanks at one time through 16 in. hosefrom the barge which is split into 23 in. hoses through a portable manifold.Cargo is loaded over the top. Loading rate is approximately 85 tonnes/hr.

No survey papers are required. The SGS surveyor did his own tank survey.The surveyor, agent and shipper were on board throughout the operations.





THAILAND PHUKET


General: Three persons from the agent’s office board with customs andimmigration and assist with completion of documentation. There is noboarding or clearance between 2100 hrs. and 0700 hrs. Many port officialsboard the vessel.

Ships papers are generally accepted but an official Crew Manifest is to becompleted and all crew members to sign, the ship’s Manifest is thenattached.A ‘nil’ Cargo Manifest is required if the vessel has no cargo to discharge.

The airport is 18 miles to the North of the port and has frequent flights toBangkok. No difficulties were experienced by crew leaving or joining.

A boat service can be arranged through the agent.SHIPMASTER’S REPORT: September 1993.Chart: B.A. Chart No. 3941.Approach: Laen Phan Wa and Ko Tachaonoi Lights are conspicuous. By dayKomaithon Island is a good landmark for the port approach.Pilot: Berthing daylight only. Night sailing without Pilot by arrangement.

Pilot boards from tug at Fairway Buoy and departs off berth at Buoy No. 5.Pilot spoke poor English.

VHF used when vessel expected, but not before 0800 hrs. No Pilot foranchoring.Anchorage: About 0.4 miles East of Buoy No. 1 in 18.0 m. for loading latexfrom barge.

A large swell is experienced at times.In 1991, a sister ship dragged anchor.

Channel: Leading lights discontinued. Beacons still in position. A new buoyto West of Turning Basin (Buoy No. 6) now positioned at Lat. 07␥ 49.3' N.,Long. 98␥ 24.45' E.

Vessel swung in Turning Basin with aid of tug, to berth starboard sidealongside.

Depth as charted (minimum 9.0 m. C.D.), in fact found slightly more.Berth: Flat faced concrete quay with good fenders. We berthed at the Southend of the quay with bow overhanging about 20 m. North Berth used by smallcruise liners and tourist craft to local islands. There was 10.0 m. C.D.alongside at South end.

Moorings 2,1,2, each end. Bow moorings, except springs, all breast lines.Accommodation ladder landed on quay.

Fresh water obtainable from quay hydrants.Tugs: 12,500 h.p. tug available. Tug generally just pushes.Loading: Latex direct from shore tanks at South end of quay, also from25 tonne tank trucks and barges.

Loading rate about 90 t.p.h. Sometimes three tanks loaded at once.Shippers have a tendency to short deliver their nomination which causes

ullages. Can sometimes be made up using spare capacity in short tanks ifgrade correct. We had one tank left slack (below 100%), protest noted forproduct deterioration and deadfreight.

Product comes from far afield in Thailand.Very messy loading, the least professional of the latex loading ports.

Medical: Quickly dealt with and efficient.Stores: No Chandler. Agent will assist with shopping.Authorities/Documentation: Agent makes out a lot of Thai forms which haveto be signed. Thai Personal Effects Manifest, which has to be signed by eachcrew member with ship’s copies attached.Repatriation: No difficulty either way through Bangkok from local airport.Shore Leave: A big holiday resort with all the usual attractions.

AUTHORITY: Operator: Chaophaya Terminal International Co. Ltd.,T. Vichit, Muang, Phuket 83000, Thailand. Tel: ␣66 (76) 391151/2.

FAX: ␣66 (76) 331157. Email: [email protected]: members.tripod.com/~skportzContact: Ashin Aramaethapongsa, PortManager.


RAYONG: 12␥ 38' N 101␥ 18' E (See Plan)

SHIPMASTER’S REPORT: June 1998 (Updated 2000).

OVERVIEW: The port and berth are privately owned and operated byThai Petrochemical Industry Public Company Ltd. (T.P.I.).

There is a port control service situated in a tower on the oil jetty. Theymonitor VHF Channels 16 and 13 throughout 24 hours (Also see ‘‘Editor’sNote’’ below).

We were told to anchor in position Lat. 12␥ 13' N., Long. 101␥ 17.6' E. in adepth of approximately 17.0 m. The next morning, a Pilot came onboard andtook the vessel into the lightering area (Lat. 12␥ 35' N., Long. 101␥ 16' E.)which was about 4.6 nautical miles off the TPI oil jetty.

From the TPI Berth, there is a dredged fairway about 8 nautical miles longand 2 cables wide, with a depth of 19.0 m. The fairway is marked with lightbuoys.

The Entrance Buoy is red and marked ‘‘A1’’ with a Racon ‘‘O’’ in positionLat. 12␥ 30.9' N., Long. 101␥ 14.8' E.

The oil jetty is approximately 450 m. long, and ships can be berthed onboth sides, but the West side is for the larger vessels and has a depth of19.0 m.

There are several Chicksan arms on both sides.From the oil jetty, at an angle of about 35␥ (See ‘‘Plan’’), there is a concrete

driveway of about 750 m. –800 m. length to shore.Berths No. 3 and No. 4 are situated on the West side of the driveway.

These two berths are new and are for coal and other dry cargoes.There are good fenders on both berths, approximately 35 m. and 70 m.

apart. On the fender supports, there are 2 sets of bitts for moorings, butbecause of their size, it is recommended to have large eyes on the mooringlines to get them over the bitts. From the berth to the ship’s side, there is adistance of 5.3 m., due to the big fenders and fender supports. This made itdifficult to place the ship’s gangway on to the berth.

The depth along Berth No. 3 was said to be at least 10.0 m., but by ourown soundings, we found the depth to be between 11.0 m. –14.0 m. Fromthe zero-point to the first fender, depth was less than 10.0 m. Dredging inthe harbour and along the wharf are still in progress.

There were 5 tugs stationed at the port, of different sizes and power. Agood mooring boat was also available.

Mooring and unmooring operation performed without any difficulties.Fresh water is available alongside the berth, delivered by pipeline at a rate

of 50 cu.m./hr. Minimum quantity charge of 100 tonnes costing approximatelyU.S.$1.40/tonne.

There are facilities ashore for garbage disposal with collection twice daily.There are slop tanks for waste oil disposal (total capacity 195 cu.m.)

provided at Berths No. 1, 2, 3 and 4. Tank trucks can be arranged via Agent.Stevedores stay onboard all the time during cargo operations, and they

worked around the clock, with a few stops due to heavy rain squalls. Thismakes it difficult for the trucks to deliver the cargo up in the coal pit.

Port clearance was taken care of by the Agents out at the anchorage andno officials were present before the ship was safely moored alongside. Aphotocopy of all the ship’s documents, including copies of all officerscertificates, was required.

Recommended charts for the area are B.A. No. 3966 (Ko Chuang to KoKut) and Thai Chart No. 141 (Laem Thoraphim to Ko Kharam).

As we were thefirstshipto berth at these newfacilities, there wasconfusionabout the correct position along the wharf. We first berthed the ship between

Berths No. 3 and No. 4 (See ‘‘Plan’’). Later, TPI found that the ship’s craneswere not long enough to reach with the grabs over the top of the hoppersplaced on the berth, so the vessel was shifted about 150 m. back to a finalmooring at Berth No. 3.

Due to the difficulty in reaching over the hoppers, as they were placed onthe wharf, TPI decided to burn out 1.0 m. of the hoppers (offshore side) andto place two of the hoppers ‘‘legs’’ on the fender supports.

The ship was adjusted along the wharf and Crane No. 1 was in positionof Fender No. 4, Crane No. 2 in position of Fender No. 3, Crane No. 4 inposition of Fender No. 2. There was no place for a hopper in position ofCrane No. 3.

Hold No. 5 could only be reached by Crane No. 3 and was thereforedischarged into barges moored on the offside of the vessel.

TPI were still working with welding on the hoppers when the ship wasmanoeuvring to berth. After the ship was berthed, they started to burn out arather large piece of the hopper sides. It was mentioned by the ship to the‘Man-in-charge’’ that this was not an acceptable working practice on anoil/tanker berth with an LPG tanker doing cargo operations about 150 m.away, but no one was interested in listening.Fire Precautions: Smoking is strictly prohibited on the apron of the wharves

and in the vicinity of vessels handling/carrying dangerous, hazardous orinflammable cargo.Editor’s Note: In November 1997, an oil/chemical tanker was attacked offRayong at about 0355 hrs. The thieves stole 240 litres of paint before beingdisturbed. The thieves were armed with sticks and knives and threw ahammer at a crew member, but it missed.

At 0400 hrs., the vessel called Port Control on VHF Channels 16 and 13,but no reply was received.

AUTHORITY: Head Office: Thai Petrochemical Industry Public Co.Ltd.,8th Floor, TPI Tower, 26/56 Chana Tat Mai Road, Kwang Tungmahamek,Khet Sathorn, Bangkok 10120, Thailand. Tel: 678-5000, 678-5100,678-5200, 678-5050 (DISA). FAX: 678-5001/5. Telex: 72073,72075 PETOKEM TH.Terminal: Thai Petrochemical Industry (TPI) Public Co.Ltd., 299 SukhumvitRoad, Ampur Muang, Rayong 21000, Thailand. FAX: ␣66 (2) 678-5046.Contact: Captain Tana Narkveg, Port Operations Section Manager.Captain Chana Satsanit, Assistant Vice President.

SATTAHIP (Chuk Samet Port): 12␥ 35' N 100␥ 55' E(See Plan)

LOCATION: Sattahip Bay is located on the Eastern coast of the Gulf ofThailand about 184 km. from Bangkok in Plutaluang sub-district of CholburiProvince.

PORT LIMITS: Extend to approximately 1,500 yards from the quay wall atChuk Samet Port, and 1,000 yards from piers at Tungprong Port.

DOCUMENTS: See ‘‘Bangkok’’.

APPROACHES: The entrance channel is 100 m. wide, 2.7 km. long andthe harbour basin 450 m. wide in front of the West quay-wall, having availablea depth of about 10 m. below Lowest Low Water (LLW).

The entrance light buoy is at Lat. 12␥ 35' 07" N., Long. 100␥ 54' 20" E.

PILOTAGE: Compulsory for vessels over 50 m. LOA. Working daily duringthe day time only. Advance notice required 4 hours prior to arrival on workingday (on holiday notice required at 0830 –1200 hrs.). Radio frequency used

when handling the vessel is 27125 kHzANCHORAGES: Anchorage area for waiting berth and Pilot:Chuk Samet Port: Capacity: Eight deep-draft ships minimum depth8 fathoms.

Tanker Berth (Pol Pier) Commercial Berths (DWP 1–4)Lat. 12␥ 37' 03" N. Lat. 12␥ 37' 25" N.Long. 100␥ 55' 00" E. Long. 100␥ 55' 00" E.

Tungprong Port: Capacity: Four deep-draft ships minimumdepth 10 fathoms.Lat. 12␥ 43' N. Lat. 12␥ 45' N.Long. 100␥ 49' E. Long. 100␥ 49' 30" E.

Map Pier:Lat. 12␥ 41' 47" N. Long. 100␥ 50' 31" E.

RESTRICTIONS: Berthing possible throughout 24 hours.

MAX. SIZE: See ‘‘Berthing’’ and ‘‘Tankers’’.

RADIO: Radio telephone.Name of Station Frequencies Remarks MSC 2738 kHz Day time

Portsat 2738 kHz Day time4145 kHz R/T –SSB6220 kHz R/T –SSB8292.5 kHz R/T –SSB

VHF: Calling Channel 16 (156.8 MHz)Working Channel 14 (156.7 MHz)Interport use 157.5 MHz (Special Channel)





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SATTAHIP THAILAND


TUGS: 2 tugs available, 3,000 h.p. Join when vessel approaches berth,charge for use of tug’s lines. 2 mooring boats available.

BERTHING:Limitation of Draft:Chuk Samet Port: Depth 32 ft. below LWOST or 36 ft. below MLW.

(1) For cruising in the channel32 ft.

␤ 3 ft. for squat, tidal phenomena, etc.␤ 2 ft. for under keel clearance

Draft ␦ 27 ft. at LWOST(2) For staying in port

32 ft.␤ 2 ft. for under keel clearance

Draft ␦ 30 ft. at LWOST

(3) Draft of the vessel could be increased for the day alongside by addingthe figure of the height of tide at low water of that day to the figure of draftin (2) above (30 ft.␣Height of tide at LW).Sattahip Commercial Port:

Berth Length No.

Berths Max. LOA Max. Draft (m.) (m.) (m.)

West Quay 540 3 180.0 9.0North Quay 360 2 150.0 7.8

Cruise passenger ships are permitted to berth at Sattahip.Map Pier: 1 berth, length 443 ft. Depth at MLW 38.8 ft.

CARGO HANDLING FACILITIES:No. Capacity

Forklift trucksShortmast trucksYard hustlersChassisTop loaderTranstainer

Straddles–

840 ft.– 820 ft.

Semi-portal cranesPalletsVan carriers

775

1511

332

1,00010

7,000 lb.5,000 lb.

——

35 tons—

——23-45 tons

——

Storage Area: 3 transit sheds, total area 11,470 sq.m.Open storage area of 190,000 sq.m.1 container freight station.Container yard of 36,000 sq.m.

STEVEDORES: Vessel to advise Agent 7 days prior to arrival. Textrequired in this cable is: flag, ETA, draft, tonnage of cargo aboard for port,number of crew/passengers, dangerous cargo/heavy lifts, gangs required.

194 stevedoring contractors (both liner terms and chartered vessels underF.I.O. terms).Working Hours: 0800-1200 hrs. –day shift, 1300-1630 hrs–day shift,1630-1800 hrs –overtime (working through), 1900-2400 hrs. – first half-nightshift, 0100-0500–second half-night shift, 0500-0700–overtime (workingthrough, but should apply for P.A.T. approval).

On Saturdays, Sundays and public holidays, the day shift finishes at1600 hrs.

MEDICAL: Hospital facilities available.

TANKERS: POL Jetty: Max. size 50,000 d.w.t., max. LOA 820 ft., depthalongside 36 ft., max. draft 30 ft. (plus/minus, depending on time and tide).Diameter of shore lines are 6 in., 12 in. and 20 in.

DENSITY: 1021.

FRESH WATER: Limited, 200 tons per trip, addition 100 tons for boiler.Supply can be made by water trucks, advance notice of ETA required.

FUEL: Available, supply can be made by barges, advance notice of ETArequired.

REPAIRS: Only for minor repairs.

GANGWAY/DECK WATCHMEN: Necessary.

OPENING/CLOSING HATCHES: Carried out by stevedores withoutextra charge.

CUSTOMS ALLOWANCES: 200 cigarettes for eachofficer,100 foreachcrew member for 3 days. One bottle each, wines and spirits, opened.

CARGO GEAR: Supplied by stevedores.

TIME: GMT plus 7 hours throughout the year.POLICE/AMBULANCE/FIRE: Security centre 2187; Duty officer2102 (after duty hours); Police 3180; Ambulance 116; Fire 117.

TELEPHONES: Available (U.S. military circuits).

SHORE LEAVE: Permitted.

IDENTIFICATION CARDS: Required for all crew and officers.SHIPMASTER’S REPORT: July 1981.CHUK SAMET PORT:For details concerning navigation, currents, clearance and documents, etc.,see ‘‘B.A. Pilot No. 30’’ and ‘‘Guide to Port Entry’’.

Vessels approach on the beacon line at 017.5␥ (T), along the fairwaymarkedby buoys. The beacons areinstalled on thepier andare easilyvisible.When entering and leaving, the cross current should be watched. The fairwaybuoys appear to be displaced somewhat Westwards.Entry and Leaving: Only permitted between 0600 hrs. and 1800 hrs.

The Pilot comes from Bangkok. Also Authorities come from Bangkok forclearance.

A local Agent’s office is not yet available, but will shortly be installed.Wireless traffic from the port with Bangkok is permitted.

There are two tugs of 3,600 h.p. available.Max. Draft: At present 32 ft. is allowed.The pier running approximately North –South is 500 m. long, and the cross

pier 365 m. long. Both are well equipped with rubber type fenders. The freearea on the pier in front of the sheds is about 45 m. wide.

Cargo Handling: Both cranes and the tapioca conveyor can run on thecrane rails both on the main and cross piers. The large crane lifts up to40 tonnes at 35 ft. The small crane lifts 23.5 tonnes but is currently out ofuse, but should be back in service shortly. The port has 20 forklift trucks,

10 at 3.4 tonnes, and 10 at 2.3 tonnes. Also there are 10 lorries type HINOKL 340 at 7 tonnes.

A Sea Container Shifter is already available, capacity 30 tons. Forcontainers there are three 40 ft. and three 20 ft. spreaders in the equipmentstore.Water: Any quantity available. Water must be boiled prior to use.Bunkers: Only by road tanker.Ship Repairs: None.Ships’ Chandler: Should be available.Hospital: Available.VHF: Port Authority on Channel 16.Weather Conditions: During S.W. monsoon there is a slight swell. From Mayto July is the rainy season, with storms and typhoons occurring in Juneand July. Currents are unimportant. The tide rises about 2 m.

General: S.W. from Sattahip, in the Thailand Gulf, natural gas is obtained. Agas pipeline from there to Sattahip is under construction. The line will thenbe taken overland from Sattahip to Bangkok.

A railway connection is being built. A road to Bangkok (approx. 180 km.␦ approx. 3 hours by car) is available.Further Developments: Dredging and building of new piers will begin.

