Saladin Marine Terminal (AUSMT)

The port is currently closed for commercial operations. Information for the port is retained should the port reopen. The Saladin Marine Terminal is operated by Chevron Australia Pty Ltd (Chevron). The CBM terminal is for the export of Thevenard Crude oil and the mooring is an eight point mooring system of 6 mooring buoys and 2 swamp moorings.

Summer.

Saladin Marine Terminal is located to the NE of Thevenard Island, Western Australia. The moorings are located 3.5nm offshore in position 21°24.3'S 115° 02.8'E.

The offshore terminal is restricted to tankers which have: ..... 1. A loaded displacement of between 40,000t and 180,000t; 2. A max beam of 47m; 3. A max slab side area of 6,384mІ being the product of the LOA length and moulded depth. Tankers with a slab side area in excess of 6,384mІ may be accepted for berthing and loading, provided that the tanker has been the subject of computer mooring analysis by Chevron Petroleum Technology Company.

Anchorage is available in the vicinity of 21°23'S 114°54'E, approx 2nm NW of Saladin Fairway Lightbuoy, poor holding ground. Two areas. 140m x 160m have been prepared to receive the tanker's anchors. These areas have shallow trenches which were intended to improve the anchor holding ground which is flat, featureless rock. Whilst the trenches may provide some improvement in the anchor's holding power, only the weight of the anchor and deployed cable can be relied upon.

Approach Channel: The approach channel to the terminal, is 10nm in length, minimum depth 15.6m LAT, marked by navigation buoys, fitted with lights and radar reflectors. After passing Buoy No 15 a course is shaped to proceed to a position between 1.5nm and 1.7nm from the mooring. Course is altered to starboard to make a final approach to the moorings on a base course of 210° on a predetermined transit with the lead spar buoy and the rear lead mark on Thevenard Island. Warning: Tankers should not navigate outside the designated approach channel as areas outside the channel have not been completely surveyed.

Aus 743 & 64. Admiralty Pilot NP13, NP286 (4).

