San Nicolas (AWSNL)

The island of Aruba is approximately 30km long by 8km wide. San Nicolas was originally an import and transhipment port for tankers up to ULCC size. The port also exported refined products and handled sulphur and petcoke in bulk. San Nicolas (also known as Sint Nicolaas) is home to the Aruba Refinery, which can handle 235,000 barrerl-per-day. In 2020, Citgo has reached an agreement with Aruba to transfer control of the San Nicolas refinery to the island's government. Aruba's government is looking for outside candidates to take over the refinery.

Tropical.

San Nicolas (Aruba) is located 15km SE of Oranjestad on the island of Aruba.

LOA 274.32m, draught 12.19m, beam 32.26m, 74,933DWT.

If for any reason, a vessel is required to anchor prior to or after berthing at CITGO the normal anchorage (known as the outer anchorage) is 12° 20.000'N 70° 4.000'W about 11nm SW of San Nicholas, depths are about 36m. A second anchorage known as the Reef Anchorage is available and vessels should only anchor here with prior agreement. It is situated off the reef between the eastern exit and western entrance to the inner harbour, with deeply shelving and uneven bottom with depths ranging between 20-99m within 499m of the reef. The anchorage is suitable for a maximum of 3 or 4 vessels of up to about 100,000DWT. Care must be taken not to obstruct the entrance to and exit from the inner harbour. The Reef Anchorage requires vessels to anchor for tank inspection, clearance papers, embarking/disembarking lightering equipment and other vessels which wish to carry out repairs requiring shore labour or the attendance of shore representatives or surveyors and for ships storing. If an anchor is used during the berthing manoeuvre, no vessel should lie alongside a berth with an anchor on the bottom. Loaded vessels should not drop an anchor within the inner harbour; HDS or Petcoke Berth unless in an extreme emergency, as bottom clearance is limited with the danger of running over the anchor which could pierce the hull.

Each of the berths within inner harbour, HDS and coke berth are dredged and the pilot will be able to advise the maximum allowable draught. It shall be recognized that loaded ships may be draught restricted at the next scheduled port after Aruba Least Charted Depths: For the Reef berths 24.38m alongside Reef Berth No 1 Coastal. In San Nicolas Bay NW Channel the least charted depth is 13.2m, with a maximum allowable draught of 11.9m. In the SE exit channel the least charted depth is 12.9m, with a maximum allowable draught of 12.2m. The HDS berth approach channel has a least charted of 10.4m. The entrance to the harbour has a least width of 140m between banks, with depths less than 5.0m extending from the NW end of the island, 12°25.7'N 069° 55.0'W and fringing the NW entrance point, it has a least depth of 11.2m. The exit channel has a least width of 140m NE of a bank, which extends 230m SSE from the SE end of the island, 12°25.4'N 069°54.3'W and SW of the coastal bank, it has a least depth of 10.7m. Directions for entering the harbour are as follows: Great attention must be made to the current when approaching the harbour entrance. From a position W of the NW channel, leading lights standing at the head of the bay and in line bearing 083° lead through the channel into the harbour: Front lights situated at 12°25.9'N 069°54.4'W, 4 lights in the form of a diamond; Rear lights, 4 lights in the form of a diamond, 240m from the front lights. This alignment keeps: S of a light (metal Column) standing on the NW entrance point of the channel; and N of a lightbuoy moored 0.08nm WNW of the NW point of the island and on the edge of the bank extending from it then; N of a light, (dolphin) standing 0.05nm ENE of the W point of the island. Directions for leaving harbour: Leading lights standing SE of the exit channel and in line bearing 139° lead towards it: Front light situated at 12° 25.294'N 69° 54.222'W, known as Janet Beacon. Rear light (beacon) 200m from the front light. This alignment keeps: SW of the coastal bank; and NE of a light, (dolphin) close of the SE point of the island fronting the harbour. When close NE of a lightbuoy moored 0.15nm SE of the island and on the edge of the bank extending from it, course is altered S to pass between the front leading light and the lightbuoy.

BA 2193, 1412, 702. Admiralty Pilot NP7A. NP286(7). US 24463. US Sailing Directions No 148 (Caribbean Sea Volume II)

1025.