A large Gottwald crane (mobile at 40 tonnes) is stated to have beenordered, and will be delivered in about 6 months.

It is planned later on to install a IHI container bridge, and Sheds 1 and2 will be demolished to make room for container handling.

AUTHORITY: Port of Thailand Authority, Sattahip Commercial Port,Plutaluang Sub-District, Sriracha District, Chonburi 20180, Thailand.Tel: ␣66 (38) 436344, 436360. Telex: 75702. FAX: ␣66 (38) 436565.

From 1st January 1991: Royal Thai Navy.


SIAM SEAPORT: 13␥ 08' N 100␥ 53' E

LOCATION: Siam Seaport is located on the N.E. shore of the Bay ofBangkok in position Lat. 13␥ 07' 50" N., Long. 100␥ 52' 38" E.

DOCUMENTS: The ship’s Master has to report the arrival of the ship within24 hours of anchoring or berthing.

The Master must obtain port clearance at least 6 hours in advance of theintended departure time.

When a ship is to load a hazardous cargo, the Master, Owner, authorisedAgent or cargo owner must present the following documents:

International Oil Pollution Prevention Certificate (IOPP).Certificate of Fitness.Dangerous Cargo Manifest.

MAX. SIZE: LOA: Outer Berth 300 m. Inner Berth 230 m.Draft: Outer Berth 11.2 m. Inner Berth 9.0 m.

The draft is the maximum permissible at lowest low water.

BERTHING: Outer Berth –Length 406.3 m. Inner Berth –Length 332 m.

REPORT: December 1993.Operator: Siam Seaport Terminal and Warehouses Co.Ltd., Bangkok.

Located in the Eastern seaboard, the new industrial heartland of Thailand,and about 10 km. by road from the Laem Chabang Commercial Port, is SiamSeaport, a new deep sea terminal, designed specially to handle bulk andbreakbulk cargoes. When construction is completed in mid-1994, SiamSeaport will offer an ideal bulk terminal, where vessels of sizes ranging from5,000 d.w.t. to 60,000 d.w.t. can safely berth all year round. The deep waterat Siam Seaport is therefore most favourable to customers needing totransport bulk and breakbulk cargoes in the largest possible vessels.Berth: Total length: Outer berth 400 m. Inner berth 340 m.Draft: 12.5 m. basis MSL.Size of Vessels: From 500 tonne barges up to 60,000 d.w.t. ocean-goingvessels.Equipment: One bulk loader, capable of loading 700 tonnes/hr. of dry bulkcommodities, such as raw sugar, tapioca pellets, grain, etc.

Mobile cranesof 20–40 tonnes lifting capacity. Luffing shore crane (future).Forklifts, trucks, pay loaders, etc.Services: Pilotage, wastedisposal, tugs, computer processing, security,livingquarters, stevedoring, lighting, packing, water, electricity, communications,sea land transport, bonded warehouse, Customs clearance.Storage: 224,000 sq.m. (140 RAI); 10,000 sq.m. (bulk); 13,000 sq.m.(non-bulk); 10,000 sq.m. of bonded area; 36,000 tonnes of liquid bulktankage.

AUTHORITY: Siam Seaport, Harbour Department, 1278 Yotha Road,Talardnoi, Samphanthawong District, Bangkok 10100, Thailand.Tel: ␣66 (2) 236-5058. FAX: ␣66 (2) 236-7248. Contact: Miss ViroonPhermsup, Deputy Director General, Harbour Department.

SONGKHLA: 07␥ 14' N 100␥ 35' E (See Plan)

LOCATION: Lat. 07␥ 13.7' N., Long. 100␥ 34.5' E.

APPROACHES: The entrance channel is 4 km. long, and is dredged to9.0 m. over a width of 120 m.

There is a turning circle with a diameter of 300 m. to the west of the quay.

PILOTAGE: Pilot boards in the vicinity of the Fairway Buoy.

ANCHORAGES: To the west of the leading line (045␥ – 225␥) and 090␥from Ko Maeo Island in a depth of 9.3 m.

MAX. SIZE: LOA 173 m., draft 8.23 m. and beam 25 m.

TUGS: 21,600 t.p.h.

BERTHING: Songkhla Port:Total Area : 24.71 acres (10 hectares)

Ship Berths : 3Total Berth Length : 1,673 ft. (510 m.)

Storage:Port Area : 115,000 sq.m.Container Yard : 50,000 sq.m.Warehouse : 6,720 sq.m.Stuffing Shed : 440 sq.m.General Working Area : 9,300 sq.m.





THAILAND SONGKHLA


Port Capacity:Total Cargo Throughput : 1,350,000 ton/yearContainer Yard Stacking Capacity : 5,400 TEU’s.Warehouse Stacking Capacity : 8,000 tons at a time.Contai ner Stuff ing Capaci ty : 100 TEU/day .Warehouse Cargo Rec ei vi ng : 1,600 ton/day.

Equipment:Reefer Plugs : 136Emergency Power Supply : 2Weight Bridge (30-80 tons) : 2Workshop : 200 sq.m.Maintenance Area : 200 sq.m.Forklifts : 27 tons.

316 tons.

225 tons.336 tons.263.0 –3.5 tons.

Tractor and Trailers : 2040 tons.Tractors : 55 –10 tons.Trailers : 155 –10 tons.

MEDICAL: Hospital in city, Tel: 311379, 313160, 311494,311017.

TANKERS: See ‘‘Report’’.

FRESH WATER: Available alongside.

CONSULS: Malaysia and China.

AIRPORT: Had Yai Airport close south of the city, (Tel: 244521).

POLICE/AMBULANCE/FIRE: Police, Tel: 311011, 312122,311019 (Emergency). Fire, Tel: 311016, 311118.

GARBAGE DISPOSAL: Normal garbage collection service is available.Minimum charge is B 200 per order, B 1,000 per truck, 24 hour service.Tel: 331002.

WASTE OIL DISPOSAL: Not available.

SEAMAN’S CLUBS: No Seaman’s club in the port but there are many

services in town. International telephone and postage services are availablein the port.

REPORT: November 1991.Note: The following facilities are not part of the Port of Songkhla.Railway Jetty: Old Jetty: Used by Shell, Caltex and Esso.

Max. Displacement 3,600 tonnes.Max. Draft 5.2 m.Max. LOA 81.0 m.Max. Operating Pressure 6.5 kg./sq.cm.Flowrate 100 –120 cu.m./hr.Pipeline/Manifold

Gas Oil 6 in.Premium/Regular (common line) 6 in.

Distance from Jetty to Depot 2,000 m.Other Facilities

Fresh water Available.Fuel Not available.

PTT Jetty: New jetty located inside the port. Distance from jetty to depot is1,200 m.

Jetty A: New jetty for LPG and Premium/Regular Mogas.Max. Displacement 3,000 tonnes.Max. Draft 6.0 m.Max. LOA 75.0 m.Operating Pressure LPG 15 kg./sq.cm.

Mogas 8.0 kg./sq.cm.Flowrate LPG 200 cu.m./hr.

Mogas 180 cu.m./hr.Pipeline/Manifold:

LPG Liquid 6 in.LPG Vapour 4 in.Premium/Regular Mogas 6 in.

Jetty B: New jetty for bulk carriers.Max. Displacement 500 –30,000 tonnes.Max. Draft 8.0 m.Max. LOA 200.0 m.Operating Pressure 8.0 kg./sq.cm.Flowrate 180 –360 cu.m./hr.Pipeline/Manifold:

Gas Oil 10 in.

Premium/Regular Mogas 6 in.Jet–A1 6 in.Shell Jetty: New jetty designed for vessels of 5,000 d.w.t.

Depth at LLW 7.0 m.Max. LOA 103.0 m.Max. Draft 5.5 m.Distance from jetty to breakwater 100 m.Jetty located at inner side of PTT Jetty.Tug required for berthing and unberthing operations.Pilot works in daytime only.Maximum LOA for passing Channel 173.0 m.Maximum beam for passing Channel 25 m.Tugs: Vessel LOA 250 ft. –450 ft. One tug required.

Vessel LOA over 450 ft. 2 tugs required.Communications:

VHF Channel 16 for calling.VHF Channel 13 for ship-to-ship.VHF Channel 14 for pilot.

AUTHORITY: Operator: Chaophaya Terminal International Co. Ltd.,Tambol Huakao, Ampheo Singhanakorn, Songkhla, 90280 Thailand.

Tel: ␣66 (74) 331070-78. FAX: ␣66 (74) 331199, 331202.Emai l: [email protected]: www.members.tripod.com/~skportzContact: Tao Jun, Port Director.Xi Yong Hua, Operations Manager.

AGENT: Jardine Pacific (Thailand) Ltd., 52 Jootee Anusorn Road, Haadyai90110, Songkhla, Thailand. Tel: ␣66 (74) 231538, 246711. Fax: ␣66 (74)239206.

All initial correspondence to be sent to Bangkok Head Office.

SRIRACHA: 13␥ 07' N 100␥ 52' E (See Plan)

OVERVIEW: (A) PORT FACILITIES(B) THAI OIL –SBM(C) THAI OIL –CBM(D) SRIRACHA HARBOUR PUBLIC CO.LTD.(E) PTT OIL TERMINAL

(A) PORT FACILITIES :

DOCUMENTS:Boarding of Immigration, Customs and Quarantine Officials:The Immigration and Customs Officials will board all incoming vessels,

whereas the Quarantine Official will board on arrival at berth. If however avessel comes from an infected port the Quarantine Doctor will board. TheOfficials demand that the main gangway is lowered.Order of Clearance and Documentary Requirements:Customs Authority: (Ship’s forms)

12 Cargo Manifests (including port and Agent’s requirements).5 Transit Cargo Manifests.8 Crew Lists.6 Ship’s Stores Lists.4 Lists of Ship’s Provisions, Steward, Deck and Engine Departments.4 Foreign Currency Lists.4 Lists of Arms and Ammunition for Ship’s Use.4 Lists of Opium and Narcotics.4 Lists of Ports called.4 Lists of Passengers.4 Lists of Mail.4 Lists of Crew members’ Personal Effects stating brands and serial

numbers of watches, cameras, TV/radio sets, electronic calculators,refrigerators, typewriters, all sound and electrical equipment, etc.

4 Lists of Ship’s Movable Properties, to declare brands and serial numbersas above.

When preparing the list of Crew members’ Personal Effects and Ship’sStores’ Lists, particular care should be paid to the exact quantities. Crew areallowed 200 cigarettes each, during the vessel’s stay in port.

Failure to provide correct quantities on various forms will entail heavy fineand confiscation.

NOTE: Pornographic magazines and materials are prohibited and will beconfiscated if found onboard.

Also see ‘‘Part (E)’’.Immigration Authority: For vessel having Thai Immigration Forms onboard,please prepare them ready for arrival. Otherwise Agency clerks will bringforms onboard and assist in completing them.

5 Immigration Forms No. 3 (separately for Landing passengers andTransit passengers).

5 Immigration Forms No. 4 (Crew List).2 Immigration Forms No. 35. Make out in duplicate, and 1 line for each

name. Leave signature columns blank, where each crew member shallsign in presence of Immigration Officers in port.

1 Disembarkation/Embarkation card for each passenger, to be suppliedin port.

Repatriation Crew holding valid Passports may be declared as passengersin order to facilitate Immigration Exit papers. Otherwise we need one fullworking day for preparation of Immigration papers (Sat/Sun/Holidayexcepted).Quarantine Authority:

1 Maritime Declaration of Health (may be supplied in port).2 Lists certifying the date of vaccination against Cholera for each crew

member.1 Derat Certificate.

International Certificates of Vaccination against Cholera for allpassengers and crew members.

Important to Master: On first arrival at Roads or berth do not allow anyunauthorised people to board the vessel or allow any officers/crew membersto disembark before ‘Checking In’ formalities by Immigration Officers andCustoms Searching Party. Offence in this respect is liable to a fine notexceeding Baht. 5,000.00.Departure: The ‘Blue Peter’ flag should be hoisted at the foremast of allsea-going vessels about to leave the harbour and shall be kept hoisted untilthe voyage has begun. In the case of vessels leaving in the afternoon, theflag shall be hoisted in the morning, in case of those leaving in the morning,the flag shall hoisted on the previous afternoon. Failure to comply with theregulations is subject to a fine not exceeding 5,000.00 THB.

APPROACHES: The recommended courses approaching seaberththrough the Southern part of Kohsichang are as follows:from Junction point

named ‘‘A’’to Junction point

named ‘‘B’’

Lat. 12␥ 43' 00" N.Long. 100␥ 44' 36" E.Lat. 12␥ 62' 14" N.Long. 100␥ 44' 36" E.

TrueCourse␦360␥

from Junction pointnamed ‘‘B’’

to Junction pointnamed ‘‘C’’

Lat. 12␥ 56' 14" N.Long. 100␥ 44' 36" E.Lat. 13␥ 00' 00" N.Long. 100␥ 46' 12" E.

TrueCourse␦022␥

from Junction pointnamed ‘‘C’’

to Junction pointnamed ‘‘D’’

Lat. 13␥ 00' 00" N.Long. 100␥ 462 12" E.Lat. 13␥ 06' 20" N.Long. 100␥ 51' 00" E.

TrueCourse␦037␥

from Point ‘‘D’’ A/C to 000␥(T) up to Anchorage Area or Point ‘‘E’’Point ‘‘E’’ Lat. 13␥ 07' 00" N.

Long. 100␥ 51' 00" E.

Refer Admiralty Chart No. 986; the ‘‘Hulk’’ in position Lat. 13␥ 07.7' N.,Long. 100␥ 52.8' E. has been removed.

Vessels should always keep clear of the fairway channel as large bulkcarriers sail on deep draft.

Also see ‘‘Part (E)’’.





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SRIRACHA - PORT THAILAND


PILOTAGE: Compulsory in Sriracha area. Sriracha Pilot Station isestablished on ‘‘Laem Chabang’’, and can be contacted directly by VHFChannel 16 within 30 miles radius.Boarding Area: The Government Pilot will board at about 2 miles East of‘‘Koh Thai Ta Mun’’ which lies South of Kohsichang, or at the position centredon Lat. 13␥ 07' N., Long. 100␥ 51' E. with a radius of 1 mile.

On receipt of an accurate ETA vessel will be advised by VHF regardingberthing time, whether to anchor and any likely delays. Flags indicating arequest for a Pilot or Pilot on board should be flown. Accommodation ladderrequired (or in conjunction with pilot ladder).

ANCHORAGES: Recommended anchorage for vessels awaiting berth iswithin 1 mile of the position: Lat. 11␥ 04.8' N., Long. 100␥ 51.0' E.Refer Admiralty Chart No. 3965 and 986.


MAX. SIZE: MBK Bulk berth: 150,000 d.w.t. Draft 14.3 m.Also see ‘‘Tankers’’, ‘‘Part (B)’’, ‘‘Part (C)’’, ‘‘Part (D)’’ and ‘‘Part (E)’’.

HEALTH: See ‘‘Documents’’.

RADIO: Masters of all vessels proceeding to Sriracha are to notify theirAgent by radio of their expected time of arrival at least 3 days prior to arrival.This notice shall be amended in the event of any change in the time of arrival.

In addition to the above, the ETA message shall be confirmed 48 and24 hours before arrival.

Pilots should be contacted 6 hours prior to arrival and terminals 3 hoursprior to arrival.

The first notice of arrival is to contain the following information:Last Port of Call.ETA Pilot Station.Best trimmable arrival S.W. draft.Number of crew including the Master and his name.Number of passengers, landing and transit.Cargo grade and quantities to be discharged.Discharging rates, barrels per hour.Bunkers and water on arrival.

Urgent stores to be delivered on arrival, if any.Bunkers and water to be delivered, if any.Laundry service, if any.Nature of any extraordinary repairs to be effected.Any other matter to be attended to on arrival such as electronic equipment

repairs, medical attention or hospitalisation, crew repatriation (in this caseadvise name, age, nationality, Passport number).

Cash required, if any.Crew liberty launch service, if any.Also see ‘‘Part (E)’’.

VHF: Vessels calling at PTT should call on Channel 13 and advise SupplyOperations Division the following:

(a) Name and call sign of vessel.(b) Flag.(c) LOA, draft and beam of vessel.(d) ETA at Terminal.(e) Nature of cargo, technical name, UN number (if applicable)and quantity.(f) Distribution of cargo (and that to be left on board).(g) Is vessel fitted with an Inert Gas System?(h) Any defects of vessel or its machinery which may affect navigation,

safety or the marine environment.The terminal will also require technical details to the ship’s cargo and cargo

handling characteristics.Also see ‘‘Part (E)’’.

TUGS: Local company privately operates 32,500 h.p. tugs which areavailable on calling during working hours, and outside working hours whenrequired if advance notice given.


BERTHING: See ‘‘Shipmaster’s Report’’ and ‘‘Part (D)’’.

MEDICAL: Hospital facilities available, advance notice of ETA preferred.

TANKERS: Thai Oil –SBM: See ‘‘Part (B)’’.Thai Oil Sea Berth: See ‘‘Part (C)’’.Thaioil Co., Ltd. (Thaioil) Jetty: The following requirements apply to vesselsfor the use of berthing, unberthing, loading and discharging at Thaioil’s Jetty(Location: Lat. 13␥ 7.3' N., Long. 100␥ 53.2' E.).Berth No. 1 (Inner Berth):

Maximum LOA 100.5 m.Maximum safe draft 4.8 m.Minimum size of vessel 600 d.w.t.