An 8 point mooring system consisting of 6 mooring buoys and 2 Swamped Moorings are installed in the berth layout. Three backup lines are available (if required) to backup the tanker's own mooring ropes/wires. The terminal will provide HMPE stoppers for making fast the backup lines and swamped mooring lines to the tanker's mooring bitts. Order of berthing: Tankers will normally berth in the order of arrival, but due regard will also be given to nominated date ranges and such other matters as Chevron deems relevant to a fair and necessary berthing order. Tidal berthing: Berthing and unberthing at the terminal shall take place during periods of slack water unless otherwise approved by the Pilot/Mooring Master. Generally berthing will take place at LW slack tide or before HW slack tide to avoid the period of strongest tidal stream in the middle of the flood tide. The direction of the tidal stream is approx 120° on flood and 300° on ebb and attains a rate of 1.3kts at springs. Berthing may take place at any time during the flood tide or other times as approved by the Pilot/Mooring Master. Mooring vessels: Chevron shall provide two vessels to assist in mooring tankers at the terminal: ..... 1. A twin screw omni-directional propulsion tug of at least 35t bollard pull is used on a tow line from its bow to the tanker's stern when berthing. It will be positioned as near to the centre line as possible. The tug will stand by throughout the loading and will assist in unberthing. 2. A mooring vessel will be used to run mooring lines. A utility vessel or the tug will deliver the Pilot/Mooring Master and Tanker Safety Officer and if necessary, additional Chevron personnel, agent, customs and cargo surveyors to the tanker. The vessel will run mooring lines during berthing and stand by throughout the loading. Chevron shall not be held liable for any costs or delays incurred due to a vessel awaiting a tug or mooring vessel to berth. Tankers should be ready to receive two large boxes from the mooring vessel containing hose connection equipment, at the time the pilot boards. These boxes will be lifted onboard the tanker using the port crane or derrick. In addition to the aluminium boxes, 6 x 56mm x 25m polyester mooring tails and 3 x 56mm x 220m polyester back-up lines will be delivered by the tug when the Pilot/Mooring Master boards. Mooring winches: The tanker shall be equipped with mooring winches which shall: ..... 1. Be power operated and capable of warping the tanker. 2. Comply with "OCIMF" recommendations. 3. Have a mooring line permanently attached. 4. Be capable of making fast mooring lines by securing the brake on the winch. 5. Have warping drums capable of handling the back up lines and swamp mooring lines. 6. If equipped with constant tension devices, have these devices disconnected and the brake fully applied. 7. Be able to deploy at least one mooring rope or wire to each of the terminal's 6 mooring buoys and be located in the following positions: a. Poop Deck - 4. b. Forecastle head 1 each, port and starboard, located in such a position that the port and starboard swamp mooring lines may be hove in and made fast to adjacent mooring bitts. A single winch in this position, located so that ropes may be similarly handled from either side may be acceptable. c. Aft main deck 1 each, port and starboard. Tankers fitted with only 1 winch in the aft main deck area will be accepted provided a line can be deployed mechanically from that winch to each beam. On tankers fitted with only 1 winch where only 1 of the 2 lines can be handled (hauled or veered) at once, berthing may be delayed in marginal weather. A tanker will not be accepted where only 1 mechanical line can be deployed and the other would be handled by hand. The tanker shall have at least 8 sets of mooring bitts. Each set shall be of a size and located near a mooring winch to enable making fast the back-up lines or the swamp mooring lines as the case may be. Mooring lines: ..... 1. The mooring line on each mooring winch shall have a Minimum Breaking Load (MBL) of 80t. Tankers with mooring lines with a MBL of less than 80t will only be accepted at the discretion of Chevron. Tankers with mooring lines of less than 80t MBL may be subject to greater than normal delays awaiting berth in marginal weather conditions. 2. Each mooring line shall have a min length of 220m. 3. Each mooring line, if a wire line, shall have a fibre tail (attached to each wire) provided by the Terminal, 25m in length and of 90t (MBL). Three polyester backup lines are available to backup the tanker's own mooring ropes/wires. These backup lines are 220m x 56mm dia. and have 2m protected eyes at each end. The swamped mooring lines shall be hove onboard with a messenger of at least 24mm dia provided by the tanker to the warping drum of the mooring winch. The terminal will provide HMPE stoppers for making fast the backup lines and swamped mooring lines to the tanker's mooring bits using the "Chinese" or "West Country" method. The terminal will provide 25m x 56mm dia polyester mooring tails, which will be substituted for the tanker's own mooring tails in tanker's fitted with mooring wires. The mooring tails will be shackled to the tanker's mooring wires if required. Bow anchors: The bow anchors shall: 1. Be located 1 each port and starboard bow. 2. Have a min of 10 shackles of chain in tankers up to 50,000t load displacement and a min of 12 shackles in tankers over 50,000t load displacement. 3. Comply with a classification society recognised by the Australian Department of Transport and Communications. Tanker mooring procedure: ..... 1. The Saladin Marine Terminal is approached through a 10nm channel, marked by spar buoys. 2. After passing Number 15 Buoy a course is shaped to proceed to a position between 1.5nm and 1.7nm from the moorings. Course is altered to starboard to make a final approach to the moorings on a base course of 210°, on a predetermined transit with the Lead (Range) Spar Buoys and the Rear Lead (Range) Mark on Thevenard Island. 3. The mooring is a conventional buoy mooring with 6 mooring buoys and 2 swamped mooring lines. The swamped mooring lines are at the port and starboard shoulders. These swamped mooring lines lie on the seabed when not in use, well clear of the manoeuvring area. The mooring buoys and swamped mooring lines are connected by 176m of 90mm and 76mm anchor cable, to 914mm dia anchor piles driven 14m into the bed rock. 4. An open running moor is carried out, dropping the starboard anchor first, running ahead and paying out between 9 and 11 shackles of cable depending on the tanker's size. When the tanker is in the correct position to drop the second anchor, the port anchor is let go. The starboard cable is put into gear and the cable weighed as the tanker is manoeuvred astern into the berth, whilst the port cable is paid out. 5. Whilst working the anchors, as much information as possible should be passed by the officer in charge of the forecastle to the bridge to the tanker's Master. The amount of cable paid out, the direction the cable leads in and the weight on the cable, are vital information for the Pilot/Mooring Master. 6. As the tanker is manoeuvred into the berth, the Pilot/Mooring master will advise the Master which of the tanker's mooring ropes/wires, at the after end of the main deck, will be sent away first. 7. Once the tanker is in position and all the tanker's lines are fast, the mooring boat will pick up the swamp moorings and tow them alongside the tanker. The tanker should provide a heavy messenger with which to heave the swamp lines onboard. The first part of the swamp mooring line to come onboard is the tail which is 30m x 32mm polyester rope. This soft line is connected by a shackle to 48m x 26mm steel wire rope, which is in turn connected by a 32mm HMPE snotter to the 88mm or 75mm polyester which is made fast onboard. The swamp moorings have a weak link with a minimum breaking load of 90t. 8. The backup swamp mooring lines should be hove as tight as possible, stopped off using the HMPE stoppers supplied by Chevron and made fast to the tanker's bitts. It is important that the backup lines and swamped mooring lines are made fast in this way. 9. The tanker is not considered all fast in the berth until the swamp moorings are made fast and backup lines required by the tanker's Master, acting on advice from the Pilot/Mooring are made fast. 10. Once the tanker is all fast, a mooring vessel will tow the hose marker buoy alongside and the Pilot/Mooring Master will advise the tanker's crew on the connection of the loading hose. A responsible officer and sufficient members of the tanker's crew should be available at the manifold to carry out this operation. Departure procedure: Unberthing may take place any time during the flood tide or other times as approved by the Pilot/Mooring Master. The tanker shall unberth, in accordance with the criteria laid down in the Chevron Marine Operating Procedures Manual: ..... 1. During the flood tide after completion of loading; or 2. After consultation with the Master when there are winds greater than 25kts or swells greater than 0.7m are forecast for or prevailing at the terminal area. Note: A greater restriction may be imposed in the case of beam winds or in tanker's whose slab side area exceeds 5,300mІ, or 3. When a cyclone is expected to be within 400nm of the terminal within 24 hours and is considered to present a threat to the terminal.