Reef Berths 1 and 2: Vessels should always berth port side to, using their starboard anchors. Both berths are equipped with doppler traffic systems for measuring a vessel's approach velocity. When the vessel is leaving at a speed of less than 3.7m a minute, the light is always green. Vessels berthing at the Inner Harbour, Outer Harbour, HDS and coke berths shall have an adequate supply of heaving lines available for use. The forward springs are usually the first lines ashore. At the reef berths, head, stern and breast lines are taken to the mooring dolphins by mooring boat, therefore the eyes should be lowered to the water edge. Mooring lines, which do not float, should be kept well slacked down after connected to the hook until the mooring boat has run all other lines to the dolphins.Vessels must be securely moored to the satisfaction of the pilot. No cargo or bunker arms or hoses will be connected until the vessel is securely moored. Moorings on winch drums shall be securely braked off, self tensioning devices are not allowed. Moorings of a different character (wire and fibre) shall not be sent out to the same dolphin or set of hooks/bollards. Moorings shall be monitored and kept taut by the vessel's crew and the vessel maintained in her correct position and in contact with the berth fendering throughout loading/ discharging/ ballasting/ deballasting or bunkering operations. The Berth/Loading Master is fully authorised to stop operations and disconnect cargo/bunker arms if moorings are seen to require attention or if the ship is not kept in position and in contact with the fendering or if the vessel violates any other safe mooring practice. Gangways: It is the vessels responsibility to provide and maintain a safe means of access between ship to shore. At the inner harbour berths vessels must provide, rig and tend a safe gangway or accommodation ladder, normally abaft amidships. The use of a shore hoist, where available, to assist in putting out or taking in a ship gangway is only allowed if the permission of the Berth/Loading Master is given and if an employee is available to operate the hoist. A safety net must always be rigged. At Reef Berths, the shore gangway will be monitored and secured on to vessel's main deck to prevent gangway movement and subsequent damage. Customs, Immigration and terminal personnel will refuse to board a vessel, which does not have a safe means of access with resulting delays to vessel's account. Fibre ropes are not acceptable as an emergency towing off wire. Two vessels cannot be alongside Pier No. 1 (North) and Pier No. 2 (South) at the same time unless one of them has a beam of 16.7m or less.

Pilotage is compulsory and available throughout 24hrs. Pilot boards in the following positions: ..... Use Latitude Longitude Inner Harbour 12° 25.600'N 69° 56.300'W Outer Harbour (Reef Berths) 12° 25.600'N 69° 57.200'W HDS and Petcoke Berth 12° 25.110'N 69° 54.600'W Pilotage is provided by CITGO and is compulsory for all vessels when entering or leaving CITGO Aruba Refinery or mooring therein except for small launches and other craft regularly plying within CITGO Aruba Refinery. Masters of ships anchoring or leaving the reef anchorage may do so without the assistance of a pilot but those unfamiliar with the anchorage are strongly advised to use the services of a pilot prior to anchoring. CITGO does not provide a pilot for anchoring at the outer anchorage. Masters must sign the Pilot's Indemnity Certificate prior to pilotage commencing.

The harbour can be identified by the numerous oil tanks and three conspicuous white chimneys (12° 25.609'N 69° 54.084'W) and, at night by the extensive lighting.