Maximum size of vessel 5,000 d.w.t., consistent with LOA and draft.Berth No. 2 (Outer Berth):Maximum LOA 106.0 m.Maximum safe draft 5.5 m.Minimum size of vessel 600 d.w.t.Maximum size of vessel 5,000 d.w.t., consistent with LOA and draft.Vessels approaching from the South will cross the submarine crude

pipeline to the CBM Berth. This line is marked by a buoy which must bepassed to seaward to ensure adequate under-keel clearance. Engine(s) mustnot be used when crossing the pipeline to avoid risk of scouring seabed.Berth No. 3:

Maximum LOA 83.0 m.Minimum LOA 60.0 m.Maximum safe draft 5.5 m.Maximum size of vessel 2,500 d.w.t., consistent with LOA and draft.Vessels in fully loaded condition must approach the berth from the North ,

in order not to cross the submarine crude oil pipeline located at the Southend of jetty as marked by a buoy.

The use of anchor(s) when berthing is prohibited due to the proximity ofthe submarine crude oil pipeline.

Berth No. 4:Maximum LOA 122.0 m.Maximum safe draft 6.7 m.Minimum size of vessel 1,000 d.w.t.Maximum size of vessel 5,300 d.w.t., consistent with LOA and draft.

Berth No. 5:Maximum LOA 122.0 m.Maximum safe draft 6.4 m.Minimum size of vessel 1,000 d.w.t.

Maximum size of vessel 5,000 d.w.t., consistent with LOA and draft.Berth No. 6 (LPG):

Maximum LOA 122.0 m.Maximum safe draft 4.5 m.Minimum size of vessel 600 d.w.t.Maximum size of vessel 5,300 d.w.t., consistent with LOA and draft.

All Berths: The following conditions apply to all berths:A mooring boat will be in attendance to run mooring lines and provide

assistance for berthing and unberthing. One additional mooring boat for JettyNo. 3.

Approach speed to the jetty for fully loaded vessels must be the minimumconsistent with safe manoeuvring. The jetty has been designed for berthimpact of fully laden vessels at 0.3 m./sec., and any excessive approachspeed will endanger the jetty.

Vessels to have derrick S.W.L. 2 tons.Mooring to consist of 3 ropes forward (head lines and breast) and 3 ropesaft (stern lines and breast), plus one forward and one aft back spring. Ropesize to be 5 in. for vessels under 2,000 d.w.t. and 6 in. for vessels over2,000 d.w.t.

Expected discharge rates of vessels is 400–600 cu.m./hr. at approximately120 p.s.i.g.Remarks:

Should the Thaioil Marine Manager not be satisfied that any of the aboverequirements have been met, he has full authority to order the vessel off theberth.

Should the Thaioil Marine Manager consider that a berthing operation willendanger the jetty due to adverse weather conditions or any mechanicaldefect in the vessel, he has full authority to refuse to allow the vessel toberth.Esso: 6 buoy conventional mooring owned and operated by Esso StandardThailand Ltd. Vessels berth heading in either direction depending on the tideat the time of arrival. Max. size: 105,000 d.w.t. LOA 274 m. Draft 15.24 m.

2 ship’s moorings required to each of 2 head and 2 stern buoys and oneship’smooring to each of 2 breastbuoys. These aresupplementedby 1 shore

‘‘preventer’’ wire from the 2 head and 2 stern buoys.132 in. submarine line for crude oil with 2 strings of 12 in. hoses.Ballasting is required during discharge to maintain 30% deadweight at all

times. Additional ballast may be required during the S.W. monsoon period1st June to 31st October. Technical test data for winches/wires required onarrival.General: Qatar Crude Discharge: Considerable delay can be encountered inthe discharge of Qatar Crude.

In this connection your attention is particularly drawn to any advice givento you on arrival by the Thai Oil Representative.

Back Loading from Coasters: Occasionally vessels are required to loadcargo from 2,000/4,000 ton coasters at Sriracha. Loading a full cargo couldtake 3 to 4 days and Masters should bear this in mind for bunker and freshwater calculations.

Lightening to coasters to make Bangkok Bar draft: On arrival there is noVHF contact with shore, as vessel does not take a Pilot, and so shouldproceed straight to an anchorage within about half a mile of position13␥ 07.6' N., 100␥ 50.9' E. There may be other vessels in this area engagedin ship/ship transfer. Do not rig an accommodation ladder, as four Yokohamarubber fenders are brought straight out to the vessel, and 2 lashed each side

amidships. Shore officials will board via the pilot ladder to clear the vesselinwards. Accommodation is required for 2 Police Officers (one room) and2 Supervisors with one Customs Officer (a second room) throughout thevessel’s stay. 8 in. hoses are brought out on the first coasters, connected bya seven man hose handling gang, and left connected to the ship’s manifoldthroughout the operations; the gang handles all hose connecting, andmooring, with a crane driver provided by the ship. This gang stays onboardmost of the time and need to be allocated a smoking area. The coasters areprogrammed by Bangkok – copies of the programme being put onboard onarrival–and can be handled simultaneously one each side. If 2 products areinvolved usually one side is allocated for a particular product. The coastersmoor with lightweight polypropylene lines and are well handled and efficient,capable of loading at about 1,250 tonnes/p.h. Thereare 42,000 d.w.tonnes,and 13,500 d.w.tonnes coasters with a round trip taking about 24 hoursfrom departure to return alongside.

DENSITY: About 1021.

FRESH WATER: Can be supplied by barge at sea berths. 24 hours’ noticerequired to Agent.

FUEL: Can be supplied by barge. 48 hours’ notice required.

CONSULS:See ‘‘Bangkok’’.

REPAIRS: See ‘‘Part (B)’’.

CUSTOMS ALLOWANCES: 200 cigarettesfor eachofficer,100 foreachcrew member for 3 days.

Each man allowed 1 opened bottle wine/spirits.

REPATRIATION: See ‘‘Part (E)’’.

AIRPORT: Situated about 25 km. from Bangkok, regular internationalservices.

TIME: GMT plus 7 hours. No changes during the year.

SHORE LEAVE: No restriction on crews landing after immigration andhealth formalities have been satisfactorily completed.

IDENTIFICATION CARDS: Not required.

GARBAGE DISPOSAL: No facilities available.

WASTE OIL DISPOSAL: No facilities available.

SEAMAN’S CLUBS: None.DEVELOPMENTS: Laem Chabang Deep-Sea Port Project: See ‘‘LaemChabang’’.SHIPMASTER’S REPORT: March 1984.

Loading of Tapioca Pellets in bulk at MBK berth:Vessel: LOA 243.6 m., beam 32.3 m., deck over keel 18.6 m., draft13.51 m., 74,010 tonnes d.w.t., 8 holds.

Silo with a berth called MBK Berth (Mah Boon Krong), operated by CargillLtd., has been in existence for about 6 years.

The berth consists of 3 loading towers with sufficient mooring posts at bothends.

Location of berth: Lat. 13␥ 08.2' N., Long. 100␥ 53.1' E.Distance from shore: 1.6 miles.



THAILAND SRIRACHA - PORT


Distance between towers: 50 m.Radius of loading booms: 32 m.Total loading range: 166 m.Depth of water alongside: 12.8 m. at LW.Loading capacity: Loading with 1 tower 350 t.p.h.Loading capacity with 2-3 towers 600 t.p.h.A vessel of our size has to be shifted for loading the end holds.The loading spouts are equipped with trimming machines. The only

connection to the shore is a conveyor belt of 2.8 km. length which cannot beused for traffic. All traffic is carried out by boats. Therefore gangways on bothsides to be used.

A Pilot/Berthing Master brings the vessel alongside. Berthing with 2 tugs,bow to the North and starboard side alongside using the port anchor.

AUTHORITY: Operators: Thai Oil Company Limited. Refinery:

Km. 124.5 Sukhumvit Highway, Au Udom, Sriracha, Cholburi 20230,Thailand. (PO Box 2387, Bangkok 10501). Tel: ␣66 (38) 351555.FAX: ␣66 (38) 351554. Telex: 85802, 85808 THAIOIL TH.Contact: Captain Prasit Khumsribus, Marine Supervisor.

Mah Boon Krong Drying and Silo Co. Ltd., (MBK), Haad PadaengSurasak, Sriracha Cholburi, Bangkok. Telex: 85804, 85805 Mbsilo Th.

Petroleum Authority of Thailand (P.T.T.) Telex: 75811 PTT SPT TH.Sriracha Harbour Co.Ltd. (See ‘‘Berthing’’).

(B) THAI OIL SBM :

LOCATION: The SBM of Thaioil Co.Ltd. Sriracha is a Catenary AnchorLeg Mooring (CALM) and located between the island of Ko Si Chang andmainland Thailand, in position Lat. 13␥ 07' 43" N., Long. 100␥ 51' 45" E.

The water depth is approximately 23 m. (Ref. B.A. Chart No. 986‘‘Approaches to Ao Udom’’).

DOCUMENTS: Documentation/Pratique: Custom regulations are ratherextensive. Customs Clearance will take place onboard upon arrival. No

advanced Radio Pratique is permitted. All documents must be prepared andready for submission upon arrival.Following documents are required:For Customs Officials:

6 Crew Lists.6 Personal Effects Lists.6 Provision/Stores Lists.6 Foreign Currency Lists (ship’s and personal).6 Deck/Engine Stores Lists.6 Arms Lists.6 Ammunition Lists.6 Opium and Drugs Lists.6 Bonded Stores Lists.1 Passenger Lists (To be typed, even when no passenger onboard).

For Immigration:3 Inward/Outward Forms No. 3 and 43 Crew Lists, Immigration Form No. 35.

All Immigration Forms will be handled by Agent on arrival.For Port Health Authority:

2 Vaccination Lists.

1 Maritime Declaration of Health.APPROACHES: Approach to the SBM: At the Thaioil SBM in Sriracha,tankers are berthed with the hose strings lying on the port side of the vessel.This configuration was chosen to cater for the general tendency of vesselsto swing to starboard (and away from the SBM) when using the engine forastern movements during the final stages of the approach.

Special care is to be taken to prevent collision with local fishermen and/orother vessels under way or at anchor, the area between the mainland andKo Si Chang being congested with various marine installations and activities.

The final approach is made at the slowest possible speed, keeping thevessel manoeuvrable, and the SBM slightly open on the port side, neverahead, in order to let the tanker pass clear in case of overshooting or if anemergency occurs.

Two tugs, one at each forward shoulder, assist in keeping the tanker’s bowsteady.

Thedirection of theapproachis governed by wind or current, or a combinedeffect of both, bearing in mind the vessel’s draft and handling characteristics.

Vessels with draft restrictions when passing the Ko Si Chang Bar (i.e. draftbetween 14.8 m. and 18.2 m.) should generally approach the SBM from the

south on an ebb tide. This will enable the vessel to always manoeuvre withsufficient water underneath her keel.Vessels with drafts below 14.8 m. can be berthed at any stage of the tide,

provided they stay in sufficiently deep water. It should be born in mind thatthe 14.0 m. contour of the sea bed is only 1,400 m. (7.5 cables) to the eastof the SBM.

PILOTAGE: The Government Pilot and Thaioil Representatives will boardthe incoming vessel approximately 1.5 nautical miles S.W. of the SBM in thePilot Boarding Area as indicated on B.A. Chart No. 986.

RESTRICTIONS: Berthing and unberthing is carried out at day and night.Berthing restrictions apply to vessels with a draft greater than 14.8 m., whichwill be berthed on ebb tide only.

All tankers stemmed to discharge at the Thaioil SBM must be equippedwith bow chain stoppers and manifold equipment in accordance with OCIMFRecommendations.

Owners assurance will be sought prior to acceptance.

MAX. SIZE: The buoy is designed to accommodate tankers of sizesbetween 60,000 d.w.t. and 230,000 d.w.t.

Tankers of a deadweight of 320,000 tonnes (part-loaded) could also be

accommodated, but may also incur additional draft penalty (See ‘‘DraftInformation’’ below).Ko Si Chang Transit and Draft Information: The Ko Si Chang Bar Channelfor deep draft vessels is defined by the following positions:

From: Lat. 13␥ 03' 04" N., Long. 100␥ 48' 47" E.To: Lat. 13␥ 03' 15" N., Long. 100␥ 48' 40" E.To: Lat. 13␥ 03' 40" N., Long. 100␥ 49' 43" E.To: Lat. 13␥ 03' 51" N., Long. 100␥ 49' 35" E.

The maximum loaded draft over the Ko Si Chang Bar channel at any highwater is 17.6 m., and calculated as follows:

Chart Datum above LLW 16.7 m.Accuracy of Sounding 0.4 m. (minus)Under-keel Clearance 1.5 m.Rise in Tide 2.8 m. (minimum rise in tide any day)Maximum draft 17.6 m.

Consequently any vessel with a draft of up to 14.8 m. can cross the barchannel at any time every day.

Although at certain periods of time, the maximum rise in tide can reach3.9 m., the maximum draft for vessels calling at the SBM is restricted to18.1 m. by the height of the pipeline end manifold (PLEM) above the seabed.

Increase in draft beyond 18.1 m. for ‘pumping-over-the-tide’ is not

permitted.HEALTH: See ‘‘Documents’’.

RADIO: Information required prior to Arrival: Vessel’s arrival draft andETA to be given 7 days, 3 days, 2 days and 1 day prior to arrival. Vesselsshould attempt to arrive on even keel or as close to even keel as possible.

Also see ‘‘Part (A)’’.

VHF: Initial contact with the Pilot can be made on VHF Channel 16 (CallSign ‘‘Sriracha Pilot’’). Once the contact is established, communication willbe switched to Channel 13 or 73.

Communication during discharge between ship and shore is carried outby the Thaioil representative on board.

In addition, the ship is to keep a constant radio watch on Channel 13.

TUGS: Tugs are normally not required during berthing or unberthing, butare available for emergencies. 6 tugs of 2,400 b.h.p. and 2 tugs of1,900 b.h.p. are available.

Onetug is required to stand-by at ship’ssternduring stay at SBMto preventship’s bow making contact with buoy when tidal current changes.

BERTHING: Buoy Dimensions: Diameter 12.0 m. Skirt diameter 16.2 m.Height 5.3 m. Draft 2.6 m. (approx.).

A white navigation light flashing ‘‘S’’ every 6.2 seconds with a range of5 nautical miles is mounted to the turntable some 7.0 m. above water level.An octahedral radar reflector with a diameter of 0.5 m. is mounted on top

of a steel rope guard some 5.5 m. above water level.Mooring Arrangement: (OCIMF Standard). Tanker moorings from the buoycomprise of 212 in. circumference 150 ft. (45.72 m.) long double braidedcircular hawsers, complete with floats and thimbles at each end.

For berthing purposes, the port pick-up rope will be connected to a 150 m.(490 ft.) long 250 mm. (8 in.) circumference messenger rope (first line topick-up),whilethe starboardpick-upropewill beconnected to a 70 m.(230 ft.)long 250 mm. (8 in.) circumference messenger rope (second line to pick-up).

Only vessels which are equipped to the latest OCIMF Standard, havingbow chain stoppers (tongue or hinged bar type) and fairleads are acceptedto moor at the SBM.

CARGO OPERATIONS: Pipeline and Hose: A 40 in. pipeline of 5.5 km.length connects the SBM with the storage tanks ashore.Derrick: Refer to OCIMF Standard.

Port derrick to be rigged for hose connection.Connecting Hoses: Hose connection (2 floating hose strings–diameter16 in.ANSI) is carried out by shore personnel with assistance of the ship’s crew.

After the tanker is safely moored, the hose equipment consisting of ropeslings, shackles, gaskets, nuts and bolts, Blake Stoppers and wire strops,are taken on board.Discharge of Cargo: Only one grade can be discharged at the time,dependent on shore requirements.

The quantity discharged is to be checked and compared with shore on thefull hour at 2 hourly intervals.

Throughout the vessel’s stay at the SBM, one member of the shore crewis to be stationed on the forecastle to watch the SBM and notify the ThaioilMarine Supervisor before the vessel comes into contact with the SBM.Engines have to be ready on 10 minutes notice.

In theevent that themooringlines become fouledor theSBM hosestrappedbetween the SBM and the vessel, the SBM mooring launch will be utilisedto clear as necessary. The launch remains on stand-by throughout.Discharge Rate/Pressure: Maximum discharge rates that can be achievedvary between 7,200 cu.m./hr. and 8,300 cu.m./hr. respectively and aredependent on the flow characteristic of the crude oil.

The maximum discharge pressure permitted at the ship’s manifold is10 bar.Hose Disconnection: This operation is carried out by shore personnel, withthe assistance of the ship’s crew.Ballast: Non-SBT tankers below 120,000 deadweight tonnes may be allowedto discharge the entire cargo before taking ballast into the cargo tanks(weather permitting). All other vessels have to maintain a minimumdeadweight of 30%.

Masters are advised to commence taking permanent ballast as soon asnecessary, to keep the vessel at maximum draft not exceeding 17.6 m.Crude Oil Washing (COW): Marpol 73/78 Convention requires that crude oilwashing be carried out during discharging. Full crude oil washing will besubject to Terminal agreement.