Chevron shall provide a Pilot/Mooring Master to: ..... 1. Assist in piloting and manoeuvring the tanker in and out of the moorings; 2. Advise on mooring the tanker 3.. Advise on connecting and disconnecting the loading hose; and 4. Advise on matters concerning the safety of the tanker and terminal facilities. 5. Act as Terminal Representative during the loading of the tanker. Chevron will provide a Tanker Safety Officer to: 1. Assist the Pilot/Mooring Master in deploying the tanker's anchors, by observing and reporting the position of the tanker's bow relative to the leads. 2. Assist the Pilot/Mooring Master in the mooring of the tanker and act as Terminal Representative during rest periods taken by the Pilot/Mooring Master. Pilot boarding: The pilot ladder shall be available to the Pilot/Mooring Master and kept a proper height for his or her safe use for boarding and disembarkation. When the distance from the water to the deck exceeds 9m, the pilot ladder shall be rigged with the accommodation ladder or an approved mechanical pilot boarding appliance used. The tanker shall provide an adequate lee for embarking and disembarking the Pilot/Mooring Master, who will board at the "Arrival Position". The Master, or one of his qualified deck officers must be on the bridge at all times while the tanker is being manoeuvred. Hose equipment: The hose connection equipment is contained in two large boxes which should be lifted onboard on the "Arrival Position" and landed just forward of the port manifold. The back up lines and terminal mooring tails will be delivered after the Pilot/Mooring Master has boarded the tanker. Pilotage by the Mooring Master is compulsory for all tankers loading at the Terminal. Mooring Masters boards in position at: 21°24.00'S 114°53.00'E (2nm W of Saladin Fairway Lt buoy). Mariners should not enter the buoyed channel without a pilot embarked.

Arrival Position: Located 2nm W of the Saladin Buoy in approx position 21° 23.9'S 114°53.5'E.

