Tuban (IDTBN)

The port is managed and operated by Trans Pacific Petrochemical Indotama (TPPI) and handles condensate and various petroleum products including LPG and petrochemical liquid bulk cargoes. It has a jetty extending 400m from the shore and a breakwater 1,450m long. There are 3 berths, 3 SPM and a construction dock. The roadstead is open to the NW and NE, and usually a heavy swell sets in. Nearby there are 3 private terminals which handled dry bulk cargoes such as coal and cement.

Tropical.

The port of Tuban is positioned on the N coast of East Java, Indonesia.

Harbour: Berths No 4-5: LOA 187m (min 76m), draught 10.6m, 40,000DWT (min 2,000DWT). Offshore: SPM: Draught 21.5m, 185,000DWT (min 50,000DWT) FSO: 300,000DWT (min 50,000DWT)

VLCC anchorage area is bounded by the following co-ordinates: ..... 1. 06°38.0'S 111°57.0'E due S 2. 06°39.0'S 111°57.0'E due E 3. 06°39.1'S 111°58.0'E due N 4. 06°39.0'S 111°58.0'E Export vessel anchorage area is bounded by the following co-ordinates: ..... 1. 06°38.0'S 111°56.0'E due S 2. 06°39.1'S 111°56.0'E due E 3. 06°39.1'S 111°56.1'E due N 4. 06°38.0'S 111°56.1'E Lighterage operations for petrochemical and liquid cargo products must be conducted at the general purpose anchorage. This anchorage is bounded by the position: ..... 1. From a point at 06°38.0'S 111°36.0'E 2. heading S to 06°39.1'S 111°56.0'E 3. then E to 06°38.1'S 111°57.0'E 4. then N to 06°39.0'S 111°58.0'E

The dredged channel, approached from a NW direction and marked with navigational buoys, is 2,275m in length and 180 wide. The maximum draught in the dredged channel is 13.5m. The berthing basin is 1,450 long and 350m wide.

BA 3731. Admiralty Pilot NP34.

1025.

SPM: Before a vessels can load at the SPM, the Master must notify TPPI of the type of equipment onboard in order that a determination may be made whether the equipment is capable of sustaining the safe working load that will be imposed on it and if fitted in accordance with 1992 OCIMF recommendations for mooring of tankers at SPM's. The Tanker Master, following advice from the Mooring Master, should carefully study the wind, waves and current to determine the best approach direction. During approach, the tanker's mooring equipment should be prepared on the bow according to the way in which the tanker is to be moored. The tanker is moored to the SPM by 2 x 18in circumference mooring hawsers 60m in length, each connected to a 3in (76mm) chafing chain with a length of approx 9m. A 100m long pickup rope, 8in in circumference is connected to the 3in chafing chain. Vessels will prepare 2 coils of 24mm diameter polypropylene, or equivalent, as a messenger rope to collect the pickup rope from the buoy. The end of the messenger will be led onto empty rope drum and the end of the pickup rope will be brought to the port's side of the bow where there is a slight lee for the mooring boat to collect. Vessels calling should be fitted with suitable Panama leads (450mm x 600mm) and chain stopper. Bollard wire snotters and bow shackles can be used as an alternative to secure the chafing chain. The port side mooring line will be the first to be picked up as the tanker approaches the SPM. Closing speed as the vessel is within range of the pickup rope (approx 100m from the SPM) must not exceed 0.5kt. As the vessel closes in on the buoy, the pickup rope and chafing chain are heaved onboard until the chafing chain is in position in the fairlead (chain supporting the buoy just outboard the fairlead. The chain is then secure in the bow stopper. While the port side mooring is being tended, the mooring vessel clears starboard mooring rope from the buoy. The rope is then heaved onboard and is connected in the same manner as the port side. During the final approach, the Mooring Master or Assistant Mooring Master should check and ensure the anchors are fully home and secured before making the final approach. Whilst moored to the buoy the Mooring Master should monitor the vessels position to prevent the vessel riding up to the buoy. The tanker's engines should remain on standby and ready for immediate use. Hose handling: In order to avoid delays in connecting the hose, Masters should ensure they have adequate number of reducing spools to fit 2 x 16in standard ANSI flanges. Tankers are requested to remove the blank flanges from their discharge manifolds before mooring so as to expedite the connecting of the floating hoses. Mooring launches tow each floating hose into position beneath the tankers lifting derrick. The derrick block is lowered and secure to the hose pickup sling. Once lifted onboard and over the tankers rails, a rubber chain between the first and second flanges controls the angle. Once the hose has been raised sufficiently to span the distance between tanker and cargo manifold, the snubbers can be made fast. The hose end is then lowered to the manifold and connected. Disconnecting: Upon completion of operations each hose is disconnected, its weight is borne by the derrick and swung outboard, lowered to the water and released. Care is necessary in raising the hoses before lowering and release as the hoses are vulnerable to kinking at this time.

Pilotage is compulsory within the port limits. Agents should notify pilots 48 hours notice prior to vessel's arrival. Pilot will board the vessel at approx 06°44.7'S 111°55.7'E or at the anchorage. Pilots can be contacted on VHF Ch 72. Sea Pilotage is compulsory for vessels bound for TPPI port SPM. Pilots will board at 06°38.8'S 111°57.1'E.

The port limit is an area enclosed by the following imaginary lines; ..... 1. From a point on the coast at the tip of Tanjung Awarawar at a position 06° 39.0'S 111°58.3'E. 2. 06°45.8'S 111°56.3'E, then due W to 3. 06°45.8'S 111°55.6'E, then due N to 4. 06°39.0'S 111°55.6'E then due E to 5. A point on the coast at 06°45.8'S 111°58.3'E including the coastline returning to position (1) and extending to the HW mark and 45.7m beyond it, subject to the rights of any private property therein.