Daylight berthing for vessels over 152.4m. Cargo/ deballasting/ bunker operations may have to be stopped in winds exceeding 30kts. TANKER BERTHS: Day or night movement is possible, with W and E channels at 13.7m, with an approved sailing draught of 12.2m and 11.9m for entering. LOADING OF BULK SULPHUR: When berths in operation, vessels are normally berthed starboard side to berth so that the prevailing wind will carry the sulphur dust away from the vessel's accommodation, therefore ships have to be swung before berthing. As the HDS has a tight turning area of about 304m diameter and is exposed to the prevailing wind, ships should arrive with ample ballast onboard. Tugs are made fast alongside port side and ship should ensure that towing bitts of adequate strength are available and clear of obstructions. If they are not, this should be drawn to the attention of the pilot before entering the HDS channel. Ships should arrive with holds clean and dry. Moorings are taken ashore by heaving line and hand hauled. When berths in operation, the measurement of bulk sulphur loaded at the terminal is carried out by contract inspectors who need the co-operation of the vessel's officers for information on quantities of ballast and bunkers, boiler and drinking water onboard before commencement of loading and at various stages of loading. Draught surveys will be carried out at the end of each load or during loading operations, if necessary. SHIP TO SHIP LIGHTERING OPERATIONS OFF ARUBA: Transferring crude oil from U/VLCC's into MST's and also MST's into U/VLCC's is carried out from time to time off Aruba. All the lightering equipment necessary for this operation including lightering Masters and a rigging crew for supervising and carrying out the operation are available. The equipment, including fenders, is transferred to the MST at the Reef Anchorage or whilst underway in the vicinity after going alongside the vessel whilst underway, the ULCC/VLCC then anchors within the designated area which is bounded by the following co-ordinates. ..... 1. 12°25.0'N 070°22.0'W 2. 12°30.0'N 070°22.0'W 3. 12°30.0'N 070°07.0'W 4. 12°22.0'N 070°04.0'W It is emphasised that MST's ordered to load by lightering from a ULCC/VLCC's off Aruba must arrive with all clean ballast for pumping overside without causing pollution. U/VLCC ordered to back load crude oil from MST's by lightering should arrive with a mean draught of 12.2m for VLCC's and 15.2m for ULCC's. SHIP TO SHIP TRANSFERS AT DOCK: When it becomes necessary to transfer cargo directly from one ship to another via headers or pipelines it is essential that a proper communications system is set up between the vessels so that the receiving ship can regulate the flow of oil it is receiving and stop it when necessary. MAXIMUM ALLOWED PRESSURE AT MANIFOLD: Never exceed the maximum allowable back pressure as indicated below at ship's rail, and make sure the loading rate if fully agreed: Crude and oil product 150psi Butane 175psi Sulphuric acid and caustic soda 100psi Vessels whose cargo and bunker manifolds conform to the OCIMF "Standards for Tanker Manifolds and Associated Equipment" will have no difficulty at CITGO Aruba Refinery. Any vessel, which has a manifold constructed of material other than steel or has valves outboard of the supporting stool must advise by VHF prior arrival so that the manifold can be examined by supervision and suitable precautions taken before and during connecting of arms. Basic requirements of manifolds at CITGO Aruba Refinery are: Vessels for Inner Harbour: Where vessels may be portside or starboard side to berth - all clean, dirty and crude vessels of up to 100,000DWT. 1. Cargo manifold 4 x 10in ASA made of steel. 2. Bunker manifold 1 x 6in ASA made of steel situated abaft of cargo connections. 3. LPG products are handled with a 6in hose, no facility for vapour return. 4. Distance from rail minimum 2.4m, maximum 4.5m. 5. All valves to be inboard of support stool or otherwise supported. 6. Distance apart of manifolds, including bunkers, flange edge to flange edge minimum 36in, maximum 60in. 7. If spill tank under manifold extends more that 30in outboard of connecting flange the arm jacks will have to land on it. 8. Minimum height of lower edge of flange above spill tank (where fitted, or above deck if not fitted) 24in, maximum height 50in. 9. If vessel's connecting flanges are not made of steel maximum allowable unsupported cantilever length of 24in will apply. Terminal supervision should be consulted.

The tidal rise is normally about 0.2m and the maximum rise is about 0.5m. The movement is semidiurnal. The maximum current near the terminal sets W at a rate of 1kts. The W currents found just off Sint Nicolaas Baai and the reef berths can reach a velocity of 3kts during the prevailing NE winds. However, during certain times of the year with variable winds, the current may set vessels to the E. Currents can be unpredictable.

Shipping movements in San Nicolas Bay are monitored by TV.

Tugs are available and their use is compulsory, towline's are provided by tugs. Ship's Master must sign the tug's indemnity Certificate presented by the Pilot on boarding before tugs are made fast. Communications between ships and tugs during manoeuvring is normally conducted on VHF Ch 8, in English. In case of a loss of VHF contact, vessels should use their whistle.

Winds slightly S of E usually prevail and, if strong, affect the manoeuvring of vessels in the vicinity of the quay. The wind usually diminishes before dawn and the first hours of daylight are the most favourable for entering. Vessels enter and depart 24hrs. However, under favourable circumstances, the manoeuvring time will be shorter and therefore early morning berthing is desirable.

SINT NICOLAAS 12°25.76'N 69°54.50'W UNCTAD LOCODE: AW SNL ________________________________________________________________________________

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..... Pilots: VHF Ch: 16. Callsign: "Sint Nicolaas Pilot Station" (Hours - when a vessel is expected) Port: VHF Ch: 16, 08. Callsign: "Coastal Marine" Terminals: VHF Ch: 16, 08. Tel: +297 589 4202, +297 589 8131. +297 589 4384, +297 589 8450. Tugs: VHF Ch: 08.

Contact agent.

