Guamare (BRGUA)

The port operates in receiving petroleum (crude oil) from the mooring area to the onshore tanks, located in the muncipality of Guamare. Petroleum may also be received through the offshore production fields and independent producers via a truck unloading platform. The port also operates with the importation and exportation of clean products (Naphtha and Diesel) via the two mooring areas. The monthly movement of liquid cargo from the terminal is approx 700,000mі. Guamare Oil Terminal comprises of thirteen onshore storage tanks of 260,000mі and two CBM mooring areas: Ubarana Heavy Oil Mooring Area and the Ubarana Light Oil Mooring Area.

Guamare Oil Terminal is located approx 30km offshore in an open area approx 11nm N of Galinhos Lighthouse, Brazil.

Max offshore LOA 280m, BCM 132.20m, draught 14.0m and 158,081DWT

The majority of the area to the N and NW of the Urabana Heavy Oil Mooring Area is good for anchorage as the bottom offers good tension (sand and gravel). Starting from the Signal Buoy (04° 52.050'S., 36° 22.167'W), one can anchor at any distance to the W or NW of it. However, it is recommended to anchor as close as possible to the Mooring Area. It is advised to avoid anchoring to the S of the two mooring areas due to the presence of submarine pipelines and high bottoms not marked on navigational charts. Urabana Light Oil Mooring Area - all the area to the N is good for anchoring, since the bottom also offers good tension (sand and gravel). It is important that the Urca do Tubarao located to the NW is avoided. Suggested coordinates for the anchorage areas are detailed below: ..... Point Latitude Longitude Urabana Heavy Oil Mooring Area: 1. 04° 50.000'S 36° 24.000'W 2. 04° 50.000'S 36° 20.000'W 3. 04° 51.000'S 36° 24.000'W 4. 04° 51.000'S 36° 20.000'W Urabana Light Oil Mooring Area: 1. 04° 48.000'S 36° 27.000'W 2. 04° 48.000'S 36° 29.000'W 3. 04° 49.000'S 36° 27.000'W 4. 04° 49.000'S 36° 29.000'W It has been advised that whilst in anchorage, all crew must be kept on Travel Duty in the event of emergency manoeuvres.

Since the terminal is located offshore, it can be accessed from almost any direction from seawards. Approaching Cab Calcanhar, vessels coming from the S may obtain safe radar positions from the Racon on platform Agulha II (PAG-2) in position 04°52.29'S., 036°16.12'W, located 6nm E of the Heavy Oil Mooring Area. Approaching from the N, vessels may do so in the same manner. Vessels must take into consideration to avoid Urca do Tubarao which is located approx 5nm W of the Heavy Oil Mooring Area and 10nm NW of the Light Oil Mooring Area. Vessels should not navigate in an area S of the mooring system on account of submarine pipelines not shown on charts. In the event that a vessel must approach the Heavy Oil Mooring Area from the S, then it is recommended that cable stoppers are used on the anchors due to the fact that the vessel will pass over the 26" oil pipeline. Attention must be made whilst approaching the Light Oil Mooring Area during the night. A signal buoy (04° 52.03'S., 36° 22.10'W) with radar reflector and reach of 5nm, has a white light which flashes white for 0.3s and is hidden for 2.7s. Further attention must be made as isolated danger buoys are located on the approach to the Lighted Oil Mooring Area. The buoys located in positions 04° 55.65'S., 36°27.25'W and 04° 50.8'S., 36°27.44'W mark a high bottom of 8m as well as the Urca do Tubarao. The PUB-1 platform (04° 54.56'S., 36°20.22'W) is used as a point of reference for the N approach to the Light Oil Mooring Area. Approach from the S is not advised due to the aforementioned high bottom. A standby buoy (04° 49'S., 36°30'W) marks the entrance to the Light Oil Mooring Area from the navigation channel. It is used as a reference point for the start of the channel and the anchorage area. On departure from the port, it is suggested that a course is set between 000° and 030° to proceed along a natural channel with a depth of 16.0m at spring tides. .

Brazilian charts 700 and 720; BA 3955. Admiralty Pilot NP5, NP286(7). No nautical charts, sailing directions or other publications are provided by the terminal nor available in Guamare or in Natal. They may, however, be obtained by the ship's agent or Fronape if requested in advance.