Approach channel buoys: ..... Name/number Position Buoy Colour Light "Saladin" (W cardinal) 21°23.9'S 114°55.5'E Yellow with broad black band Q (9) 15s No 1 Starboard 21°24.0'S 114°56.4'E Green Fl G (2) 5s No 2 Port 21°23.8'S 114°56.3'E Red Fl R (2) 5s No 3 Starboard 21°23.2'S 114°57.8'E Green Fl G (3) 8s No 5 Starboard 21°22.5'S 114°58.6'E Green Fl G (4) 10s No 7 Starboard 21°21.9'S 114°59.7'E Green Q G (2) 10s No 9 Starboard 21°21.8'S 115°00.3'E Green Q G (3) 10s No 11 Starboard 21°21.8'S 115°00.7'E Green Q G (4) 6s No 15 Starboard 21°22.6'S 115°01.8'E Green Q G (5) 10s

Berthing shall take place in accordance with the requirements laid down in Chevron's Marine Operating Procedures Manual: ..... 1. During the flood tide, generally near slack water. 2. When sustained wind speeds at the terminal do not exceed 15kts. 3. When the swell is less than 0.7m. 4. Provided that forecast winds do not exceed 25kts and swell do not exceed 0.7m. A greater restriction may be imposed in the case of beam winds or in tankers whose slab side exceeds 5,300mІ. 5. When there is no tropical cyclone or tropical depression which is likely to develop into a cyclone, within 400nm of the terminal or likely to pass within that range within 24 hours of the tanker berthing. 6. In daylight. Note: In order to berth during slack tides, the tanker must be at the "Arrival Position" at least 3 hours before the slack tide. A tanker arriving after this time may be requested to await suitable tide conditions. Masters are warned that anchor holding ground is poor throughout this area.

The direction of the tidal stream is approx 120° on the flood and 300° on ebb and attains a rate of 1.3kts at springs. Mean Spring Range: 1.8m, Mean Neap Range: 0.6m.

Two vessels are available to assist in mooring.

SALADIN MARINE TERMINAL, THEVENARD ISLAND, W.A. 21°24'S 115°03'E UNCTAD LOCODE: AU CTH ________________________________________________________________________________ ___________

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WEEKLY CORRECTIONS FROM UKHO NtM WEEK 30/16 Chevron Australia, (RSDRA2016000164348), 30/16

VHF: Communications with Pilot/Mooring Master: ..... 1. Approaching the terminal: Tankers shall listen to Ch 16 and 14 when within 100nm of the terminal. Saladin Marine Terminal does not keep radio watch. The Pilot/Mooring Master can be contacted, by prior arrangement only, on the following international maritime VHF frequencies, callsign "SALADIN TERMINAL" Ch 16, safety calling and Ch 14, working channel. All messages should be passed to the terminal via the tanker's agent. 2. During berthing and loading: Chevron will provide portable UHF radios for communications between the tanker and the terminal onshore control room during berthing, loading and unberthing. Channels used are: Ch 1: 469.775mHz; Ch 2: 469.800mHz. Test Calls During Loading: In order to check radio communications between the tanker and the on shore control room, the tanker shall call the terminal every hour at 15 minutes past the hour and advise the terminal of the previous hour's loading rate and total quantity loaded. Chevron will provide a form in which the foregoing details shall be recorded. The terminal shall call the tanker every hour at 45 minutes past the hour and advise the tanker of the wind direction and speed together with swell conditions. Should either of these calls fail to establish communications between the tanker and terminal, after taking reasonable steps to re-establish communications, the terminal will shut down loading until communications are re-established. If the tanker cannot contact the terminal, the Pilot/Mooring Master shall be advised. The Pilot/Mooring Master will activate the emergency paging system.

Not available.