COW is to be carried out in accordance with the ship’s COW OperationsManual and the International Safety Guide for Oil Tankers & Terminals(ISGOTT).I.G. Failure: In the event of a inert gas plant failure, discharge and crude oilwashing must be stopped until the I.G. system is fully operational again.

MEDICAL: Doctor, dentist and hospitals are available.

FRESH WATER: Available by barge at anchorage only. Minimum orderis 200 tonnes, delivery rate approximately 30 tonnes/hr.

FUEL: All bunkers are available by barge at anchorage only. Quantities are

limited unless advanced notice is given. It is recommended to confirm bunkerrequirements on arrival. Failure to do so may result in cancellation or delay.

REPAIRS: Only minor repairs can be carried out by local workshops or byBangkok’s facilities. Advance notice is necessary since spare parts aredifficult to obtain.Immobilisation: Immobilisation of engines or steering gear is not permittedat any time while the vessel is moored to the SBM. Engines and helm mustbe made available at short notice (i.e. within 10 minutes).



SRIRACHA - THAI OIL - SBM THAILAND


REPATRIATION: Available via Bangkok. Advance notice on crewmember’s particulars is required.

SHORE LEAVE: Shore leave is permitted. No passes required. Boatservice to be arranged via Agent.

WEATHER:Current: The main direction of the current runs more or less parallel to theshore line in a northern direction during flood tide and in a southern directionduring ebb tide. The maximum rate of the current is around one knot.Tide: Refer to British Admiralty Tide Tables –Bangkok Bar/Ko Si Chang.Waves: In stormy weather, the maximum height of waves is 2.5 m. at a waveperiod of approximately 6 seconds.Wind: (a) South west monsoon season (May to October):

The prevailing wind during south west monsoon season is from the

S.W.This area is affected by squalls associated with cumulonimbus cloudsand thunder storms. The storms can be very severe and peak gusts of60 knots are not uncommon. The peak gust is brief and the wind settlestherafter between 20–30 knots. All squalls are accompanied bytorrential rain.

(b) North east monsoon season (November to April):Predominant direction:

November to JanuaryFebruary to MarchApril

North, east and variableSouth and eastVariable

The velocity of the wind during this period is about 15 knots, and only rarelyincreases to 25 knots.GENERAL:Berth Security and Safety: Throughout thevessel’sstay at theSBM, no othercraft (i.e. bunker, water, and stores barge, etc.) is permittedto mooralongsidethe vessel, the sole exception being the SBM mooring launch.Accommodation Ladder: Accommodation ladder to be rigged on both sides

ready for the Pilot, and later the Government Authorities, to board the vessel.Shore Personnel: A representative of Thaioil will stay on board throughoutthe vessel’s stayat the SBM. Adequateaccommodation andmessingfacilitiesshould be provided.

Additionally a 6 man shore crew, who are employed to watch the SBMfrom the forecastle and stand-by for emergency hose disconnection, willremainon board.The shore crew will notneedto be accommodated incabins,but will be satisfied with a room such as the gym or a table-tennis room.They will be provided with their own food, but will require water.

At times, the ship’s Agent will provide 2 Marine Police who will requireaccommodation and messing facilities.Stores and Provisions: Available at 48 hours notice. Fresh provisions areavailable in ample quantities and of good quality. Deck/engine stores areusually available in reasonable quantities, but selection is limited.

AUTHORITY: Operator: Thai Oil Co. Ltd.Head Office: G.P.O. Box 2194, Bangkok 10501. Tel: ␣66 (2) 231-7000.Telex: 20447, 82695, 84095 Thaioil Th. FAX: ␣66 (2) 231-7111, 7222.Refinery: Sukhumvit Road, (Km. 124.5), Au Udom, Sriracha, Cholburi20230, Thailand. Tel: ␣66 (38) 351555. Telex: 85802, 85808 Thaioil Th.FAX: ␣66 (38) 351554. Contact: Thongchai Trakulyingyong, Marine

Manager.AGENT: See ‘‘Part (C)’’.

(C) THAI OIL CBM :

LOCATION: The Thaioil CBM of Thaioil Co.Ltd. Sriracha, is a ConventionalBuoy Mooring (CBM) and located between the island of Kosichang andmainland Thailand in position (PLEM): Lat. 13␥ 07' 29.8" N.,Long. 100␥ 52' 32.7" E. The water depth is approximately 14.5 m. (Ref. B.A.Chart No. 986 ‘‘Approaches to Ao Udom’’).DOCUMENTS: See ‘‘Part (B)’’ and ‘‘Part (E)’’.

PILOTAGE: The Government Pilot and Thaioil Representatives will boardthe incoming vessel approximately 2.0 nautical miles S.W. of the CBM in thepilot boarding area, as indicated on B.A. Chart No. 986.

RESTRICTIONS: Berthing is carried out in daylight only. Unberthing iscarried out at any time, weather permitting.

MAX. SIZE: The buoy is designed to accommodate tankers of sizesbetween 30,000 d.w.t. and 120,000 d.w.t., with LOA not below 560 ft. or

exceeding 900 ft., and a maximum distance from bow to centre of manifoldof 450 ft.Draft Information: The maximum safe draft at the CBM at any low water is14.62 m. and is calculated as follows:

Chart Datum above LLW 14.63 m. (48 ft.)Under-keel Clearance 0.61 m. (2 f t. m inus)Rise in Tide 0.60 m. (minimum rise in tide

at any day)

Maximum Draft 14.62 m.

Vessels with a draft greater than 14.62 m. up to a maximum of 15.00 m.can also be accommodated, but they have to discharge against the tide, andit has to be assured that for a minimum of 12 hours immediately prior toberthing, the water level is above 15.00 m., which due to the non-harmonictype of tide in Sriracha will not cause undue delays.HEALTH: See ‘‘ Part (B) –Documents’’.

RADIO: Information required prior to Arrival: Vessel’s arrival draft andETA to be given 7, 3, 2 and 1 days prior to arrival. Vessels should attemptto arrive on even-keel or as close to even-keel as possible.

VHF:Initial contact with the Pilot can be made on VHF Channel 16. Oncethe contact is established, communication will be switched to Channel 13.

Communication during discharge between ship and shore is carried outby the Thaioil Representative on board.

In addition, the ship is to keep a constant radio watch on Channel 73.

TUGS: Tugs are compulsory during berthing or unberthing and are availablefor emergencies. 6 tugs of 2,400 b.h.p. and 2 of 1,900 b.h.p. are available.

For vessels with a LOA of 700 ft. and above, 2 tugs are required, one ofwhich is to have a minimum of 2,400 b.h.p. and the other 1,900 b.h.p. The

tugs are made fast on the maindeck at the forward and aft offshore shoulderof the vessel respectively.

For vessels with a LOA of up to 700 ft., one tug only is required, which ismade fast on the maindeck at the forward offshore shoulder.

BERTHING: Conventional Buoy Mooring: The CBM consists of 3 headand 3 stern mooring buoys of cylindrical reclining type, which are securedwith a 3.75 in. diameter studlink chain to the anchoring system.

The buoy pattern is effectively one mooring buoy at each corner of theberth, with one further buoy at each end of the central axis of the berth. The‘‘quarter’’ mooring buoys are located respectively at approximately 60␥ fromthe central axis of the berth.

The central axis of the berth lies in direction 024 ␥–204␥.Mooring Requirements: A total of 18 ship’s mooring ropes/wires are required,which makes 3 moorings to each of the 3 head and 3 stern buoys.

The first mooring to each buoy to be a soft rope.All mooring wires to have nylon pendants/tails.Mooring: Procedure discussed with Pilot and Mooring Master prior tomooring.Unmooring: At first the mooring lines are singled up (last on/first off) untilone mooring line remains on every buoy. Thereafter the sequence ofletting-go is as follows:

(a) Inner aft buoy.(b) Inner forward buoy.(c) Centre aft buoy.(d) Centre forward buoy.When all these lines are safely inboard, the anchor is hove-in and the two

last lines to the outer aft and forward buoys let go.The tug(s) then push the vessel out of the buoy pattern until she can

proceed on her way.

CARGO OPERATIONS: Pipeline and Hoses: One submarine crudepipeline of 4.5 km. length and 24 in. diameter connects the CBM with thestorage tanks ashore. The pipeline end manifolds (PLEM’s) are locateddirectly underneath the PLEM-marker buoys and approximately 15 m.–22 m.(50 ft. –75 ft.) from the side of the tanker in the berth.

Two underwater hose strings with a length of 73 m. (240 ft.) and an internaldiameter of 16 in./12 in. connect each of the two PLEM’s with the ship’smanifold. Each hose string consists of 230 ft. 16 in. hoses connected toa 30 ft. 16 in./12 in. tapered hose and followed by 530 in. 12 in. hoses.The last hose is connected to a special lifting blind flange which terminatesin a 30 m. 0.875 in. diameter studlink chain with 5 equally spaced openlinks (for lifting), which is connected to the pick-up buoy.Discharge Rate/Pressure: Maximum discharge rate is 3,600 cu.m./hr.

The maximum discharge pressure permitted at the ship’s manifold is10 Bar.Derrick: Refer to OCIMF Standard.

Derrick with a minimum SWL of 10 tonnes is required to lift the submarinehoses.Connecting Hoses: Hose connection (212 in. ANSI) is carried out by shorepersonnel with assistance of the ship’s crew.

After the tanker is safely moored, the hose equipment, consisting of ropeslings, shackles, gaskets, nuts and bolts, Blake stoppers and wire strops,are taken onboard.

The hoses are lifted and connected one at a time, the inner hose first,dependent on the pipeline to be used for the discharge.

The blind flange at the end of each hose string is connected to a 24 m.long lifting chain, which is made of 4 lengths of chain, each 6.0 m. long, andconnected to each other with an open link. The end of the lifting chain isconnected to a PVC buoy.

The launch picks-up the buoy and secures the upper open link on deckand brings the hose directly under the derrick head. The derrick runner hookis then secured to the upper open link and the chain is lifted out of the wateruntil sufficient length is available for connecting the derrick runner hook tothe second next open link. This procedure is repeated until the hose comesout of the water and sufficient length is available for direct connection to theship’s manifold.

The weight of the hose is then transferred to the snubbing chain bytightening the connecting chain which is shackled to the snubbing chain andsecuring it in the Blake stopper, which itself is to be secured to the ship’smanifold bitts. The blank flange is removed and the hose connected to theship’s manifold. The butterfly valve at the hose end is opened and secured.

After connecting, both hoses are supported by rope slings suspended fromthe derrick runner hook, in order to maintain a reasonable radius of bend. Ifnecessary, the hoses are lashed on each side of the hose bar to reducemovement caused by swell.

Ship’s impressed current cathodic protection–

if operational–

should bekept on.Discharge of Cargo: Only one grade can be discharged at a time, dependenton shore requirements.

The quantity discharged is to be checked and compared with shore on thefull hour at 2 hourly intervals. If at night the difference between shipand shoreexceeds 1,000 cu.m., then the cargo has to be stopped and the cause hasto be investigated, in order to ensure that no sub-sea leaks developundetected.

During discharge, the hoses and the surrounding area should be checkedfrequently for oil leaks. If any oil leak is detected, the Marine Supervisor, whoremains on board throughout the vessel’s stay at the CBM, is to be informedwithout delay.Crude Oil Washing (COW): MARPOL 73/78 Convention requires that crudeoil washing be carried out during discharging. Full crude oil washing will besubject to terminal agreement.

COW is to be carried out in accordance with the ship’s COW OperationsManual and with the International Safety Guide for Oil Tankers and Terminals(ISGOTT).Inert Gas Failure: In the event of an inert gas plant failure, discharge and

crude oil washing must be stopped until the I.G. system is fully operationalagain.Hose Disconnection: This operation is carried out by shore personnel withthe assistance of the ship’s crew.

Once cargo has been completed, the ship can close her manifolds. Thebutterfly valves at the end of the hoses are closed and secured, and thehoses disconnected and blanked-off. The cargo runner hook is connected tothe first open link of the lifting chain of the outer hose and the hose liftedclear of the deck, transferring the weight from the snubbing chain. The Blake



THAILAND SRIRACHA - THAI OIL - CBM


stopper is removed from the connecting chain and the hose lowered into thewater in the same stages as during pick-up. The mooring launch will securethe last open link of the lifting chain on her deck and disconnect the cargorunner hook. The PVC buoy is reconnected and the hose towed clear of theship’s side. The same procedure is repeated for the second (inner) hose,and thereafter the hose gear is lowered into the mooring launch prior tounmooring.

MEDICAL: Doctor, dentist and hospital are available.

BALLAST: Masters are advised to commence taking permanent ballast assoon as necessary to keep the vessel at maximum safe draft, not exceeding14.6 m.

FRESH WATER: Available by barge at anchorage only. Minimum orderis 200 tonnes, delivery rate approximately 30 tonnes/hr.

FUEL: All bunkers are available by barge at anchorage only. Quantities are

limited unless advanced notice is given. It is recommended to confirm bunkerrequirements on arrival. Failure to do so may result in cancellation or delay.

REPAIRS: Only minor repairs can be carried out by local workshops or byBangkok’s facilities. Advance notice is necessary since spare parts aredifficult to obtain.Immobilisation: Immobilisation of engines or steering gear is not permittedat any time while the vessel is moored at the CBM.

REPATRIATION: Available via Bangkok. Advance notice on crewmember’s particulars is required.

SHORE LEAVE: Shore leave is permitted. No passes required. Boatservice to be arranged via Agent.

WEATHER: See ‘‘Part (B)’’ and ‘‘Part (E)’’.

GENERAL: Berth Security and Safety: Throughout the vessel’s stay at theCBM, no other craft (i.e. bunker, water, and stores barge, etc.) is permittedto moor alongside the vessel, the sole exception being the mooring launch.Accommodation Ladder: Accommodation ladder to be rigged on both sides,ready for the Pilot and later the Government Authorities, to board the vessel.Shore Personnel: A representative of Thaioil will stay onboard throughoutthe vessel’s stay at the CBM. Adequate accommodation and messing

facilities should be provided.Additonally, 6 men shore crew, who stand-by for emergency hose

disconnection, will remain on board. The shore crew will not need to beaccommodated in cabins, but will be satisfied with a room, such as the gymor a table tennis room. They will be provided with their own food, but willrequire water.

At times, the ship’s Agent will provide 2 Marine Police who will requireaccommodation and messing facilities.

In additon, 2 surveyors normally stay on board.Stores and Provisions: Available at 48 hours notice. Fresh provisions areavailable in ample quantities and of good quality. Deck/engine stores areusually available in reasonable quantities, but selection is limited.

OPERATOR: See ‘‘Part (B)’’.

AGENT: Jardine Pacific (Thailand) Ltd., 19/8-10 Chermchompol Road,Sriracha, Cholburi, Thailand. Tel: ␣66 (38) 323195.Telex: 75807 ALSRAJA TH. Fax: ␣66 (38) 323198.

All initial correspondence to be sent to Bangkok Head Office.

(D) SRIRACHA HARBOUR PUBLIC CO. LTD.:

LOCATION: Lat. 13␥ 10' N., Long. 100␥ 54' E.

PORT LIMITS: Sriracha Harbour port limits:Lat. 13␥ 08' 50" N., Long. 100␥ 54' 30" E.Lat. 13␥ 08' 50" N., Long. 100␥ 52' 00" E.Lat. 13␥ 10' 00" N., Long. 100␥ 52' 00" E.Lat. 13␥ 10' 00" N., Long. 100␥ 55' 50" E.

DOCUMENTS:Last Port Clearance.

10 Crew ListS (Ship’s own form).2 Inward Cargo ManifestS (or ‘‘Nil’’).

10 Passenger ManifestS (or ‘‘Nil’’).4 Currency ListS.4 Bonded Stores ListS.4 Provisions ListS.4 Drugs ListS.4 Arms and Ammunition ListS.4 Deck Stores ListS.4 Engine Stores ListS.4 Crew Personnel Effects ListS.1 Cargo In-Transit List.1 Immigration Form.1 General Declaration of Health.

Original and photocopies of Ship’s Register, Load Line Certificate, RadioCertificate, Safety Equipment Certificate, Safety Construction Certificate,IOPP Certificate and Master’s and Crew Certificates.

PILOTAGE: Pilot will be arranged by Harbour Master. Pilot boardinggroundat Lat. 13␥ 09.5' N., Long. 100␥ 52.0' E. Contact ‘‘Sriracha Harbour Pilot’’ onVHF Channel 16.

ANCHORAGES: Anchorage position is a radius of 1 nautical mile fromposition Lat. 13␥ 09.5' N., Long. 100␥ 52.0' E., radius 0.5 nautical miles in adepth of 20.0 m. Holding ground is good and bottom is mud and sand.

MAX. SIZE: Max. draft 14.0 m. No LOA restrictions.Largest Vessel handled: 124,100 d.w.t., 66,234 g.t. and LOA 256.9 m.

HEALTH: Pratique should be applied for on arrival. A General Declarationof Health is acceptable, except when vessel is arriving from an infected area.Derat and Derat Exemption Certificates can be renewed.

RADIO: ETA: Notify ETA 2 days prior to arrival and confirm 24 hours before

arrival through vessel’s Agent. Any services should be requested 12 hoursin advance.

Also see ‘‘Part (A)’’.

VHF: ‘‘Sriracha Harbour’’ on Channel 16.

