Agioi Theodoroi (GRAGT)

The facility, which is located W of Pachi, comprises a deep water tanker terminal handling crude oil and refinery products.

Summer.

Agioi Theodoroi is situated in Elefsis Bay in the Saronikos Gulf.

LOA 329.99m, beam 60m, draught 21.95m, 320,916DWT.

Approx 12,000,000t of cargo handled annually.

Waiting anchorage: There is reasonable safe anchorage approx 0.5nm off the outer jetty located N of parallel 37°54'N and between meridian 023°03.4'E and 023°07'E. The anchorage depth is approx 36m in the northern limits and 73m in the southern limits. Tankers waiting for a berth may anchor, for periods not exceeding 10 days. The holding ground is uncertain, and caution is necessary during strong winds.

BA 1657. Admiralty Pilot NP48, NP286(3).

There is a local coastguard station very close to the marine terminal.

1028.

Mooring lines: Vessel mooring should be accomplished with ropes. For additional security, wires may be used. Fibre tails on the ends of mooring wires can provide sufficient elasticity to prevent failure of wires. Tails length should not exceed one third of the distance between the ship's wide chock and the shore mooring bollard. The mooring lines used to secure the vessel should preferably all be of the same materials and construction. Ropes of different elasticity should never be used together in the same direction. It is the responsibility of the vessel to ensure that all mooring lines are kept tight. The vessel should maintain contact with the fenders and mooring lines to jetty should not be slackened if the vessel lying off the fenders. Constant tension winches must be set on manual brake. Loading Masters and Safety Officers will constantly check vessel's mooring lines and they may at any time request that lines be heaved tighter or slackened off as circumstances way warrant. Anchors not in use should be properly secured. Gangways: Means of access should be placed as close as possible to crew accommodation and as far away as possible from the manifold. A safe and suitable gangway must be rigged from the vessel to the jetty, along with one inboard hanging ladder or steps from the gangway to the deck of the vessel. It is compulsory that a safety net must be rigged under the gangway. A lifebuoy of 27m of rope and a self activating lamp must be placed on the vicinity of the gangway for emergency use. It is the responsibility of the vessel personnel to provide and maintain this equipment as well as to retain the gangway in its proper position at all times. The use of jack ladders, pilot ladders and other similar means for boarding vessels is prohibited since Port Authorities will not board the vessel except by means of a safe gangway, and in order to avoid delays after berthing, it is recommended that Master prepare the gangways before arriving at harbour. The use of an accommodation ladder is unsafe due to the structure of the jetties, and it may only be used from the outboard side in the event of an emergency. Note: See "Port Information and Regulations", ship's master has a copy.

Compulsory for all vessels, including all LPG vessels. Pilotage is not compulsory for small Greek flag vessels serving the domestic market. The pilot boards 1nm SE of the terminal, in position 37°53.7'N 023°06.0'E.

Area N of parallel 37°54.0'N and between meridian 023°03.4'E and 023°07.0'E.

A light (white metal framework tower) is exhibited at the E end of the terminal, and a similar light is exhibited at the W end. Lights are also exhibited at the head of the pier, at the heads of the jetties, and on one permanent buoy.

Dangerous Area: The jetties and surrounding area has been declared a Dangerous Zone, the use of naked lights and open flames, fire and smoking are strictly prohibited.

Range 0.4m with respect to the Mean Sea Level. An additional deviation of approx 0.5m from the predicted levels can also occur in case of extreme meteorological condition. Larger tide fluctuations are exceptional.

Normally 5 tugs on duty, maximum 6 tugs available. During vessel loading/unloading operations, tugs of suitable horsepower and with fire fighting capabilities are standing by in order to assist in the event of fire or evacuation from the berth.

Prevailing winds: NW'ly.

БGIOS THEУDOROI TERMINAL 37°54.94'N 23°05.21'E UNCTAD LOCODE: GR AGT ________________________________________________________________________________ ___________

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Olympia Radio ("SVA") received distress or urgent messages and public communication (working channel). Watch frequencies: MF 2182, 2187.5kHz. HF 4207.5kHz, 6312kHz, 8414.5kHz, 12577kHz, 16804.5kHz. VHF: Terminal and Pilots: Motor Oil Marine Terminal: Ch 10. Tel: +30 274 104 8602. Fax: +30 274 104 8255. Email: motoroil.refinery@moh.gr. Available throughout 24 hours.

Contact the agent.

..... Port authorities (one copy of each): 1. Ship Pre-Arrival Security Information Form 2. IMO Crew List 3. Notification of Ship Generated Waste 4. Ship's particulars 5. Training certificates 6. Master's Health Declaration 7. Master's Declaration concerning disposal of any slops and bunkers, if any. 8. RLM Form (state form) declaring all crew onboard on arrival 9. No Stowaways declaration 10. Load Line Certificate. Customs authorities (two copies of each): 1. Ship's Stores List Declaration 2. Officer's and Crew's Personal Effects Declaration 3. Master's Declaration that all electrical items, not sealed, and other goods will remain onboard. 4. Master's Declaration for bunkers and cargo onboard. Special forms exist for all documents but apply only to liner vessels. These are delivered onboard on arrival.

Initial ETA to be sent to vessel's agent on departure from last port. Additional ETA's to be sent 72, 48, 24 and 12 hours prior to arrival to the vessel's agent. One hour prior to arrival, port authorities, pilot and agents should be contacted by VHF giving exact time of arrival. The ETA message should include: Ship's particulars, cargo information, dangerous cargo (if any onboard, with details), health condition and stowaway details (if any).