The documents required for Customs, Immigration and Quarantine department formalities may be summarised as follows: ..... Document 1. Ship Pre Arrival Report (Customs Form 13) 2. Crew Report (Customs Form 3B) 3. Passenger Report (Customs Form 2A) 4. Passenger Report (Customs Form 2B) 5. Advanced Person Processing (APP) of crew and passengers list to be submitted electronically to Immigration Web site www.immi.gov.au/sea 6. Quarantine Pre-arrival Report for Vessels (QPAR) - (AQIS Form 006) 7. Additional Quarantine Pre-Arrival Report for cruise liners and navy vessels (AQIS Form 028) 8. Live Plants Vessel Log.(Attached to AQIS Form 028) 9. Notification of Sign-off if any (Customs Form B521) 10. Notification of Sign-on if any (Customs Form B522) 11. Load Goods (other than cargo) onto ship (Customs Form 43) 12. Remove Goods (other than cargo) from ship (Customs Form 44) 13. Ballast Water Log to Quarantine (AQIS Form 026) 14. Crew Effects Declaration (Customs Form 5 Part Two) 15. Report of Ship's Stores (Customs Form 5 Part Four) Cargo documentation: Documents such as Bill of Lading, Quality Certificate, Quantity Certificate, Time Loading Report, Certificate of Origin, Cargo Manifest and Master's Receipt for Documents/Samples, etc will be prepared at the terminal. When the tanker has been loaded, the documents will be completed onboard the tanker for the Master's signature. Immediately upon completion of loading, the official Bill of Lading quantity will be relayed to the Pilot/Mooring Master by radio. In the event of a dispute, the tanker will be requested to recheck the measurement and calculations of the quantity, but the Pilot/Mooring Master will not witness such measurement and calculations. After both tanker and terminal figures have been verified, should an appreciable difference still exist, receipt of a Letter of Protest will be acknowledged by the Pilot/Loading Master.Letters of Protest, if any, should be handed to the Pilot/Mooring Master for onward delivery to Chevron. The Mooring Master will acknowledge receipt of the Letter of Protest only and is not authorised to approve such letters or otherwise. From time to time owners, charterers, consignees or other interested parties may appoint third party inspectors to survey the loading operation on their behalf. Any delays caused by such inspectors shall be considered delays caused by the tanker. The Pilot/Mooring Master shall keep an Operations Log of the times of all operations, delays, quantities loaded, ballast discharged and arrival and departure draughts. Prior to the disembarkation of the Pilot/Mooring Master, the tanker master shall sight and verify the times and details contained in the Operations Log, sign the log in the space provided and affix the tanker's official stamp thereto. Should the master so require, the Pilot/Mooring Master will sight, verify and sign the tanker's Record of Operations prior to his disembarkation.

Initial Message: All incoming tankers must advise the terminal of their ETA not less than 7 days before arrival, and thereafter at 5 days, 96, 72, 48, 24, and 12 hours prior to arrival at the "Arrival Position" (approx 20°49'S 115°35'E). Should the expected ETA change by more than one hour following the 12 hour notice, the incoming tanker must promptly notify the terminal of the new arrival time. Time to be used for ETA is local time, which is UTC +8 hours throughout the year. The first ETA message should contain the following information: ..... 1. Name and flag of tanker 2. Inmarsat telephone number including satellite in use (872 or 873) 3. Inmarsat fax number including satellite in use (872 or 873) 4. Name of P&I Club 5. International Ship Security Certificate, (number, expiry date, present security level). 6. Cargo requirements in mі at 15°C 7. a. Segregated Ballast to be discharged at Chevron Terminal in tonnes b. Port of origin of ballast onboard c. Has ballast water exchange taken place at sea whilst on voyage to our terminal? 8. Max loading rate through 1 x 12in hose 9. Arrival draught 10. Estimated departure draught 11. Distances bridge to bow in metres 12. Distance bow to manifold in metres 13. Are all tanks inerted below 8%? 14. Can vessel carry out closed loading 15. Master's name as he or she wishes it to appear on the Bills of lading 16. Last port of call 17. Next port of call 18. Discharge port for Thevenard Blend Crude Oil 19. Confirmation that tanker has a clean bill of health 20. What electrical voltage has tanker and what type of electrical socket? 21. Number of shackles (shots) on each anchor cable. 22. a. Number and location of mooring wires/ropes on winches b. Number and location of spare mooring ropes 23. a. Diameter and breaking strain of mooring wires/ropes. b. Diameter and breaking strain of spare mooring ropes. 24. Are mooring bitts located so that back up lines can be deployed to any of the six mooring buoys and hove in and made fast to bitts 25. Diameter and SWL of bitts 26. Brake holding power of mooring winches 27. Is manifold OCIMF standard? 28. Is tanker fitted with a crane or derrick? 29. Safe working load of crane or derrick 30. Helicopter landing capacity, winch or land on. ETA messages shall be sent to each of the following centres: 1. Thevenard Island (office hours or by arrangement): Telephone: +61 8 9184 3832 Fax: +61 8 9184 3899 Email: tviopssup@chevron.com 2. Perth (all hours): Telephone: +61 8 9216 4210 Fax: +61 8 9216 4044 Email: pwla@chevron.com Notice should be sent 4 days before arrival and thereafter at shorter intervals.