Berthing order: Preference for berthing is given in accordance with vessels' arrival sequence, unless otherwise stated by DETRAN/DICOP, or in case of a particular situation arising when priority will be decided by the terminal. The mooring cables must reach the hasps of the most distant buoys at approx 400m. All cables must be kept under adequate tension during the operation, automatic tensioning is not permitted. Synthetic mooring ropes or wire cable must be sent to the buoys, on average 10 ropes will be sent to the mooring buoys always from the stern. The first lines to be dispatched must be shackled one to another, in order to ease the mooring work. The mooring master will advise the vessel on mooring/unmooring manoeuvres, supervise the tasks of connection/disconnection of the hose lines and monitor the weather/environmental conditions during the operations. As well as the mooring master, an offshore team shall board the vessel and will perform the connection/disconnection of the hose lines. Daytime berthing is only permitted at the port. In the event that a vessel arrives at the port during the night, the vessel must anchor and contact the terminal via VHF to find out the timings of the mooring master in order to board the following day. Heavy Oil Mooring Area: The max suggested draught upon arrival is 12m and then 14m upon departure. The max depth at high tide is 22m and 17m at low tide. Light Oil Mooring Area: The max suggested draught is 9m. The max depth at high tide is 20m and 15m at low tide. Vessels must provide a rope ladder sufficiently long enough to reach the barge of the terminal and positioned by the gangway ladder. This is important so that those who are boarding the vessel over to the latter after climbing 2 or 3m. For the Heavy Oil Mooring Area all vessels moored must have the following configuration: 2 anchors with approx 8 shackles and moored with 2 cables (fibre/steel) on each of the 5 buoys in the area. For the Light Oil Mooring Area all vessels moored must have the following configuration: 2 anchors with approx 7 shackles and moored with 2 cables (fibre) on each of the 4 buoys in the area. For both mooring areas, as soon as the second anchor is lowered, the first mooring cables can be delivered to the barge. This will in turn clinch them to the windward side of the mooring buoys and will be able to be dictated by the mooring master.

There are no pilots at Guamare. All manoeuvres are to be performed by the vessel's master always assisted by a mooring master, from the terminal, who will board in the anchorage area. All services rendered by the mooring master are free on condition that Petrobras will not be held liable for any damage caused by advice and assistance given by the mooring master. If the vessel's master chooses not to follow and observe the instructions of the mooring master in order to preserve the safety of his ship, he must advise Capitao dos Portos do Estado do Rio Grande do Norte via the terminal. Mooring master boards during daylight only at the anchorage, a circular area of radius 1nm centred on position 04°51.08'S., 036°23.00'W. Pilot ladder: The master will be advised as to what position the pilot ladder or combination pilot ladder/accommodation ladder should be rigged. The vessel must shade on the side where the ladder is lowered. Any special conditions must be communicated to the mooring master in regards to any deficiencies in the navigation equipment, tow-ropes, reel, winch, or lack of other necessary supplies which may place the tasks of mooring, connection, etc. In the event that the mooring master is not duly satisfied then they will report any unsatisfactory operational conditions to the manager of the terminal, who may reject the NT for future cargoes unless the deficiencies pointed out are resolved.

The maritime authority is obligated to meet the pertinent Standards and Laws. The mooring areas of the port are in open sea and outside the port area, therefore are subject to the maritime authority. When the mooring areas are in operation, it is considered a restricted area, and when they are not, a public one, in accordance with the Public Port Safety Plan (PSPP) in compliance with the ISPS Code.

To the N of the multi-buoy system is a light buoy, Fl Y 3s. It is located in position 04°52.05'S., 036°22.17'W. Additional navigational aids for the approach include the signal buoys for both mooring areas. The fixed platforms: ..... Plataforma de Ubarana II (PUB II) 04°55.46'S 036°20.21'W Plataforma de Ubarana III (PUB III) 04°55.22'S 036°22.30'W Plataforma de Ubarana IV (PUB IV) 04°54.31'S 036°24.42'W PUOB-1 04°53.06'S 036°24.01'W

In the event of a vessel arriving in the afternoon and manoeuvrability being difficult, the vessel will have to anchor until the following morning. Unmooring during the hours of darkness is not permitted unless in an emergency and with tug assistance. In the event of adverse weather conditions, the mooring master and captain of the vessel will decide together on the safest time to carry out the mooring manoeuvre in the mooring area. For navigation to the terminal caution must be made to Urca do Tubarao, located approx 5nm W of the Heavy Oil Mooring Area and 5.2nm NW of the Light Oil Mooring Area. A risk whilst undertaking cargo operations at the port include wind speeds that exceed 30kts and vessels approaching the port with the final bearing greater than true 100°. This is due to the fact that ENE'ly winds with intensity can also reach speeds of 30kts. During the rainy season (Feb-Jun) winds decrease in intensity and as a result may form clouds of hydrocarbons. In this instance all those involved on deck must wear a gas mask, if the vessel has not been rendered inert.