..... On arrival vessel's to have ready and present either original or copy of the following documents to the CITGO Aruba Refinery representative: For discharges: Complete set of consignee/receivers documents, to include: 1. Cargo Inspectors Reports 2. Cargo Analysis 3. OBQ and Ullage Reports 4. Bunker Survey 5. VEF and Statement of Facts/Time Log etc. Customs: 1. Last Port Clearance 2. Crew Effects List 3. Ship Stores Declaration 4. Ship Particulars (including owners full style) 5. Crew List Immigration: 1. Crew List (3 copies) Agent: 1. Crew List For all vessels: 1. Most recent edition of Vessel Particular Questionnaire (OCIMF) 2. Ballast Water Reporting Form (IMO Res A 868 (20)) 3. TVE (USCG) or LOC which ever applicable.

Vessel's ETA must be advised 72, 48 and 24 hours prior to arrival via Agent. A portable VHF radio will be provided on arrival by the Loading Master for use during operations. If passage from last port is less than 24 hours, ETA should be advised to Coastal Marine on VHF when within range. If a vessel has received damage and/or is leaking oil this must be advised in the ETA advice so that the ship can be before entering the port. All vessels scheduled to load or discharge should, at least 48 hours prior to arrival, radio, fax, email or telex the pre arrival questionnaire to CITGO Aruba Refinery, attention Marine Dispatcher through vessel's agent. If passage from last port is less than 24 hours this information should be transmitted to CITGO via VHF as soon as in range. PRE-ARRIVAL QUESTIONNAIRE: For all products and crude vessel's loading and discharging at Inner Harbours and Reef Berths, and for vessel's lifting bunkers only. All vessels are required to submit the following information, via their Agents. All questions should be answered, inserting 'N/A' to those questions that are not applicable. (These requirements may change, subject to change of Refinery operator and berth ownership): ..... 1. Vessel's name and callsign 2. Vessel's ETA at Pilot Station 3. Nationality and Class Society 4. Previous names 5. Type of vessel 6. a. GT b. NT c. SDWT d. LOA e. Distance BCM f. Moulded beam g. Moulded depth h. Summer draught i. TPC 7. Arrival and estimated sailing draughts (SW/FW) 8. a. Is vessel ready to load/discharge upon arrival? b. If applicable, is vessel capable of loading or discharging more than one grade simultaneously and maximum loading or discharging rates for each grade? c. For vessels arriving for discharge; Number of tanks with cargo for discharge. d. Method of sampling (closed or open hatch). 9. Number size and product line given from forward to aft of vessel's manifold connections, also include number/size of reducers available onboard. Distance between manifolds. 10. Maximum height from waterline to manifold during load or discharge. 11. a. Is vessel fitted with operational IG system? b. Date filters last changed. 12. For loading, if applicable: Time required to inert tanks prior to loading. 13. Type of: a. Tank coatings b. Heating coils, if any. 14. Type and quantity of transit cargo, if any. 15. Last three cargoes carried (state last cargo first). 16. If applicable, what type of tank cleaning performed by vessel, for present cargo. 17. Type of ballast onboard, SB/CB etc, and can vessel ballast/deballast concurrently with load/discharge operations, if not state time required for it. Does vessel comply with IMO Res A. 868 (20). 18. Type and quantity of slops, if any. 19. Can vessel discharge slops concurrently with load/discharge. Distance bows to slops manifold. 20. If applicable, quantity and grades of bunker requirement. Size and distance bow to bunker manifold. 21. Is vessel familiar with latest version of Valero (now CITGO) Aruba's "Jetty Regulations and Port Information". 22. Are the vessel's steering and propulsion systems operational and in good working order. 23. Does vessel have any defects/non-conformities which may affect safe and efficient cargo or manoeuvring operations. 24. Vessel's ISM/SMC Certification date and certifying authority. 25. Does vessel have ISO 9002/14001 accreditation? All vessels calling at CITGO Aruba Refinery, please note: 1. Pilot Station is located 12° 25.600'N 69° 56.300'W, for the Inner Harbour and 12° 25.600'N 69° 57.200'W for Outer Harbour. 2. Vessels berthing at Inner Harbour are required to use vessel's own gangway/accommodation ladder. Please have appropriate means of access ready for use on arrival. 3. CITGO Aruba Refinery does not accept slops without prior co-ordination. Contact vessel agent for details. 4. Vessels with bunker requirements must co-ordinate in advance.

Contact agent.