Tanker suitability: Tankers loading at the terminal must comply with the latest SOLAS and MARPOL conventions and protocols. Tankers found to be deficient or substandard in safety requirements will not be permitted to moor and load. Tanker Inspections: ..... 1. When nominating a tanker for loading at the terminal the shipper shall provide Chevron in writing, that the nominated tanker has satisfactorily undergone a ship inspection, based on OCIMF guidelines and that the results of the inspection are acceptable to the shipper as at the time of inspection and at the time of nomination. 2. Where a tanker has not undergone an inspection as specified Chevron, at its absolute discretion, may accept the tanker for loading at the terminal subject to the tanker undergoing an inspection, prior to loading commencing, by a qualified inspector at the shipper's sole cost. In such cases NOR shall not be tendered until the shipper provides Chevron with a written statement by fax, including, without limitation, that the inspection was satisfactory. Arrival condition: Tankers shall arrive ballasted to at least 25% of their summer deadweight tonnage, with propeller (and bow thruster if fitted) submerged, unless directed to carry more ballast by the Pilot/Mooring Master during adverse weather. Tankers should have a stern trim of less than 4m. Min water depth/UKC: The min water depth in the vicinity of the berth and in the approach channel is 15.6m below LAT at Thevenard. A copy of the latest hydrographic certificate of the depth of the water is available from the Pilot/Mooring Master on request.To provide a safety margin should sailing be delayed for any reason, the following UKC shall be maintained at all times up to and including the low water mark following the tanker's projected sailing time. ..... 1 Prior to the commencement of loading, Chevron will advise the Master of the sailing UKC in accordance with the swell type running at the fairway entrance at that time. A transmitting wave rider buoy is installed at the fairway entrance to monitor swell conditions. Sailing UKC is related to the LW following the tanker's projected sailing time. Swell type "A": Swell up to 0.32m; UKC 1.8m. Swell type "B": Swell from 0.32 to 0.72m; UKC 2.8m. 2. When a swell in excess of 0.7m is detected during loading, loading may be suspended and the tanker may be unberthed to await more favourable weather conditions. Cathodic protection: A tanker equipped with an impressed current cathodic protection system shall ensure the system is switched off prior to approaching the mooring and until the tanker is unberthed. The Master will be required to sign a declaration to the effect that the impressed current cathodic protection system is turned off before the tanker is allowed to berth. Loading Operation: Throughout the loading operation, a responsible deck officer shall be in charge of operations, either on deck, or in the cargo control room. In addition an efficient deck watch is constant contact with the cargo control room must be maintained at all times. Loading rates can be reduced on request at any time. Except in an emergency, 10 minutes notice should be given to the pilot when rate reduction is required. Valves must not be closed against the oil flow without permission from the terminal. Part or full closure of valves during loading is extremely dangerous and can cause extensive damage to equipment. Mail forwarded to Thevenard Island for the tanker or its crew will be delivered by the Pilot/Mooring Master. The mailing address is: (Name of Tanker), Saladin Marine Terminal, Barrow Island, WA 6712, Australia.

Quarantine service is not available at the terminal.

Subject to any arrangement between the owner and the vendor of the crude oil to be lifted, provided that Chevron is supplied with a copy of that agreement not less than 5 days before the ETA, NOR will be accepted when the tanker is all fast in the berth, ie when all mooring lines, back up lines and swamp moorings are made fast.