PORT REGULATIONS: Personnel Onboard: A responsible ship's officer must be on watch and adequate crew available at all times, in order to respond to any emergency as well as provide for shifting of the vessel. Painting and Scaling: Chipping, scaling and painting are strictly prohibited alongside any of the jetties as well as when the vessel is at roads (Port Police regulation). Stores Delivery: Provisions, spare parts or stores of any kind shall not be loaded from or discharged into the jetty. Such items may be handled having a tug from the off-shore side of the vessel, but always at vessels risk. Vehicles: No vehicles are permitted on the jetties, except those absolutely essential for the maintenance and operation of the installation. Any vehicle entering the port area must be equipped with an exhaust gas flame arrestor. Gas Freeing: Gas freeing is not permitted while the vessel is alongside the jetty. Precautions Against Pollution: The ship's Master is responsible for ensuring that no overboard spillage of oil (cargo bunkers or bilge), or dirty ballast occurs whilst the vessel is in the area. Drip pans should be used, especially when disconnecting hoses, in order to prevent spillage overboard. Saw dust and other materials essential for clean up of any oil spillage on deck, should be available on deck for immediate use. LOADING-DISCHARGING REGULATIONS: Scuppers: Prior to the commencement of any loading/discharging operation, all deck scuppers shall be made oil tight. Accumulations of water should be drained periodically and scupper plugs replaced immediately after the water has been run off. Oily water should be transferred to a slop tank or other suitable receptacle. Supervision: It is imperative that a responsible ship's Officer be on deck throughout cargo operations. In the event of non compliance, the Loading Master has full authority to stop cargo operations. At the start of, and during cargo handling frequent checks should be made by the responsible officer to confirm that cargo is only entering or leaving the designated cargo tanks and that there is no escape of cargo into pump rooms or cofferdams, or through sea and overboard discharge valves. Sea Valves, Stern Cargo Lines: Cargo System sea and overboard discharge valves must be kept closed and sealed while the vessel is alongside to load or discharge. Breaking of seals in order to load ballast will only be permitted, after obtaining the approval of the Loading Master. At the start of and at regular intervals throughout loading, discharging, ballasting and tank washing, a watch should be kept to ensure that oil is not escaping through sea valves. Stern or other cargo or bunker lines, not in use, should be blanked to prevent leakage. Pump Room Precautions: Flooding of pump rooms can create a serious hazard. The pump room should be inspected whenever loading, discharging or handling of ballast commences, and also at regular intervals during such operations. Loading through or pressurisation of pump room pipelines should be avoided. Throughout cargo handling operations the pump room ventilation system must be in continuous operation. Emergency Shut Down Signal: The emergency stopping of loading or discharging operations may be effected by a continuous sounding of the ship's whistle. This signal stops all loading or discharging operations of all ships in the area. Overflows: Every precaution must be taken to guard against overflowing cargo and bunker tanks. In the event such an overflow occurs, loading or bunkering operations will be immediately suspended, and remain so until resumption of operations is authorised by the Loading Master. Cargo or bunker tanks which have been topped up should be checked frequently during the remaining loading operations to avoid an overflow. Vessel's Oil Flow: Vessels should not close valves and stop or reduce the flow wholly or partially of oil being loaded without prior notification to the Loading Master's office. Failure to follow this precaution will result in the vessel being held liable for any resulting damage to the installation. Where possible the completion of loading should be done by gravity, and always, shore control valves should be closed before the ship's valves. Incomplete Loading: If for any reason the vessel is unable to accommodate the agreed cargo quantity, the Master should notify the Loading Master at least one hour prior to completion of loading. Loading Overall: Overall loading of cargo is not permitted. All loading operations will be accomplished only through loading hoses connected to the vessel's manifolds. Communications: To ensure the safe control of cargo operations at all times it is the responsibility of both parties to establish, agree and maintain a reliable communication system which should be tested before loading or discharging commences. The telephone, portable VHF/UHF and radio telephone systems should comply with the appropriate safety requirements. Communication between the responsible officer on duty and the responsible Loading Master ashore should be maintained in the most efficient way. If the vessel, for any reason, fails to communicate with the control room by pre agreed means such as VHF, loading/discharging operations shall cease immediately and not resume until agreed communications have been re-established. Leakage: If, during loading/discharging of oil, leakage is observed from pipe work, connections, etc., the operation must be stopped until the cause has been ascertained and the defect remedied. If the oil leakage from a vessel is such as to constitute, at the sole discretion of the Loading Master, a safety or pollution hazard, the vessel may be directed to depart from the terminal limits. Loading/discharging operations will be resumed only if repairs have been effected to the sole satisfaction of the Dock Master. Vessels having been reported to be leaking during loading/discharging operations, shall not be accepted for subsequent loading/discharging unless sufficient verification is presented to certify that repairs have been completed to the satisfaction of Lloyds or any other recognised surveyor. Discharge Pressure: Maximum permitted pressure at ship's manifolds is 10kg/mІ for crude oil and other products. Topping Off: The Master of each vessel calling at MOH for loading is obliged to declare the following items on the "Master's Arrival Declaration Form". Desired rate or rates during topping off, and duration required for topping off, which must not exceed reasonable limits. Reduction of Flow Rate: The Master shall give the Loading Master at least one hour's notice of a required reduction in loading rate for topping off, at the same time reconfirming the required rate. Loading of fuel oil: Extreme care should be taken to avoid leakages of fuel oil which because of its high temperature, may cause severe burns to working personnel. Check After Loading: After the completion of loading, a responsible officer should check that all valves in the cargo system are closed, that all appropriate tank openings are closed and that pressure/vacuum relief valves are correctly set. Emergency Release: If possible the hoses or arms should be drained, purged or isolated as appropriate before emergency disconnection, so that spillage is minimised. Note: See "Port Information and Regulations", ship's Master has a copy.

Pratique should be applied for on arrival and cannot be applied for by radio.

NOR will only be received when the vessel is ready in every respect to start loading or discharging.