Currents: Due to tidal flow imbalance in the ocean stream, currents in the multi-buoy mooring area are almost due to tidal motion, often attaining a rate of 3kts. A strong surfact current has been observed and as a result can make manoeuvres difficult. Waves in the area result from the prevailing wind. SE'ly winds will result in medium height of the waves is 1.5m. E'ly and NE'ly winds create surges up to 3.0m. NE'ly swells of up to 2.0m in height are occasional. MHWS; 1.8m, MHWN; 0.6m.

Due to the fact it is an offshore terminal, the local control is exercised by Petrobras Transporte, but the control of external traffic is exercised by the Navy of Brazil. The 3rd Naval District will communicate with the internal safety sector of Petrobras.

The use of tugs are conditional upon the evaluation of the Mooring Master together with the vessel. Acceptance may depend on the meteorological conditions. Vessels must provide tow-ropes in good conditions for use.

At most times throughout the year meteorological conditions are favourable for tanker operations. Wind: Main winds SE'ly, E'ly and ENE'ly depending on the season. From Mar to Aug the prevailing wind are SE'ly (130°-160°), its intensity is moderate to strong. From Aug to mid Oct E'ly moderate winds prevail. From Oct to Mar mainly NE'ly winds (050°-070°). It is strong from noon to daybreak at which time it veers E'ly to SE'ly and remains weak until the next day. Rain: The annual average rainfall is 408mm with the period from Mar to mid Aug known as the rainy season. The annual relative humidity is approx 87%. Temperature: The mean annual temperature is 27°C and varies from 22°C (min) to 34°C (max). Atmospheric pressure: The mean annual atmospheric pressure is 1014mb. Visibility: Excellent and generally 10nm in daylight which reduces during the rainy season. Cloudiness occurs during Jan-June, however has little effect to visibility. There are no meteorological stations in the area but data can be obtained from PPR or PWZ radio.

GUAMARЙ OIL TERMINAL 4°52.45'S 36°16.22'W UNCTAD LOCODE: BR GUA ________________________________________________________________________________ ___________

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Port Authority contact info Telephone: +84 3201 9630 VHF: Ch 16 Tugs contact info Telephone: +84 3235 5079 Operations - Guamare Oil Terminal contact info Telephone: +84 3235 5216 Facsimile: +84 2235 5327 VHF: Ch 13 Supervision - Guamare Oil Terminal contact info Telephone: +84 3235 5401 Facsimile: +84 3235 5327 Port Facilities Security Officer contact info Telephone: +84 3235 5236; +84 9974-7860 (cellular) Facsimile: +84 3235 5327 VHF: Ch 16, 13

Cargo Manifest: Issued by Fronape in Nata city. Vessels proceeding from abroad will be subject to health and customs authorities visit. The following documents are required on arrival: ..... Document Copies 1. Last Port Clearance - 2. Crew List 3 3. Crew Personal Effects List 3 4. Stores List (deck, engine and cabin) 3 Information of the Vessel for the Terminal: ..... 1. Name of Vessel 2. ETA 3. Flag 4. Name of Captain 5. Shipowners 6. Last Port 7. Next Port 8. Agents 9. Whether the vessel has an inert gas system and oxygen content 10. Vessel particulars: a. LOA b. Length between Perpendiculars c. Beam d. Draught on arrival e. Draught on departure f. Max draught during transfer g. Number of engines h. Number of propellers i. Transverse Propulsion: Bow (No. & power), Stern (No. & power) 11. Tugs required 12. Number & Size of the Manifold Flanges j. Load k. Ballast l. Bunker m. Distances n. Bow to Manifold o. Side to Manifold p. Height of Manifold to Main Deck Cargo Scheduling: 13. Assignment: q. Type & quantity Unloading ballast to sea: r. Quantity s. Estimated Time Unloading slop / ballast to land: t. Quantity u. Estimated Time ..... Information exchanged before transfer of cargo: 1. Name of Vessel 2. Number of the trip 3. Date of mooring 4. Contract data: a. No. of pumps onboard b. Volumetric capacity 98% c. Guaranteed pressure upon unloading (When it is an unloading operation) d. Ballasting/Unballasting capacity simultaneous with loading/unloading 5. Information about the trip: e. Type of charter (VCP,TCP,COA,etc) f. Type of trip (Cabotage/Long Course) g. Ports or locations of origin and destination 6. Vessel requested loading 7. Means of communication between vessel and terminal 8. Information about the load: h. Product i. Quantity j. Temperature k. API 9. SLOP: l. Quantity m. Temperature 10. API: n. Fluidity o. Origin p. Contaminants 11. Ballast q. Dirty Ballast (Quantity, Temperature) r. Segregated Ballast (Quantity) 12. Information about the operation: s. For unloading: Will the vessel conduct a special operation? (COW, Inertization, etc.), time planned for the special operation, time needed to stop the pumps t. For loading: Advance time for notice of TOP, flow for period of TOP, quantity of ballast to be unloaded, maximum flow permitted for unballasting, restrictions regarding the electrostatic properties, restrictions regarding use of valves which close automatically 13. Conditions of the Ship / Terminal For loading/unloading operation per product, Ship – Pressure, Flow, temperature (Max. and Min.), terminal – pressure, flow, temperature (Max. and Min.) 14. Sequency of operations per product 15. Quantity to be loaded/unloaded 16. Tanks of Origin/Destination 17. Onboard / land lines 18. Loading arms / hoses used 19. Expected start and end of the operation