No vessel shall enter CITGO Aruba Refinery berths including the Reef Anchorage, without first obtaining the permission of the Oil Movement Manager, Marine Manager or his authorised deputy. Loaded and ballast draught requirements: For safe handling of tankers in all normal weather conditions and at all CITGO Aruba Refinery berths the following minimum draughts are recommended: ..... DWT Draught forward (m) Draught aft (m) 10,000-20,000 2.4 5.4 20,000-30,000 3.0 6.0 30,000-40,000 4.2 6.7 40,000-50,000 4.2 7.3 50,000-90,000 4.8 7.9 Note: Vessels arriving or sailing with part cargo only are also recommended to conform to the above minimum draught and maximum of 3.0m trim by the stern. In special circumstances and in very good weather conditions it may be possible to safely handle vessels with less draught and/or a different trim than that recommended above. In these cases Masters should consult with the duty Marine Dispatcher. Bow to centre of manifold restrictions at finger piers: Due to the position of the loading arm structures and the angle of the piers with the shoreline each side of each finger pier has a different limitation. All vessels using the inner harbour (which could be any vessel under 100,000DWT) must advise their accurately measured horizontal distance from extreme bow (including the bulb bow) to the centre of their manifold connections so that each vessel is allocated a berth with sufficient length of deep water forward of the loading arms. State of readiness of vessels alongside: No repairs or underwater hull cleaning/inspection etc, which will make the vessel unable to move under its own power, may be commenced without the written consent of the Oil Movements and Marine Managers or his authorised deputy. In general, such consent will be refused as, for the safety of the port it is essential that ships maintain their propulsion, steering and other equipment required for unmooring and manoeuvring, remaining fully operational throughout their stay alongside. In case where, through Force Majeure, a vessel becomes immobilised whilst alongside, the Master must immediately advise the berth Loading Master and terminal of the facts so that a decision may be made on the advisability of continuing with cargo operations and so that special precautions can be taken. Wharfage: If a vessel exceeds normal turnaround time due to inefficient ship operations wharfage will be levied. Ships fire fighting equipment: The ship's fire main should, where practicable, remain fully pressurised and ready for use with fire monitors trained on the cargo manifold area and other vulnerable locations during the entire ship's stay alongside. Insert gas systems: All vessels having an inert gas plant (IGP) must, before entry into CITGO Aruba Refinery berths, confirm that the IGP is working correctly. Positive pressure should be maintained on all tanks with the oxygen content of the inert gas being less than 8% by volume. If the IGP is not operable, discharge will not be allowed and if during discharge of cargo or ballast the IGP fails, the discharge must be stopped until the plant is operational. It is important that inerted vessels do not attempt to discharge cargo or ballast if their inert gas system if not functional or able to keep positive pressure on all tanks with less than 8% oxygen. Tanks will always be inspected with lids open except those designated for low flash cargoes and which may not therefore, be gas free. Repair permits: All work performed on a vessel alongside CITGO Aruba Refinery terminal by shore contractors must be with the permission of Supervision (Dock Coordinator and/or Oil Movement & Shipping Shift Supervisor). Depending on the type of work needed a hot work permit or cold work permit will be issued. These permits are valid for 8 hours only and must be renewed if work continues beyond an 8 hour period. Crew access: The crew members of vessels at berths in the inner harbour are allowed to walk on clearly defined routes between the vessel and the main gate. At the HSD/Coke and Reef Berths crew members are not allowed to walk between the vessel and the main gate so the Master must make transportation arrangements through their agent. Fire alarm: The terminal fire alarm is situated on the top of the Oil Movement Control Centre at the shore end of Pier No. 3 (North). The general fire alarm, which will be sounded in the event of a fire involving CITGO Aruba Refinery or any vessel or other craft at the terminal will be 8 short blasts on the fire siren repeated 3 times. The terminal fire alarm will be tested on the first Monday of each month at 1100hrs. All vessels in the harbour will be notified beforehand. On hearing the terminal fire alarm or being otherwise advised of a fire at the terminal, a vessel not involved in the fire should shut down all cargo, bunker and ballast operations, bring fire fighting equipment to a state of readiness and make engines, steering gear and unmooring equipment ready for immediate use. Depending on the location and seriousness of the fire, the terminal fire fighting controller may decide to drain the cargo and/or bunker arms of hoses connected to your vessel and disconnect. Unless in extreme emergency, the vessel's crew should not attempt to disconnect the arms or hoses without the presence of a terminal representative. The vessel's crew should remain in readiness to sail or act as requested. Dry Certificates: Supervisors will not sign Dry Certificates on presentation but they are instructed to endorse them with observations of any free water or previous cargo seen and to the effect that the contents of the pipelines are unknown. CITGO does not accept any liability as to the actual condition of the cargo tanks inspection.

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Notice of readiness will be signed 'for receipt only' by the Oil Movement and Shipping Loading Master after inspection and calculations are completed and the vessel is in all respects ready to load or discharge.