TUGS: Tugs of 2,500 h.p. –3,000 h.p. available at 24 hours notice.BERTHING: All berthing arrangements, Pilot, tugs, mooring boat, mooringgang, are arranged with Harbour Master, 24 hours in advance.Berths: The port has 4 berths at the end of an approach bridge which is

2.8 km. in length and 10.0 m. wide. The outer berth face is 450 m. long andis 550 m. from dolphin to dolphin. Two vessels up to 100,000 d.w.t. can beaccommodated. The inner berthing face is 400 m. long and 2 vessels up to40,000 d.w.t.can be accommodated. Thejetty head is 40 m.wide andpermitsdraft alongside up to 14.0 m. The top of the jetty is 5.5 m. above sea level.Facilities: There are 2 rail mounted port cranes with lifting capacity of 25 tonswith a max. outreach of 33 m. They are capable of covering the full lengthof outer berth and operating with hook, spreader, grab or magnet. Mobilecranes with 45 tons lifting capacity are also available.Storage: There is a transit shed of 4,000 sq.m.available,and an open storageyard of 86,000 sq.m.Cargo: General cargo, bulk cargo, Ro-Ro, containers and passengers areaccepted.Barges: Barges are available.

STEVEDORES: Work 24 hours.

MEDICAL: Somdet Na Sriracha General Hospital, located 2 km. North ofthe port office.

TANKERS: See ‘‘Part (A)’’, ‘‘Part (B)’’, ‘‘Part (C)’’ and ‘‘Part (E)’’.

FRESH WATER: Available by barge or truck.

FUEL: Available at 24 hours notice.

CONSULS: Located in Bangkok, 125 km.

REPAIRS: Facilities available.Also see ‘‘Part (B)’’.

SURVEYORS: Available.

CUSTOMS ALLOWANCES: Allowance for officers and crew is 1 cartonof cigarettes and 1 bottle of whisky. Each member is also allowed a pieceof sound/video equipment. Penalties for non-compliance are fines from Baht10,000–50,000.

REPATRIATION: Possible.

AIRPORT: Bangkok, 125 km.

HOLIDAYS: Public Holidays: New Year’s Day, Chinese New Year’s Day,Makhaboocha, Chakgri, Songkran, Labour, Chalermpracholphansa,

Constitutional Day.BANKS: Thai local banks available at Amphor Sriracha Chonburi, 3 km.from port office.

GARBAGE DISPOSAL: Collected by barge or truck.

GENERAL: Immigration: Transit passengers are normally allowed todisembark within 30 minutes after vessel’s arrival, and their passports will bestamped in/out during the vessel’s stay. Disembarking passengers will havetheir passports stamped on arrival, and embarking passengers will have theirpassports stamped when boarding.

All crew are required to sign in/out on the Immigration Crew List,presentation of Seaman’sBook/Passport is not requiredunless signingon/off.

Immigration Department will stamp passenger passports with arrival/ departure card attached and grant a 30 day visa.

Crew and passengers arriving from the following countries do not requirea visa:

Argentina, Australia, Austria, Belgium, Brazil, Bahrain, Brunei, Denmark,Djibouti, Egypt, Fiji, Finland, France, Germany, Greece, Iceland, Indonesia,Ireland, Israel, Italy, Kenya, Korea (Republic of), Kuwait, Luxembourg,Mauritania, Mexico, Morocco, Myanmar, Netherlands, Norway, Oman,

Philippines, Portugal, Qatar, Samoa, Saudi Arabia, Senegal, Singapore,Slovenia, South Africa, Spain, Sweden, Switzerland, Tunisia, Turkey, U.A.E.,United Kingdom, U.S.A., Vanuatu and Yemen.Fumigation: Available.Ballast/Slop Reception: Not available.Security: Available and arranged by Agent.Safety: Immobilisation, hot work and discharging of ballast water requirespermission from Harbour Master.Notice of Readiness: Accordance with the terms and conditions of theCharter Party.Recreation: Entertainment can be found at Amphor Sriracha, 3 km. fromport.Charts: B.A. Charts No. 986 and 1046. Admiralty Pilot NP30.

AUTHORITY: Sriracha Harbour Public Co. Ltd., 31/4 Moo 4, Surasak,Sriracha, Cholburi, Thailand. Tel: ␣66 (38) 773069/76. FAX: ␣66 (38)773082. Telex: 84293 NTSRICH TH. Email: [email protected]: www.srirachaport.com Contact: Captain Suttichai Sittichaijaru,General Manager.

(E) PTT OIL TERMINAL:

LOCATION: PTT Sriracha Petroleum Terminal (PTT SPT) is situated onthe Eastern shore of the Gulf of Thailand between Sichang Island and themainland. The marine facilities consist of 7 berths for import/export andinternal distribution of petroleum products.

DOCUMENTS: Customs regulations are rather intensive. On boardCustoms Clearance will take place upon arrival. No advance Radio Pratiqueis permitted. It is essential that all documents concerned must be preparedand read for submission upon arrival.The following documents are required:Customs Officials:

6 Crew Lists1 Personal Effects Declaration.1 Foreign Currencies (Ship’s and personal) List.1 Deck/Engine Room Stores List.1 Arms List.1 Ammunition List.1 Opium and Drugs List.1 Bonded Stores List.

1 Passenger List (To be typed, even if there is no passenger on board).Immigration:

3 Inward/Outward Forms (No. 3 and 4).Immigration Crew List (Form No. 35).

All Immigration forms will be handled by the ship’s Agent upon arrival.Port Health Authority:

2 Vaccination Lists.1 Maritime Declaration of Health.





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SRIRACHA - PTT OIL TERMINAL THAILAND


APPROACHES: It is suggested that the following normal tracks should betaken when transitting from the Sea Buoy to anchorage:

From the Sea Buoy position ‘A’, Lat. 12␥ 43' 00" N., Long. 100␥ 44' 36" E.,steer 360␥(T) to position ‘B’, Lat. 12␥ 55' 48" N., Long. 100␥ 44' 36" E.

From position ‘B’ to ‘C’, Lat. 13␥ 02' 15" N., Long. 100␥ 46' 54" E., steer020␥(T) heading towards Ko Tai Ta Mun Lighthouse.

From position ‘C’ to ‘D’, Lat. 13␥ 04' 06" N., Long. 100␥ 50' 00" E., steer059␥(T) across the sandbar heading towards the radio tower located on topof the hill in position Lat. 13␥ 06' 00" N., Long. 100␥ 53' 06" E. The radio toweris a conspicuous framework painted in white and red band. Two conspicuousbarracks are close to it.

When manoeuvring from position ‘B’ to the anchorage area having a halfmile radius, vessels should follow the above normal track. Theminimumdepthbelow Chart Datum is more than 60 ft. However, after the vessel passes

through position ‘C’ for 2.5 miles, there is a sandbar depth of 55 ft. 6 in. atL.L.W., stretching across the entire channel. A shallow area with a depth of51 ft. at L.L.W. is located 1.7 miles bearing 250␥ from position ‘D’. The centreofthe shoal isat Lat. 13␥ 04' 06" N., Long. 100␥ 49' 24" E. On passingposition‘D’, the vessel is transitting deep water to the anchorage.

Vessels drawing more than 50 ft. must cross the sandbar at suitable heightof tide to ensure a safe under-keel clearance, and should take particular carein keeping to the track or close South of it to avoid the shallow area. Passingthe sandbar on a rising tide, the current sets in South-North direction. Speedshould be reduced prior to reaching position ‘C’ in order to minimise squatand to maintain a good steerage and manoeuvrability.

PILOTAGE: The Pilot Station is located at the Laem Chabang IndustrialEstate. The Pilot Station monitors VHF Channels 14 and 16. The Pilot boardsarriving vessels at the anchorage area via the Pilot boat.Pilot Ladder: Prior to the arrival, vessels should safely and securely rig acombination of pilot ladder and ship’s accommodation gangway, so arrangedthat personnel can first use the pilot ladder until part way up the vessel’sside and then transfer to the accommodation gangway. A heaving line shouldbe ready to take onboard the Pilot’s equipment.

ANCHORAGES: The anchorage circle with a 0.5 mile radius is centred inposition Lat. 13␥ 05' 00" N., Long. 100␥ 51' 00" E. and is the location wherevessels await the Pilot, Mooring Master or berthing instructions.

The depth is approximately 18.0 m. with good holding ground, consistingof mud and sand.

RESTRICTIONS: Berthing and unberthing is only permittedduringdaytimefrom 0600 hrs. –1800 hrs. local time.

MAX. SIZE:

Oil Tankers: 100,000 tonnes d.w.t., 281 m. LOA and 15.0 m. draft.Gas Carriers: 50,000 tonnes d.w.t., 281 m. LOA and 15.0 m. draft.

RADIO: Prior Arrival Communications: Upon departure from last loadingport, vessels are requested to notify PTT via ship’s Agent by cable markedfor the attention of ‘‘PTT Supply Operations Department’’ (Telex: 84487 PTTTH, 21627 PTT TH, 21934 PTT TH).The arrival messages should contain the following:Radio Contact Procedures: The vessel must establish radiotelephone contactwith their Bangkok ship’s Agent, at least 12 hours prior to arrival, or whenwithin range of Bangkok Radio via VHF Channels 24, 25, 26 and 27. Whenwithin VHF range and approximately 6 hours prior to ETA, contact Sriracha

Compulsory Pilot via VHF Channels 14 and 16. While within VHF range andapproximately 3 hour prior to ETA, contact PTT Sriracha Petroleum Terminal(call sign ‘‘PTT JETTY’’) on VHF Channel 13 which is monitored throughout24 hours.Last Confirmation of ETA: When sending the last confirmation of arrival atSriracha Port, the vessel must notify ‘‘PTT Supply Operations Department’’(Telex: 84487 PTT TH, 21627 PTT TH, 21934 PTT TH) and PTT SrirachaPetroleum Termi nal (Fax: 66-38-493722. Marine TerminalFax: 66-38-493724 (Sriracha Oil Terminal)).Pre-Arrival Cable: Beside the general communications information prior toarrival mentioned above, the ship’s Agent is responsible for cabling thevessel’s Master prior to arrival, and advising him of the minimum criteria,general berthing/unberthing, mooring facilities at the Terminal and otherrelated information.

The Master must promptly advise PTT Sriracha Petroleum Terminal, viathe ship’s Agent, the ship’s mooring equipment availability, winch brakecapacity, length/size, breaking strength of mooring wires, displacement onarrival and departure.Requirements for Larger Tankers: Terminal’s requirements are as follows:

(a) Ten winch mounted wires, each having minimum length of 200 m. andbreaking strength of 70 tons.(b) Each winch brake capacity of 40 tons.(c) At least ten wire mooring lines must be available, five located forward

and five aft.(d) Eight synthetic mooring lines for positioning.

If unable to comply with the above requirements, please advise by cableas soon as possible.


TUGS: Two tugs are required for mooring and unmooring operations atBerths No. 1 and 4, and at least one tug for all other berths.Tug Characteristics:

Tug Name H.P.Sriracha 1 3,300Sriracha 2 3,500Sriracha 3 2,200Sriracha 4 2,200Sriracha 5 2,200Bangkok Orient 1 2,400

Bangkok Orient 2 2,400Bangkok Orient 3 1,900Bangkok Orient 5 3,200Bangkok Orient 6 2,600Bangkok Orient 7 2,400Bangkok Orient 8 2,400Pan Orient 1 2,200Pan Orient 2 2,200

BERTHING: Cautionary Advice: Vessels mustmanoeuvre cautiously in thearea between Sea Buoy and anchorage, proceeding at moderate speed dueto the presence of numerous small fishing boats and occasional poor visibilitydue to heavy rain squalls.

Berth Characteristics:Berth Vessel D.W.T. LOA Draft

No. (tonnes) (m.) (m.)Max. Min. Max. Min.

1 Oil Tanker 100,000 10,000 281 100 15.0Gas Carrier 50,000 281 100 15.0

2 Oil Tanker 5,000 500 122 40 7.5Gas Carrier 2,000 122 40 7.5

3 Oil Tanker 2,000 500 122 40 6.0

Gas Carrier 2,000 122 40 6.04 Oil Tanker 80,000 2,000 260 42 13.55 Oil Tanker 20,000 1,000 181 42 12.56 Oil Tanker 6,000 1,000 92 40 6.87 Oil Tanker 2,000 500 90.9 40 4.9

Berthing Procedures: (Especially for Berths No. 1 and 4).a) For larger tankers bound for PTT SPT, after passing through the

approach route, proceed to the anchorage area approximately 1 milefrom PTT SPT. From this position inwards, tugs will be available toassist vessels in berthing.

b) The Goverment Pilot will board the vessel and assist the Master inmanoeuvring the vessel to the berth.

In order to perform a smooth mooring operation, theoffshore anchorshould be let go to 4-6 shackles in the water.

After the Pilot departs the vessel, the Mooring Master will beresponsible for assisting the Master until mooring is completed.

c) Two tugs of adequate power will normally assist the vessel withberthing/unberthing.

d) The Terminal requires the minimum of 10 mooring wires (5 lines ateach end of the vessel).

e) Two mooring boats are used to send the mooring lines ashore.f) Terminal’s special mooring equipment/aids:

Quick-release hooks system.All mooring/breast dolphins are equipped with manual handle

quick-release hooks.

IMPORTANT NOTICES:1. All mooring equipment and lines must be in good working condition.2. Synthetic tails without proper connection or spliced mooring lines are

not allowed.3. Mixed mooring lines are occasionally acceptable as long as they are

not used in the same direction or points.4. While manoeuvring for berthing at PTT SPT, it is very important that

the vessel’s engine performs promptly and accurately. The ChiefEngineer must be informed of this requirement. It is recommendedthat trialengine manoeuvres are carried out prior to the vessel enteringthe confines of the port.

5. Self-tensioning winches should not be used in the automatic modewhile the vessel is moored.

6. A sufficient number of personnel able to deal with all emergenciesmust be present on board during the vessel’s stay alongside the berth.

7. While the vessel is berthed alongside, her boilers, main engines,steering machinery and other equipment essential for manoeuvringshouldbe maintained in a conditionthat will permitthe vessel todepartfrom the berth at short notice.

8. All vessels berthed at PTT SPT must strictly follow the Terminal’srules and PTT Safety Regulations.

Navigational Aids: The following navigational equipment has been designedto meet the requirements of the IALA (International Association of LighthouseAuthorities):

(a) Signal Lights: There are 5 signal lights.1. 1 unit on the roof top of Berth No. 1’s gangway tower.2. 1 unit on Berth No. 2’s operations platform.3. 2 units on Berth No. 1’s end dolphin.4. 1 unit on Berth No. 2’s seaward dolphin.The 5 signal lights flash synchronously with each other emitting Morsecode letter ‘U’ every 12 seconds.

(b) Stay Clear Signal Light: The stay clear signal light is located on the

roof top of Berth No. 1’s gangway tower. The light flashes Morse codeletter ‘N’ every 8 seconds.

(c) Fog Horn: The fog horn is located on the roof top of Berth No. 1’sgangway tower. The sound characteristic is Morse code letter ‘U’ every30 seconds.

(d) Access Bridge Lights: The access bridge lights are fixed to both facesof the access bridge, and all the lights are distinguished by daylightscreens.

MEDICAL: There is a hospital, doctors and dentists available.

CARGO OPERATIONS: Safety and Pollution Check Lists: Ship/ShoreSafety and Pollution Check Lists must be completed jointly between vesseland Terminal representative prior to loading or discharging. The LoadingMaster will co-ordinate cargo operations between the vessel and shore.

Berth Characteristics and Cargo Arms Operating Limits:

Berth No.1:Cargo: Crude oil/fuel oil

HSDLPG (propane and butane)

Bow to Manifold: 50 m. (min.)Stern to Manifold: 50 m. (min.)



THAILAND SRIRACHA - PTT OIL TERMINAL


Loading Arms Limitations:Size of Flanges:

Crude Oil/Fuel Oil: 212 in. 150 ASAHSD: 112 in. 150 ASALPG: 110 in. 150 ASA (liquid)

14 in. 150 ASA (vapour)Height from Sea Level: 19.2 m. (max.), 1.7 m. (min.)Height from Deck: 2.1 m. (max.), 0.7 m. (min.)Distance from Ship Rail: 5.5 m. (max.), 3.5 m. (min.)Centre to Centre Spacing: 2.1 m. (max.), 0.6 m. (min.)Drifting Sideways: 2.0 m.Surging: 2.5 m.

Flow Rate and Pressure: Maximum flow rate and pressure allowed:Crude Oil/Fuel Oil:

Initial Rate (first 15 min.): 1,300 cu.m./hr. Pressure 3 kg./sq.cm.(min.)

Max. Rate: 5,200 cu.m./hr. Pres sure 10 kg./sq.cm.(max.)

HSD:Initial Rate (first 15 min.): 650 cu.m./hr. Pressure 3 kg./sq.cm. (min.)Max. Rate: 2,600 cu.m./hr. Pres sure 10 kg./sq.cm.

(max.)LPG:

Max. Rate (Butane): 250 cu.m./hr. Pressure 6 kg./sq.cm.Max. Rate (Butane): 1,500 cu.m./hr. Pressure 10 kg./sq.cm.

Berth No.2:Cargo: LPG, HSD, NGLBow to Manifold: 17.0 m. (min.)Stern to Manifold: 17.0 m. (min.)