Vessels bound for the terminal must advise ETA 72 and 48hrs in advance to the respective Agent and the terminal. Alteration or confirmation of ETA must be communicated at least 24hrs in advance. ETA must specify whether the time mentioned is local or UTC. When vessels are 43nm from the terminal, contact may be made on VHF Ch16. The terminal monitors this frequency 24hrs a day.

The national flag and "B" flag must be flown from Brazilian and foreign vessels' foremasts from 0800hrs to sunset during the vessel's stay in port.

Engine readiness: As Guamare is an offshore terminal, all tankers must keep their engines in constant readiness in order to depart the berth at short notice. Clearances/Inspection of tanks: Measurements of all tanks and vessel will be carried out. If necessary an internal tank inspection will also be carried out. In the event that an internal tank inspection is needed then the vessel must arrive with the tanks degasified and in “free for man” condition. Berthing acceptance: The terminal may refuse for berthing and loading any tanker with unsuitable or inadequate equipment for berthing. Soot Blowing: It is strictly prohibited to blow soot or clean the boiler pipes whilst the ship is moored within the port. Failure to comply will result in one or more sanctions. Mooring Master: The mooring master will board during daylight in the anchorage area and will help the vessel's master in weighing anchor, approach the terminal, complete mooring and connect hoses, etc. He will stay onboard during loading operations. Hose connection: Vessel to provide the intakes, install reductions and load connections to enable the coupling with the loading hoses. Land personnel perform the connection/disconnection of the hoses, whilst personnel aboard will handles the winches and boom cranes. Once the loading hose is connected, a test will be completed to check the tightness. An onboard representative will monitor the operation and will be near the cargo intake. Vessels on arrival should have manifolds prepared to connect to tanker rail hose. Hose handlers boarded by the terminal will be under the order(s) of the mooring master regarding the lifting of the submarine hose line and its tight connection to tanker's manifold.Vessel Loading: In the event that a vessel needs to stop loading/unloading, this must be requested. While and before loading, vessels are asked to accomplish the following: ..... 1. Loading operation can not be started without previous permission from the terminal and the ship 2. The maximum pressure and receiving rate stated by the ship (if lower than tile terminal capacity) is to be maintained 3. While loading the vessel, constant care should be taken of the manifold. in order to verify any abnormality 4. The vessel should inform the terminal of stock and charge rates every 2 hours 5. Topping off signal is to be sounded by the vessel who should notify terminal personnel 5 minutes in advance. 6. Mooring ropes and anchoring lines should be constantly inspected by the ship's officer and must be equally tightened. Drainage: Once the cargo operations have completed, the drainage part of the loading hose will be started so as to make it feasible to disconnect. Vessels must arrange for the drainage of the onboard section. In spite of loading and hose disconnection by night, vessels are not allowed to carry out unmooring task at night, unless in emergency situation. Loading/unloading will be suspended under the following circumstances: ..... 1. Adverse weather conditions (Storms, thunderstorms and strong winds. 2. Any breach of the Port's rules and standards concerning safety. 3. Vessel's captain deems that operations on land are not done in a safe manner. Prior notice to the terminal must be given in this instance. 4. Any emergency situation. Emergency Plan: The PRE (Plan for Response to Emergency) is in place for any emergency within the port limits and facilities of the Guamare Oil Terminal. It is worth noting that in the event of an emergency, moored vessels must keep the emergency tow cable available to be used.

Demurrage: Aiming at contributing to the vessel's operational economy, Masters are asked to co-operate with representatives of the terminal in all attempts to lower demurrage. Whatever delay is considered as unnecessary or extensive must be reported to the mooring master who will contact the shift supervisor in order to provide corrective measures. Ships will be moored, preferably, in the morning between 0600hrs and 1100hrs making best use of the prevailing conditions. Tankers, who exceed the deballasting time fixed in the charter party, will be subject to claim and demurrage debt.