Loading Arms Limitations:

Size of Flanges:LPG: 16 in. 300 ASA (liquid)

13 in. 300 ASA (vapour)HSD, NGL: 16 in. 150 ASA

Height from Sea Level: 8.3 m. (max.), 1.0 m. (min.)Height from Deck: 2.0 m. (max.), 0.6 m. (min.)Distance from Ship Rail: 2.8 m. (max.), 1.8 m. (min.)Centre to Centre Spacing: 2.0 m. (max.)Drifting Sideways: 2.0 m. (max.)

Flow Rate and Pressure: Maximum flow rate and pressure allowed:LPG:

Initial Rate (first 5 min.): 40 cu.m./hr. Pressure 3 kg./sq.cm. (min.)Max. Rate: 400 cu.m ./hr. Pres sure 10 kg./sq.cm.

(max.)HSD:

Max. Rate: 520 cu.m ./hr. Pres sure 10 kg./sq.cm.(max.)

NGL:Max. Rate: 520 cu.m ./hr. Pres sure 10 kg./sq.cm.

(max.)

Berth No.3:Cargo: LPG, NGL, HSDBow to Manifold: 17.0 m. (min.)Stern to Manifold: 17.0 m. (min.)

Loading Arms Limitations:Size of Flanges:

LPG: 16 in. 300 ASA (liquid)13 in. 300 ASA (vapour)

NGL, HSD: 16 in. 150 ASAHeight from Sea Level: 8.3 m. (max.), 1.0 m. (min.)Height from Deck: 2.0 m. (max.), 0.6 m. (min.)Distance from Ship Rail: 2.8 m. (max.), 1.8 m. (min.)Centre to Centre Spacing: 2.0 m. (max.)Drifting Sideways: 2.0 m. (max.)Surging: 3.0 m.

Flow Rate and Pressure: Maximum flow rate and pressure allowed:LPG:

Initial Rate (first 5 min.): 40 cu.m./hr. Pressure 3 kg./sq.cm. (min.)Max. Rate: 400 cu.m ./hr. Pres sure 10 kg./sq.cm.

(max.)NGL:

Max. Rate: 520 cu.m ./hr. Pres sure 10 kg./sq.cm.(max.)

HSD:Max. Rate: 520 cu.m ./hr. Pres sure 10 kg./sq.cm.

(max.)

Berth No.4:Cargo: Fuel Oil

Loading Arms Limitations:Size of Ship Flanges: 312 in. 150 ASA

Height from Sea Level: 15.0 m. (max.), 1.3 m. (min.)Distance from Rail: 3.0 m. (max.), 1.5 m. (min.)Drifting: 2.6 m.Surging: 2.6 m.Spacing: 3.5 m. (max.), 2.5 m. (min.)

Berth No.5: Located on the inshore side of the jetty.Cargo: Fuel oil, condensate

Arm Limitations:Size of Ship’s Flanges:

Fuel Oil: 28 in. 150 ASACondensate: 18 in. 150 ASA

Height from Sea Level: 15.0 m. (max.), 1.3 m. (min.)Distance from Rail: 3.0 m. (max.), 1.5 m. (min.)Drifting: 2.6 m.Surging: 2.6 m.

Berth No.6: Located on the seaward side of the jetty.Cargo: HSD, ULG, ULR, ULP, FO, Jet A-1

Loading Arm Limitations:Size of Ship’s Flanges:

Fuel Oil: 18 in. 150 ASAHSD, ULG, ULR,

ULP, Jet A-1:18 in. 150 ASA

Height from Sea Level: 10.5 m. (max.), 1.3 m. (min.)Distance from Rail: 3.0 m. (max.), 1.5 m. (min.)Drifting: 2.5 m.Surging: 2.5 m.

Berth No.7: Located on the inshore side of the jetty.Cargo: HSD, ULG, ULR, FO, Jet A-1

Arm Limitations:Size of Ship’s Flanges:

Fuel Oil: 18 in. 150 ASAHSD, ULG, ULR,

ULP, Jet A-1:18 in. 150 ASA

Height from Sea Level: 10.5 m. (max.), 1.3 m. (min.)Distance from Rail: 3.0 m. (max.), 1.5 m. (min.)

Drifting: 2.5 m.Surging: 2.5 m.

Ship Manifold Requirements: No flexible hoses are allowed for connectionwith loading arms aboard the vessel. Since the berths are equipped with150 or 300 ASA loading arms of various sizes, they should therefore be usedin accordance with their own operating limits (See ‘‘Plan’’).

If the vessel’s manifold proves incompatible with our loading arms after all possible attempts, under no circumstances will we reject the vessel.Cargo Operational Requirements and Restrictions: The followingrequirements and restrictions must be strictly complied with during dischargeat PTT SPT:

(a) Ensurethat no water is pumpedinto theshorelines. Allship seasuctionvalves must be closed and sealed before discharging.

(b) Dirty ballasting of ship is not allowed during cargo discharge, exceptin an emergency in anticipation of high wind gusts. However, in sucha situation, dirty ballasting should be undertaken only after obtainingagreement from the Loading Master. The Terminal’s procedure toconduct dirty ballasting can be obtained from the Loading Master upon

arrival.(c) Ship’s mooring conditions:1. It is the ship’s responsibility to maintain a safe mooring at all times.2. The tension of mooring lines must be tight, and they must be

fastened to the satisfaction of the Berthing Master or the LoadingMaster.Unsafe mooring equipment or conditions will result in the suspension of cargo operations and possible loading arms disconnection. The delay and cost of loading arms disconnection will be for the ship’s account.

3. In the event of unsafe mooring situations created by ship’snegligence or by weather conditions, tug(s) might be necessary forassistance as deemed by the Loading Master. The cost of tug(s)will be for the ship’s account.

Suction and Delivery Lines: Suction anddelivery lines to themaincargolineswill be stripped and contents will be sent to a shore tank.Cargo Calculations: Measuring and quantity calculations for the cargo willbe carried out at berth. The calculations procedure will be attended byCustoms & Excise Officials and the Terminal Representative.Wind Speed Limitation for Loading Arm Operation: Operational safetyprocedures require that when the Terminal wind indicator indicates the windis blowing at 18 m./sec. or more from any direction, the Terminal will takethe following precautions:

(a) Stop discharging/loading.(b) Drain cargo from loading arms.(c) Disconnect loading arms.The said limitation is to ensure that the disconnection of loading arms will

be completed before the wind speed reaches the maximum limitation foroperating the loading arms (21 m./sec.).Emergency Shut-Down System (ESD): Berths No. 1, 2 and 3 are equippedwith the ESD system. In an emergency at Berth No. 1, 2 and 3, the Operatoror vessel’s crew can push a single button to stop the loading/ dischargingoperations at the berth. This button will stop the loading pump and close allvalves concerned.

It is imperative that a Duty Officer/watch is maintained on deck whileloading/discharging. In case of emergency shut-down, vessels have to stop immediately all cargo pumps .Emergency Release Coupling (ERC): The loading arms at Berths No. 1,2 and 3 are equipped with the Emergency Release Coupling (ERC) systemwhich hydraulically allows disconnection of arm flanges from ship’s manifoldin the following cases:

1. When loading arm moves beyond the disconnection alarm point.2. When theemergency disconnection buttonis pressed at thejetty control

room, at the loading arm control console or on the ship.In the event of mishaps, the loading at the related berth will be stopped

by the emergency shut-down sequence. The closing speed (2-5 seconds) iscontrolled to restrict the water hammer effect. After the disconnection, theloading arm will be returned to the safety area and locked.



SRIRACHA - PTT OIL TERMINAL THAILAND


Emergency: In case of fire on board, discharging/loading operations must bestopped immediately.

The general alarm should be given to the Terminal for Terminal’sassistance to vacate the berth.

In a case where theship hasmoved away from itsoriginal mooringposition,the following procedure should be conducted to protect the loading arms frombeing damaged:

(a) Stop cargo pumps.(b) Shut off manifold valve.(c) Promptly utilise tug(s) for pulling/pushing the vessel into its original

position.(d) Activate ERC to release loading arm.

Terminal Approval: The vessel may be requested, subject to daylight,to carryout a visual inspection prior to loading/discharging.

BALLAST: See ‘‘Loading–

Cargo Operational Requirements andRestrictions’’.

POLLUTION: Prevention of Sea Pollution: The Master will always beresponsible to ensure that no oil or oily mixtures are discharged or spilt intothe sea. In the event of any discharge or spillage from the vessel, the Masterwill without delay take all reasonable measures to contain or remove oil andto minimise or mitigate damage to private and public properties or interest,including sea life.

Without prejudice to the foregoing, the Terminal reserves the full right totake, without consent of the Master, any measures it considers necessary tocontain or remove oil discharged or spilt from the vessel and to minimise ormitigate damage to private and public properties or interests, including sealife. All costs and expenses incurred therefore by the Terminal shall be borne and promptly refunded by the Shipowners .Oil Pollution: In the event of an oil spill, assistance from the Terminal canbe provided. Use of dispersants is permitted. Three boats with sprayingequipment and booms are available. Stocks of dispersants are alsomaintained ashore.

FRESH WATER: Available by barge at the anchorage only. Advancenotice of fresh water requirement shall be given. It is suggested to obtainconfirmation of fresh water upon arrival. Failure to do so may causecancellation or delay in supplying the requirement.

FUEL: All bunkers are available by barge at the anchorage only.Also see ‘‘Fresh Water’’.

FIRE PRECAUTIONS: Vessel’s Firefighting Equipment: The vessel’sfirefighting equipment must be in constant readiness at all times withsufficientpeople on board to effectively operate it.Shore Firefighting Equipment: The firefighting system on the jetty consistsof elevated and telecontrolled monitors. There are 2 monitors installed oneach berth. The monitors are mounted at sufficient elevation to cover themanifold from the smallest vessel at fully loaded (lowest tide) and the largestvessel in light condition (highest tide).

The monitors and fire engine pumps are remote-controlled and can beused with foam and/orwatercompound. Also monitors on BerthsNo. 1,2 and3 can be used with dry powder. Fixed water spray systems are provided forboth monitor tower and gangway tower in order to protect them from heatradiation. The water spray system is also installed on the monitor with pipingextending from the spray header.

A spray water tunnel along the berth handrail is provided to ensure an

uninterrupted escape from the loading arm operation cubicle and from thegangway up to the access bridge. Several hydrants, portable fire and drypowder extinguishers are installed on the operating platform and accessbridge. All tugs and mooring boats are fitted with firefighting monitors.

REPAIRS: See ‘‘General –Shipboard Work Control’’ and ‘‘Part (C)’’.

GANGWAY/DECK WATCHMEN: Elevator Ladder: Elevator ladderconsists of tower, lifter, gangway, bulwark ladder and power winch gangway.Thelifter is adjustable in accordance with thelevel of vessel’sdeck.Operatingangle of gangway is comparatively small. The upward/downward movementof the lifter as well as the looking up and down of the gangway are performedby one power winch. Length of gangway is adjustable for safety reason.Operational Limitations of Shore Gangways:Berth No. 1:Weather Conditions:

Max. wind speed in operation: 10 m./sec.

Vessel Conditions:Max. deck upper platform: ␣10.75 m.Min. deck lower platform: ␤7.08 m.

Gangway Load Conditions:

Gangway: 5 persons (75 kg./person)Bulk ladder: 2 persons (75 kg./person)Other load conditions floor: 3.5 kg./sq.m.

Berth No. 4:Weather Conditions:

Max. wind speed: 20 m./sec.

Vessel Conditions:Max. deck upper platform: ␣10.5 m.Min. deck lower platform: ␤8.5 m.

Gangway Load Conditions:Gangway: 5 persons

Restrictions: When operating the lifter and gangway, it is strictly prohibitedto place persons or objects on them.

When operating the gangway, the maximum number of persons allowedon bridge at the same time is 5.

When any danger is threatened due to strong wind, cease all operations.Rough walking on thebridge is prohibited andresonance by walking should

be prevented.

In case theshore’selevator ladderis outof commission,the ship’sgangwayshould be ready for substitution.

CUSTOMS ALLOWANCES: See ‘‘Part (A)’’.REPATRIATION: See ‘‘Part (C)’’.

BANKS: See ‘‘Part (D)’’.

STORING: Fresh provisions are available in ample quantities and of goodquality. Deck/engine stores are usually available in reasonable quantities.However, selection is limited.

SHORE LEAVE: Shore leave is permitted. The ship’s Agent is responsiblefor the crew transfer to outside and to get permission from Terminal securityin advance.

WEATHER: Tide: The Royal Thai Navy tide tables provide hourly forecastsfor the height of tide at Ko Si Chang. The B.A. tables give daily forecasts oftimes and heights of HW and LW at Bangkok Bar. To obtain Sriracha (KoSi Chang) tidal conditions, the following corrections should be applied:

Time difference ␦ HW ␣3 min. and LW ␤11 min.Height difference ␦ HW ␣0.1 m. and LW ␤0.2 m.

Current: According to the morphology of the coastal area, the main directionof the current runs more or less parallel to the shore line in North to Southdirection. The flood currrent is from South to North with mean rate0.2–0.5 m./sec., the ebb current is from North to South and the mean rateis 0.1 – 0.3 m./sec.Waves: In stormy weather, the maximum height of waves into jetty is 2.5 m.at wave period of 6 seconds.Wind: Predominant direction:

November to January: N.E. Monsoon and variableFebruary to March: S.E.April: VariableJune to October: S.W. Monsoon

GENERAL: Shipboard Work Control: Shipboard work while the vessel isat berth must be closely observed. Approval must be obtained in advancefrom the Loading Master for any maintenance work, repairs, and include thefollowing:

(a) Work that could affect the performance of the ship’s main engines,deck steam or firefighting equipment.

(b) Inert Gas System.(c) Cargo pumping equipment, cargo tank cleaning equipment.(d) Ballasting facilities.(e) Mooring facilities.(f) Any work concerning shipboard safety control or radio.(g) Any ‘hot’ work.

However, it remains the responsibility of the Master to insure that the workcan be safely undertaken.Cathodic Protection: Ship’s impressed current cathodic protection system, iffitted, must be switched off at least 3 hours before mooring operations.Security: Unauthorised visitors are not allowed on board during the timemoored at PTT SPT. Failure to follow this rule will be considered a seriousviolation of the safety regulations, and discharging/loading operations will besuspended. Any time lost or delay will be for the ship’s account.

Authorised visitors are Government Officials, PTT staff, ship’s Agentrepresentative and PTT Contractors. PTT staff and PTT Contractors will beidentified with an appropriate badge.

Marine Police are normally requested by the ship’s Agent to guard thevessel. Other guards are not acceptable.

AUTHORITY: Operator: PTT Sriracha Petroleum Terminal, P.O.Box 55,Laem Chabang, Sriracha, Cholburi 20231, Thailand. Tel: ␣66 (38)493725-32 Ext. 5301, 493710. FAX: ␣66 (38) 493711. Contact: TerminalOperations Manager.

TANTAWAN: 10␥ 05' N 101␥ 25' E (See Plan)

LOCATION: General Description: Tantawan Oil Terminal is locatedoffshore Thailand in a water depth of 73.7 m. (LAT).

The terminal consists of the tanker-based Floating Storage, Productionand Off-Loadi ng sy stem, FPSO ‘‘ Tantawan Expl orer’’ , of136,960 tonnes d.w.t., moored by means of a Single Point Mooring turret atthe bow. The terminal is designed to accept export tankers up to110,000 tonnes d.w.t., under certain conditions of weather. The ‘‘TantawanExplorer’’ has export quality crude oil storage capacity of some155,000 cu.m.and contains equipment necessary for dehydration, storage andtransshipment of crude oil and for the export of natural gas. The terminal isloading crude oil and exporting gas continuously.

The marine terminal offices and accommodation for terminal and platformpersonnel are also located onboard the ‘‘Tantawan Explorer’’. To comply withinternational regulations, during the hours of darkness, the ‘‘TantawanExplorer’’ will show lights with the distinctive characteristics of the Morsecode letter ‘‘U’’. In periods of poor visibility, the fog signal will sound theMorse code for the letter ‘‘U’’.

Vessels using the terminal will be moored in tandem, offtaking vessel’sbow to ‘‘Tantawan Explorer’’ stern and loading will be by means of a floatinghose arrangement between the vessels.Charts: Navigation charts and publications for the area are as follows:

BA Charts No. 3963, 3983, 2414 and 66.China Sea Pilot Volume 1.United States Government Chart No. 93010; Gulf of Thailand.

DOCUMENTS: Customs and Health Requirements: ThailandGovernment Customs, Immigration and Port Health officials will board thevessel at the same time as the SBM Mooring Master. They will provideInwardClearance and Free Pratique services.The following forms are required by Customs and Health Officials:

5 Vessel Certificates of Registration5 General Manifest Inwards5 Inward Cargo Manifests5 Through Cargo Manifests

Safety Equipment Certificate (for inspection)Safety Construction Certificate(for inspection)Safety Certificate (for inspection)Safety Radio Certificate(for inspection)

Current Freeboard Survey Certificate (for inspection)ISM Safety Management Certificate and Document of Compliance (forinspection)

5 Derat CertificatesLast Port Outward Clearance (Original)

5 Crew Lists5 Passenger Lists5 Through Passenger Lists5 Crew and Passenger Declarations





THAILAND TANTAWAN


5 Deck Stores Lists5 Engine Stores Lists5 Ship’s Equipment and Stores Lists5 Provisions and Bonded Stores Lists5 Arms, Ammunition and Restricted Drugs Lists

Cargo Lifting Gear Certificate (for inspection)Cargo Equipment Certificate (for inspection)

5 Foreign Currency Lists.

PILOTAGE: The Pilot will generally board 2 miles north of the terminal orat the anchorage. The boarding point will be defined by the Berthing Masterwhen VHF contact is first made.

Also see ‘‘Berthing –Mooring and Unmooring’’.

ANCHORAGES: Safe Mooring Area: 1.5 nautical miles radius centred

on position Lat. 10␥

07' 00" N, Long. 101␥

20' 00" E.Depth of water 74 m. (approx.).

ESSENTIAL REQUIREMENTS:The following is a summary of the Most Essential Requirements to be met by Tankers Lifting Oil at the Tantawan Oil Terminal:

1. Charterers must give the Company a minimum of 10 days notice priorto loading, in order to allow time for obtaining the necessary clearancesand approvals from the Thai Authorities.

2. Vesselsmust be fittedwith at least onebow chain stopper andfairleadssuitable for 76 mm. chain.

3. Vessels must arrive with not less than 30% ballast/cargo onboard andbe able to maintain this condition during the loading period.

4. Vessels must arrive trimmed not more than 2.0 m. by the stern withthe propeller fully submerged.

5. Normally the terminal towing vessel will provide a tow wire, but vesselsmust provide and make ready for use a mooring line in good conditionsuitable for towing by the stern.

6. Berthing and unberthing shall be at the discretion of the SBM TerminalSuperintendent. The presence of SBM’s Mooring Master shall becompulsory.

7. The terminal has no facilities for the disposal of vessel’s dirty ballast.8. Vessels are required to communicate arrival times to the terminal (See

‘‘Radio’’).9. SBM’s Mooring Master together with Government Officials will meet

vessels in the designated anchorage area whilst at anchor or near theanchorage whilst underway.

10. Vessels are required to be stopped in the water and to make a lee forSBM’s Mooring Master and the officials to board safely.

11. Vessels are required to have ready for use 2 messenger lines forward,the hose handling derrick on the port side, the port manifold with116 in. hose to manifold spool or reducer connection.

12. The Masters of vessels visiting the terminal are responsible for thesafety of their own ship at all times.

13. The crews of vessels visiting the terminal are required to perform alloperations of mooring, connecting and disconnecting hoses, andunmooring.

14. Vessel crew must not close vessel valves against loading crude flow.15. In the event of normal communications failure, the emergency loading

stop signal is the continuous sounding of either the vessel’s or theterminal’s whistle.

16. Shore leave and crew changes are not permitted on visiting vesselsto the terminal.

17. Arriving vessels are required to display the following signals:By Day: Fly International Code Flag ‘‘Q’’.By Night: Display red light over white light for QuarantineService.

18. The anchors of visiting vessels shall be positively secured at all timesagainst accidental movement from the time the SBM Mooring Masterboards.

20. Vessels shall exhibit the Kingdom of Thailand national ensign fromtheir foremast from arrival until departure from the terminal vicinity.

21. During loading, vessels shall display:By Day: Fly International Code Flag ‘‘B’’.By Night: Display red light.

22. The cargo tanks of vessels must be fully inerted at all times.

Note:Local time is GMT plus 7 hours throughout the year.No supplies of any kind or medical services (except in case of emergency

and subject to a doctor being available), or other services of any kind areavailable at the terminal.

The Terminal Typhoon Contingency Plan becomes effective when stormcentres are reported within a distance of 450 – 550 miles. The TerminalSuperintendent will communicate to the Masters of visiting vessels duringthe pre-arrival period through to berthing and final departure if at any timethe terminalis closedfor weather. Thedecisionto close andopenthe terminalis that of the Terminal Superintendent, notwithstanding the rights of vesselMasters to decide not to berth or to depart.

RESTRICTIONS: Berthing in daylight only, unberthing at any time.

MAX. SIZE: 110,000 d.w.t.

HEALTH: See ‘‘Documents’’.

RADIO: Tantawan Explorer Contact Numbers:Tel: ␣66 (2) 618 1263 (land line). Fax: ␣66 (2) 618 1264 (land line).Email: [email protected]

Also see ‘‘Telex or Telefax’’.1. Telex or Telefax: It is most important that arriving tankers advise their

ETA 72 hours, 48 hours, 24 hours and 4 hours in advance of arrival,described in GMT or in local time.The terminal contact procedure is given as follows:

Terminal Name: ‘‘Tantawan Explorer’’.Call Sign: C6NP9.Terminal VHF Channel 6.Terminal Inmarsat Telex: 330948314.Terminal Inmarsat Telephone: 330948310, 330948311.Terminal Inmarsat Fax: 330948312.Helideck DF Beacon: 380 kHz, call sign C6N.Terminal Inmarsat Ocean Area: Indian or Pacific.

Pre-Arrival Questionnaire :The following Pre-Arrival Questionnaire message will be sent from

the terminal to the offtaking tanker after receipt of the 72 hours priorarrival advice:

From: Tantawan Explorer Terminal Superintendent.To: Master, Offtaking Tanker.

(1) Advise the name of tanker, flag and radio call sign.(2) Advise the name of the Master.(3) Advise the cargo nomination quantity and loading window.(4) Advise the voyage number when leaving ‘‘Tantawan Explorer’’.(5) Advise the ETA at Tantawan Terminal Anchorage.(6) Confirm tanker is in possession of valid SOLAS, Safety

Management and Document of Compliance (ISM Code)Certificates.

(7) Advise the estimated draft forward and aft on arrival and thedistance from bridge front to bow.(8) Advise the Summer deadweight, length overall and beam.(9) Advise the last port of call and departure destination.

(10) Advise previous vessel name(s) and date of building.(11) Advise the quantities of clean ballast and permanent ballast on

arrival.(12) Can loading of cargo and discharging of ballast be carried out

concurrently? If not, state reasons.How long is needed for deballasting?Note: Vessel must maintain sufficient forward draft to prevent thefloating hose going under the bow.

(13) Confirm that vessel valves, heating coils and tanks are soundand not leaking.

(14) Advise the loading rate in cubic metres with one 16 in. hose.(15) Confirm the manifold is fitted with one 16 in. 150 ANSI (ex-ASA)

flange.(16) Confirm the bow fairlead and stopper are suitable to accept

76 mm. mooring chain. Give the distance between the fairleadand the stopper.

(17) Advise the hose derrick/crane lifting capacity safe working loadand confirm availability of cleats and bits in the manifold area forlashing of the floating hose.

(18) Confirm that the cargo and slop tanks will be under inert gas onarrival.

(19) Advise any Owners/Charterers instructions regarding particularinclusions or special remarks to be added to the cargo loadedBill of Lading.

(20) Advise the quantity and quality of slops onboard, if any. Adviseif the load on top procedure is to be followed on this loading.

(21) Advise vessel experience factor calculated as follows: Total ofvessel (ship’s) figures, divided by the total B/L figures for theprevious 10 voyages.

(22) Advise if vessel has any reportable sickness onboard or if Masteradvises clean bill of health.

(23) Advise distance from the bow to the cargo manifold connection.All vessels shall confirm their ETA 24 hours and 4 hours distantand at any time a 1 hour change of ETA is determined.

2. The terminal maintains a listening watch on VHF Channel 6.

3. On receipt of the first message from the offtaking vessel, Companieswill respond to the tanker giving the preliminary terminal requirements.Vessel’s Masters shall comply with these requirements in all details inorder to facilitate vessel turnaround and Government formalities.Vessel’s Masters will also be informed of the status of the terminal ifthe terminal is closed or in typhoon alert status according to theTerminal Storm Contingency Plan.

4. Once vessels are within 4 hours of the terminal, communicationsshould be available with ‘‘Tantawan Explorer’’ on international marineVHF Channel 6. When contact has been established on this channel,further communication will be conducted on a working channel advisedby ‘‘Tantawan Explorer’’.

5. The SBM Mooring Master carries a hand-held VHF radio onChannel 6 after leaving ‘‘Tantawan Explorer’’ to board the offtakingvessel.

6. The 4 hour signal shall confirm a firm ETA.7. Masters of visiting vessels are informed that insufficient or inaccurate

ETA messages can cause delays since Government officials are notbased at the terminal and arrive from elsewhere. Acceptance of Noticeof Readiness may be affected by such insufficiency or inaccuracy of

information.VHF: See ‘‘Radio’’.

TUGS: Mooring Launches: The terminal maintains boats to assist inmooring and unmooring vessels. These boats are directed by the MooringMaster, to whom requests by the offtaking vessel for action or assistancemust be directed.

Also see ‘‘Berthing –Terminal Facilities and Services No. 2’’.

BERTHING: Terminal Facilities and Services:Vessels using the terminal will be moored bow to stern of the ‘‘Tantawan

Explorer’’ by means of a nylon mooring rope approximately 50 m. in lengthat the end of which is a 3.5 m. length of 76 mm. diameter chafe chain. Thechain will be made fast to vessels by means of vessels’ bow stoppers.

Note that the Oil Companies International Forum (OCIMF) recommendthatall ships securing to a single point mooring be fitted with at least one bowchain stopper. Details of the bow chain stopper are given in the booklet‘‘Recommendations for Equipment Employed in the Mooring of Ships at aSingle Point Mooring’’ (OCIMF 1993 Edition).

During the period when vessels are moored at the terminal, a tug/supplyboat provided by the terminal will remain secured to the stern of the offtakingvessel. The tug/supply boat will be directed by the Mooring Master. Shouldthe Master of the offtaking vessel disagree with the Mooring Master’sdirections, he shall provide his reasons for the disagreement promptly andin writing to the Terminal Superintendent.

The loading hose connections are 16 in. I.D.Terminal loading rates to offtaking vessel are governed by either the

offtaking vessel’s maximum loading rate, or the maximum pumping rate ofthe ‘‘Tantawan Explorer’’ (24,000 bbls./hr.) whichever is the lesser.






TANTAWAN THAILAND


Vessel’s Gear:SBM’s Mooring Master may reject a ship if it is not, upon inspection,

properly equipped or if it is not suitably manned or if he deems it to havedirty ballast or tanks unsuitable for receiving the cargo. A vessel is suitablymanned only if it has a full complement of officers and crew in a sobercondition, competent and willing to carry out their duties and orders, andsufficient English is spoken so that SBM’s Mooring Master can understandand be understood. The Companies shall in no circumstances be liable forany loss, damage or delay arising or resulting from any decision, justified ornot, by the Mooring Master to reject a ship pursuant hereto.

Allvesselsmustbe equipped with a good working propulsion unit aspassedby an appropriate classification society. Inoperative vessels or partiallyinoperative vessels will be rejected. Should vessels become inoperativewhilstmoored at the terminal, they may be removed from the terminal area by the

Companies at the expense of the Owners or Charterers of the vessel.Additionally, a vessel must have both anchors and ground tackle in good

working condition and in such sizes and amounts as to meet either Lloyds,ABS or Bureau Veritas standards although they may be in fact classified byother societies. When underway and whilst moored at the terminal, thevessel’s anchors must be properly secured against accidental dropping.

All vessels must carry suitable stoppers for mooring use.All vessels must have suitable winches or capstans in good operating

condition on the forecastle and poop decks for the purposes of being moored and unmoored.

All vessels must be adequately equipped with a 15 tonne SWL derrickboom, blocks, tackles, wire runners and sundry equipment on both sides toefficiently hoist the hoses to the loading position. Equipment and tools shallinclude wrenches, drift pins, nuts and bolts, wire and fibre strops, drip pans,gaskets, hammers, shackles, etc.

To assist in vessel’s turnaround, the vessel should have all necessaryderricks or cranes and cargo gear rigged and ready before being boardedby SBM’s Mooring Master. This does not relieve the vessel of the necessityto provide adequate lifting gear as already described for Tantawan Terminaloperations.

The vessel’s loading manifold should be prepared for 16 in., 487 ASA hoseconnection prior to vessel’s arrival. Where no crossover valves exist onloading manifolds, it is recommended that loops between loading lines onthe starboard side of these manifolds be fitted. Vessels equipped with smallerthan 16 in. hose connections at the loading manifold should arrive with suchhose connections suitably adapted for 16 in. hose so that maximum flowthrough the 16 in. cargo hose will be achieved.

Vessels equipped with larger than 16 in. hose connections at the loadingmanifold should provide their own reducers.

Berthing:Offtaking vessels will normally be accepted and berthed in chronological

order of arrival provided such vessels have current nomination for cargo validat the time of tender of Notice of Readiness, carry clean ballast, if any, andhave cargo tanks in a fit condition to receive cargo. Also, they must be in allrespects properly equipped, manned and ready to moor.

Vessels required to leave the terminal area on account of bad weathershould keep in contact with the terminal via the Radio Telephone Station atthe terminal, in order that they may be available when the weather is fit forresumption of operations. Companies reserve the right to load vessels outof turn following the return of good weather. Further, SBM reserves the rightto decline to moor a specific vessel if its condition or facilities are unsafe formooring or loading even though the terminal may be open to other vessels.

The decision of SBM’s Terminal Superintendent on berthing shall be final.An offtaking vessel will be expected to have ready on the forecastle head

operational bow chain stoppers capable of accepting 76 mm. chain and ratedin accordance with OCIMF recommendations. The Mooring Master willrequire to inspect the Test Certificate for such stoppers on boarding thevessel.

On approaching the berth, the messenger line is to be lowered to the smallmooring tender boat. This boat will take the end of the messenger line andattach it to the end of a floating pick-up rope. The ship’s crew under thecontrol of a responsible officer will then heave in the ropes successively untilthe mooring hawser chafe chain is drawn through a fairlead and in a positionto be secured in the chain stopper.

Mooring and Unmooring:1. The terminal is normally open 24 hours a day, 7 days a week, weather

conditions permitting with only unberthing operations being carried outduring the hours of darkness. The Terminal Superintendent shall bethe final authority as to when the terminal is open or closed.

2. Vessels to be moored, anchored or manoeuvred at the terminal willbe boarded by SBM’s Mooring Master in the close vicinity of theanchorage area (See ‘‘Safe Mooring Area’’ on Plan). Vessel Mastersshould exercise caution within the anchorage area as unlit mooringbuoys are occasionally present.

No vessel may enter the terminal area unless SBM’sMooringMasteris on board. The Mooring Master will advise the vessel’s Master onapproaches to the berth, mooring, unmooring, tug handling, connectingand disconnecting of the hose and hawser and other operations withinthe anchorage and terminal area. All such manoeuvring of vesselsshall be carried out only in accordance with the advice of SBM’sMooring Master, except where the vessel’s Master believes suchadvice to be contrary to the proper navigation and safety of the vesseland crew, and subject to the understanding that in all cases and

circumstances the Master of the vessel being manoeuvred shall remainsolely responsible on behalf of his vessel’s Owners or Charterers forthe safety and proper manoeuvring of the vessel. The vessel’s Masteror one of his designated qualified Deck Officer specifically appointedby him at the time must be on the navigation bridge at all times whilethe vessel is being manoeuvred.

3. The embarkation and disembarkation of the Mooring Master is entirelythe responsibility of the Master of the offtaking vessel.

(1) On all vessels in which the distance from the sea level to thepoint which permits access to or departure from the vesselexceeds 9.0 m., it should be anticipated that the Mooring Masterwill embark and disembark by means of an accommodationladder together with a pilot ladder on each side, unless it is notpossible to carry one.

(2) The ladder should be orientated towards the stern. When it isutilised, the lowest extremity of the ladder should rest solidlyagainst the side of the vessel, set back in relation to the midshipspart of the vessel and set back in relation to the half midshipssection and away from any discharge outlets.Configurations which conform better to particular types of vessels

and which present the same degree of safety shall be acceptable.(3) The length of the accommodation ladder should be sufficientlylong so that its gradient does not exceed 55␥.

(4) The bottom landing of the accommodation ladder should bepositioned horizontally when the ladder is in service.

(5) Intermediate landings, if there are any, should automaticallyposition themselves horizontally. The dimensions of the steps andthe treads of the accommodation ladder should permit placementof the foot in a correct and sure fashion given the gradient of theaccommodation ladder.

(6) The ladder and the landing should be equipped with 2 stairwaysides and rigid hand-railing, but if ropes are utilised, they shouldbe well tightened and correctly placed. The vertical spacebetween the hand-railing or the ropes and the side of the laddershall be close enough for safety.

(7) The pilot ladder should be positioned immediately alongside thebottom landing of the accommodation ladder and its top shouldbe at least 2.0 m. above the bottom landing.

(8) There must be a night light whichpermits properilluminationalongthe entire length of the ladder.

(9) If a trap door in the bottom landing of the accommodation ladderis used to rig the pilot ladder, this door should be no smaller than750 mm.750 mm. In this case, the aft part of the bottom landingshould be enclosed as described in paragraph 6 above and thepilot ladder should extend from the bottom landing up to the levelof the hand-railing.

(10) The accommodation ladder, including the hoisting mechanism,must be approved by the vessel’s country of registry.

4. The SBM’s Mooring Master will be in direct control of all the vessel’scommunications while in the terminal area. Any unauthorisedcommunications will, at the option of SBM’s Mooring Master, causethe cessation of all operations except clearing of the berth, and thevessel’s Notice of Readiness will immediately be nullified.

5. Raising, lowering, connecting and disconnecting of oil loading hoses,as well as all other labours and duties on shipboard, will be performedby the vessel’s crew under the control of a responsible ship’s officer(See ‘‘Loading –Connecting Hoses’’).

6. The Mooring Master may refuse to accept a vessel for loading, if he

considers the vessel’s condition to be unsatisfactory. In the event theMaster of the lifting vessel and SBM’s Mooring Master cannot agreeto a procedure by which the vessel can meet satisfactory loadingconditions, both Company and the Charterer of the vessel shall beimmediately contacted so that corrections can be made. Time requiredto bring the vessel into satisfactory condition shall not count as usedlaytime.

7. The services of SBM’s Mooring Master are provided without chargeupon the express understanding and condition that when the MooringMaster goes on board the vessel for the purpose of assisting suchvessel, he becomes for such purposes the servant of the Owners orCharterers of the vessel, and the Companies shall not be liable forany damage or injury resulting from any advice or assistance or actionsgiven or made by the Mooring Master.

8. SBM’s Mooring Master may require the vessel to unmoor at any timehe deems it necessary for the safety of the vessel or terminal or both,or for infringement of these Oil Terminal regulations.

9. Various combinations of wind, sea and tidal conditions, also the size,length, ballasted trim and handling qualities of a vessel can affect the

decision to berth/unberth a vessel at the Tantawan Terminal. All thesefactors haveto be evaluated before a final berthing/unberthingdecisionis made andagreed by thevessel’sMaster andSBM’s Mooring Master.

10. In theevent of a storm nearby, loading shall besuspended ifnecessary.In the event of a fire onboard a vessel moored in the terminal area,the Master shall give the alert by means of short and rapid blasts forthe whistle. He is responsible for making use of all methods at hisdisposal of fighting the fire. He shall undertake all measures to getunderway if necessary.

MEDICAL: Assistance only available in an emergency.

CARGO OPERATIONS: Connecting Hoses:After the vessel is securely moored, the cargo hose will be hoisted aboard,

normally on the port side. The berth is equipped with a single 16 in. loadinghose string, the weight of the hose lift being approximately 10 tonnes. Alllifting equipment and tackle should have a safe working load of at least15 tonnes. The hose is lifted by vessel’s gear and crew, and all connectingof the hose will be carried out by them. The lifting derrick, equipment, tackle,

etc., should be topped-off and ready on arrival. The terminal loading hose isfitted with ASI 150, 16 in. ASA 487 flat face flanges with Camlock couplings ,and vessels should have adapters and fittings to enable the hose to beconnected to the vessel’s manifold. SBM’s Mooring Master advises thevessel’s personnel on hose lifting and connecting procedures. However,either the vessel’s Master or his designated Deck Officer must be presentand must direct the vessel’s crew in all handling. SBM’s Mooring Master mayreject the vessel for unsatisfactory hose handling.



THAILAND TANTAWAN


When SBM’s Mooring Master is assigned to a vessel, the vessel at hercost will supply him with meals at the same time and in the same manneras for comparable personnel of the vessel. The vessel will also provide himwith a suitable, clean and tidy cabin.Loading Readiness and Arrival Time:

SBM will make every effort to moor offtaking vessels upon arrival indaylight, weather permitting.

Notice of Readiness will be accepted as the time the vessel is securelymoored to the Tantawan Explorer, providing the vessel is in all respectsreadyto load in compliance with all terms of these Terminal Regulations. Notice ofReadiness shall be tendered in English.

During loading, the International Code Flag ‘‘B’’ shall be displayed from atop-most signal halyard during daylight hours. During hours of darkness, ared light shall be displayed, visible at a distance of at least one mile andshow an unbroken light all around the horizon.

A comprehensive loading plan shall be provided to the Mooring Master bythe offtaking vessel Master. The cargo inspector will accompany a ship’sofficer to gauge the vessel’s tanks before and after loading. The terminal willdeliver onboard the vessel sealed samples representative of the cargoloaded.

The Master of the offtaking vessel is held entirely responsible for theoperation of the vessel valves.

Should the Mooring Master decide that the mooring hawser tension is toohigh, then he may decide to:

⌻ stop loading,⌻ disconnect hoses,⌻ unmoor.

The decision to resume loading will be taken case by case after agreementbetween the Mooring Master and the Master of the offtaking vessel.

Not less than 30 minutes before the end of the loading, the vessel shallinform and give due notice to the terminal control room to stop the cargopumps in good time. During this time, the vessel shall inform the terminal ofthe intended cargo valves to be closed and shall only use them after confirmation of receipt of this advice by the terminal. In the case ofemergency, pollution or serious incident, which may require urgent stoppageof cargo export, the offtaking tanker shall inform the terminal before closingher manifold valve.

BALLAST: Disposal of Ballast:Owners and Masters are responsible for complying with all international

conventions and the laws of Thailand concerning pollution of the sea, havingparticular regard for the Offshore sector environment. Any infringement ofthe International or National law regarding pollution of the sea by oil may bedealt with most severely. Pollution of the sea by dirty ballast water, bilgedischarge or any other means may result in heavy fines being imposed, andin severe cases may result in imprisonment of the Master or the arrest of thevessel concerned.

Vessels must arrive with clean ballast only. There are no facilities for thedisposal of dirty ballast. It is the Master’s responsibility to see that no oil ofanykind is pumped, spilled or leakedoverboard from hisvessel.Thisincludesoily water from bilges, decks, crude residues from previous voyages, or anyother matter that may result in pollution of the sea. Any fines imposed on orthird party claims against the Companies or any of them shall be for thevessel’s account.

In addition to the lights usually displayed, vessels discharging ballast or

loading cargo during darkness shall illuminate the area around the vessel tothesatisfaction of theSBM Mooring Master, in orderthat anyoil on thesurfaceof the sea may be readily detected and the appropriate action taken. Vesselsunable to illuminate the sea satisfactorily shall not discharge ballast duringdarkness.Vessels shall provide suitablefloodlights for working on deckduringnight operations.

If evidence of oil appears during deballasting, the vessel will be rejectedforthwith and will not be accepted until satisfactory evidence is produced thatsuch ballast was disposed of in a proper manner. If during inspection orduring progress of loading it is revealed that the vessel’s tanks are not tightor that oil is leaking from the vessel, the vessel may be rejected or refusedfurther loading. The vessel will not be later accepted for loading, unlesssatisfactory evidence of repair is submitted, duly certified by Lloyd’s, ABS,Bureau Veritas or other recognised surveyors. Any vessel rejected becauseof dirty ballast or pollution of the sea will automatically nullify her Notice ofReadiness and will lose any priority of position for loading. Companies maysuspend, delay or unberth any vessel which is under suspicion of oil pollution.

The Companies will not be liable for any demurrage, loss claims ordemands resulting from such suspension, delay or unberthing.

Vessels shall arrive with sufficient clean ballast and normal trim in order

to be able to manoeuvre safely. Such ballast shall not be less than 30% ofthe Summer deadweight. Deballasting may only be carried out with theagreement of the SBM Mooring Master.

If a vessel cannot comply with the above conditions, then it should arriveat the terminal at least 30% laden with cargo and not trimmed excessivelyto permit safe manoeuvring.

All spillages and leakages of oil must be reported immediately to the SBMTerminal Superintendent, and a detailed report must be written, signed andsubmitted by the Master of the vessel concerned to the TerminalSuperintendent.



SURVEYORS: Independent surveyors will board with the Pilot,Government officials and Agent.

REPATRIATION: Not permitted.

AIRPORT: Bangkok International.

TIME: GMT plus 7 hours throughout the year.

EMERGENCY CO-ORDINATION CENTRE: See ‘‘Authority’’.

SHORE LEAVE: Not permitted.GARBAGE DISPOSAL: There are no garbage disposal facilities and itis expressly forbidden to dump garbage.

WEATHER: Tides, Currents, Wind and Weather and Seas: Thenavigator is referred to published sailing instructions for this area forinformation on winds, tides and currents, namely:

British Admiralty: China Sea Pilot Vol. I, published by the Hydrographer ofthe Navy.

Physical Environment: The Gulf of Thailand covers an area ofapproximately 350,000 sq.km., opens to the South China Sea and extendsfrom Miu Bai Bung (Lat. 8␥ 37' N, Long. 104␥ 40' E) on the SW.tip of Vietnam to Sungai Kelantan (Lat. 6 ␥ 13' N, Long. 102␥ 14' E onthe eastcoast of the Malaysia Peninsular). The Gulf is one of the major coastalindentations of South East Asia being 550 km. across at its widest point andapproximately 835 km. in length. Four countries share coastlines on the Gulf;Vietnam and Cambodia on the east, Thailand to the NE and NW, andMalaysia to the SW. Thailand occupies by far the greatest proportion of landadjacent to the Gulf (1,870 km. of coast). The smaller embayment, knownas the Bight of Bangkok or Upper Gulf, has an area of about 10,000 sq.km.Currents: Currents in the Gulf are generally weak and variable. From Octoberto May, during the NE monsoon, wind-driven, mainly near shore surfacecurrents in the Gulf circulate in a counter clockwise direction. These currentsare reversed by prevailing SW winds from June to September and developa clockwise flow. Current speeds of greater than 1.35 knots have beenreported in the NE Gulf, but average speeds are usually less than 0.54 knots.Wind: The Gulf is fairly sheltered from the winds of the two monsoons andas a result has a high percentage of calm to light conditions throughout theyear. The direction of prevailing winds is determined by monsoonal activity.Between May and September, the SW monsoon period, SW winds arepredominant. Wind direction is variable in October and then during the NEmonsoon from October to January, the winds are from the north to east.

In February and March, the dominant wind direction is SE and in April,winds are again variable with the transition from the winter to summermonsoons. Shelter from the Asian land mass has an effect on wind speedsin the Gulf, such that during the NE monsoon, wind speeds are lighter in thenorth of the Gulf than in the south. In the SW monsoon, light winds are lessfrequent in the north than in the south. Storm winds are more frequent duringthe NE monsoon than the SW monsoon. In an average year, storm windsmay exceed 73 km./hr. Typhoons, which can create wind speed over200 km./hr. arenot uncommonin theGulf andtropicaldisturbancesof varyingmagnitudes are regularly present in the period from October through toDecember. Squalls, associated with rapid increases in wind speed changein direction, heavy rain and electrical activity are prevalent during the changein summer to winter monsoons.Waves: Sea conditions are generally calm to slight in the sheltered conditionsof the Gulf. In February, when sea conditions are bad in the China Sea, thefrequency of sea waves less than 1.0 m. in height is more than 80%. It isreported that over an average year, most waves in the central Gulf were lessthan 2.0 m. with a period of about 5 seconds. Storm waves can reach 7.0 m.The greatest proportion of waves in the central Gulf region in an averageyear approached from the east to SE and from the west to SW.Climate: The region, influenced by the NE and SW monsoonal systems, issubject to seasonal wind shifts. The SW or summer monsoon period, whichextends from May to September, is characterised by prevailing SW windsand high rainfalls (about 160 mm./month). The NE winter monsoon, fromOctober to January, is a period of predominantly NE winds and lower rainfall(about 80 mm./month). During the change from the winter monsoon to thesummer monsoon (February to April), winds are variable and rainfall is low(about 35 mm./month).Sea Water Temperature and Salinity: The average monthly sea surfacetemperature in the central Gulf region range from 27.2␥C in January to 29.4␥Cin May and June. In general, surface salinities in the Gulf are between30.5 and 33 parts per thousand (ppt). Salinities at the deepest part of the

central basin, where South China Sea water flows in, are generally higher(33-34 ppt or above).Weather Reports: Weather reports from the Singapore Weather Centre areavailable from the terminal twice daily on request.

SAFETY: Safety Precautions:1. Vessel’s personnel are responsible for the safety of their vessel and

themselves and must take all necessary precautions whether or notso advised by SBM’s Mooring Master or otherterminalpersonnel. TheMooring Master may refuse to accept for loading, or may suspend ordelay the loading of, or may unberth vessels when the conditionsand/or the vessel do not comply with the Tantawan Terminal UserRegulations and Procedures, and/or safety precautions imposed bySBM’s Terminal Superintendent. The time required to bring the vesselinto compliance shall not count as used laytime.

A responsible English speaking ship’s officer is required to be ondeck or in the control room at all times.

2. When a vessel is moored at the terminal or in the vicinity thereof, itsengines must remain on stand-by with full power always available forimmediate use. Deck machinery shall be kept at immediatereadiness.Positively no repair of any sort affecting the availability of vessel’smachinery or engines are permitted. Other repairs (including allpainting) which present any hazard to the loading operation are strictlyprohibited. The vessels whistle shall be kept at instant readiness atall times.

3. The bridge and/or control room area shall be kept unlocked and soarranged to allow immediate entry at all times by the TerminalSuperintendent.

4. Vessels shall be adequately and properly manned at all times. Notless than one Deck Officer and 3 seamen shall be on duty equippedwith hand-held radios, sober, alert and available at all times. One ofthe seamen shall be kept always on look-out duty on the bow toobserve and report on the relative distance and aspect between thevessel and the terminal. The export hose manifold shall further becontinuously manned by a competent seaman to tend the export hoseso as to avoid chafing, kinks or rubbing, which could cause the hosedamage and to report any manifold leakages whatsoever.

5. Offtaking vessel fire hoses shall be fully connected to fire mainhydrants and nozzles, and charges under fire mainoperating pressureat the stern of the vessel and in way of the port manifold. Foammonitors forward and aft of the port manifold shall be directed towardthe port manifold.

6. No person under the influence of alcohol or drugs shall be permittedon deck. The opinion of SBM’s Mooring Master on the fitness of anyindividual shall be final unless an independent medical physicianpresent at the time decides otherwise.

7. No electrical appliances of any kind may be used on deck unlesscertified for use in hazardous petroleum areas and subject to theapproval of SBM’s Mooring Master.



TANTAWAN THAILAND

8. All scuppers shall be plugged and witnessed by SBM’s MooringMaster and the vessel’s Master. Refusal to plug scuppers will resultin the vessel being rejected. Drain trays and all materials necessaryto clean up any oil spillage on deck shall be available for immediateuse.

9. After completing the discharge of ballast, a Petroleum Inspector willwitness closing and sealing of pump room sea suctions.

10. The presence of unauthorised craft alongside the vessel will renderthe vessel unacceptable for loading. It is the duty of the vessel’spersonnel to see that the vessel’s sides are kept clear of any suchcraft at all times.

11. The Mooring Master is authorised to shut-down loading operationsduring electrical storms, or if another vessel or craft of any descriptioncomes alongside the loading vessel, and under any other

circumstances which in the opinion of SBM’s Mooring Master mayimperil or endanger the loading operations. The Companies shall notbe liable for any demurrage loss, claims or demands resulting fromsuch shut-down.

12. Firefighting equipment shall be kept at instant readiness throughoutthe vessel with additional equipment available at the loading manifoldwhilst the vessel is moored. Fire water shall be available on the deckservice main at all times, and fire hoses connected and flaked out atall fire stations ready for immediate use.

13. No radio transmissions are permittedon board except withthe expresspermission of SBM’s Mooring Master in each case. This regulationshall apply during the period the vessel is in the terminal area or underthe direction of SBM’s Mooring Master.

14. When vessels are moored and in the vicinity of the terminal, boilertubes shall not be blown. Every precaution must be taken that nosparks escape from the funnel and every other source of hot exhaust.

15. Smoking shall not be permitted on deck whilst vessels are mooredand will only be permitted in places approved jointly by the Masterand SBM’s Mooring Master. There may be occasions when smokingwill be entirely prohibited. Cigarette butts, etc., shall not be thrown

overboard or through port holes at any time.16. Lifebuoys shall be available throughout the vessel and in particularin the loading manifold area and at all points of entry and exit, e.g.at pilot ladder.

17. Vessel personnel are to be adequately instructed by the vessel’sMaster to avoid breathing any vented gas.

18. All accommodation doors, port holes and ventilators shall be closedduring loading operations and doors and openings to machineryspaces in vicinity of vessel’s tanks shall be closed.

19. If an emergency stop of loading is required and communicationsbetween the vessel and Terminal fail, the vessel’s whistle shall becontinuously sounded.

This signal stops all loading.20. No swimming in the sea is permitted.21. No fishing is permitted.22. When manoeuvring and at anchor in the terminal area, vessels shall

comply with all aspects of the International Regulations for thePrevention of Collisions at Sea.

GENERAL:1. Should it be necessary to supply divers, a boat, materials, equipment

or labour, to carry out repair work to enable the vessel to continueloading, any costs involved will be charged to the vessel’s accountat rates to be established at that time. These services will only beprovided in emergencies.

2. Crew members cannot leave the vessel at the Tantawan Oil Terminalexcept in cases of extreme urgency. A valid passport is required. Nocrew changes will be permitted during the period a vessel is in theterminal area.

3. After each tanker lifting, the terminal will prepare all necessary loadingdocuments. Documentation will be finalised onboard the offtakingvessel as soon as practicable after loading operations are completed.

AGENCY: The Companies do not perform general agency functions.Owners or Charterers of vessels calling at the terminal must arrange for theirown Agents.

AUTHORITY: Chevron Offshore (Thailand) Ltd, 27th Floor, Suntower B,123 Viphavadi-Rangsit Road, Kwaeng Ladyoa, Khet Jatujak, Bangkok10900, Thailand. Tel: ␣66 (2) 618 1001. FAX: ␣66 (2) 618 1001.Contact: Tantawan Explorer Superintendent.

NOTESPlease also advise Shipping Guides Ltd.