Vessels approaching TPPI should proceed to the Fairway Buoy. The channel navigational buoys are at the following coordinates: ..... Fairway Buoys LFl W 10s 5M 06°38.4'S 111°55.5'E No 1 Buoy Fl G 5s 5M 06°39.5'S 111°55.4'E No 2 Buoy Fl R 4s 5M 06°41.6'S 111°56.0'E No 3 Buoy Fl G 7s 5M 06°43.7'S 111°55.5'E No 4 Buoy Fl R 6s 5M 06°44.7'S 111°55.7'E No 5 Buoy Fl G 5s 5M 06°44.7'S 111°55.6'E No 6 Buoy Fl R 4s 5M 06°45.3'S 111°56.1'E No 7 Buoy Fl G 5s 5M 06°45.7'S 111°56.3'E No 8 Buoy Fl R 5s 5M 06°45.6'S 111°56.6'E Gate Green Buoy Fl R 3s 5M 06°45.7'S 111°56.8'E Gate Red Beacon Buoy Fl R 4s 5M 06°45.6'S 111°55.8'E SPM: The buoy is fitted with a light Fl Y 3s 5M and a foghorn Mo (U) 30s and is located at 06°42.8'S 111°57.7'E. Two special marking buoys to signal the location of the SPM submarine pipelines are located at coordinates: 06°44.3'S 111°58.0'E.

Mean Spring tide range is 1.7m and 0.8m at neaps. Seasonal water variation is small at approx 220mm, storm surge effects are also small at 100mm. ..... MHWS 1.9m MHWN 1.4m MLWN 0.6m MLWS 0.1m Lowest predicted 0.0m Currents: The current in the Java seas is dominated by the regional monsoon which runs E during the NW monsoon and W during the SE monsoon. Tidal currents can reach 0.5kt. Closer to shore, wind and wave driven currents at the height of the monsoon can reach 0.5kt with an annual peak velocity of 1.4kts. Wave: The wave climate in the Tuban area is governed by the monsoon with W'ly and NW'ly waves during the NW monsoon (Dec-Feb) and E'ly and SE'y waves during the SE monsoon (Apr-Oct). The only waves to have any importance are from NW'ly, N'ly and NE'ly. Winds: The wind climate in the Tuban area is governed by the monsoon with W'ly and NW'ly winds during the NW monsoon (Dec-Feb) and E'ly and SE'y winds during the SE monsoon (Apr-Oct). SPM: Speed of the current measured at 5.0m in 31m water depth is approx 3.8kts.

An overtaking manoeuvre can only be carried out with the permission of the Port Control Signal Station.

TPPI provides harbour tugs for assistance in berthing and unberthing. Minimum of 2 tugs required for berthing and unberthing at SPM preferably 40t bollard pull type to be secured on starboard shoulder and stern of the vessel or as required by the berthing pilot. One tug shall be on standby at the stern of the vessel during all the time the tanker is moored to the SPM.

The weather is divided into three seasons: ..... 1. NW monsoon from Dec-Jan: Persistent rain with winds, which can reach gale force in local squalls, from NW. 2. SE monsoon from Apr-Oct: Winds are generally from the E during this period. 3. Transition periods: Winds are lighter and variable but may freshen in the late afternoons and early evenings. Operations shall be stopped during severe electrical storms or period of high winds at the discretion of a responsible officer or the Loading Master. All tank openings, cargo valves shall be effectively closed. The Pilot/Loading or Mooring Master will decide whether to disconnect the hoses and unmoor.

TUBAN MARINE TERMINAL, JAVA SEA 6°43.87'S 112°09.40'E UNCTAD LOCODE: ID TBN ________________________________________________________________________________ ___________

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(2) Pilot boards in the following positions: (a) At the anchorage (a circular area of radius 1 n mile centred on position 6° 39.00ґS 112°09.37ґE) (b) At a position agreed between the vessel and the Mooring Master ________________________________________________________________________________ ___________ TERMINAL LOCATION: FSO Cinta Natomas CONTACT DETAILS: Terminal Call: Tuban Marine Terminal VHF Channel: Ch 16; 71 Operators Telephone: +62(0)21 2500222 Fax: +62(0)21 5210110 E-mail: pcc@pertamina.com HOURS: H24 PROCEDURE: (1) An Exclusion Zone has been created of radius 2 n miles centred on the FSO. All activities which could endanger the FSO or pipelines are forbidden. (2) Berthing is available HJ, unberthing H24. (3) Notice of ETA: Vessels should advise ETA (LT) to the operators 72h, 48h and 24h prior to arrival. Subsequent changes of ETA of more than 2h should be advised immediately. (4) In addition to ETA, the first message should include the following information: (a) Vessel's name and call sign (b) Cargo requirements (c) Deballast time (d) Maximum loading rate (e) Draught (f) Port of origin/destination (g) Position (h) Confirmation that vessel has clean bill of health (i) If any sickness on board give all available information as to the possible type of sickness (j) Distance in feet from the bow to the tankers loading manifold (maximum allowable distance is 425 feet) (k) Confirmation that the minimum standards of acceptance have been complied with (l) LOA and other relevant information (5) If communication with the operators cannot be established, messages may be relayed via the Pertamina CRS at Jakarta (see ALRS Volume 1(2) (NP281(2)). (6) Vessels should establish contact with the terminal on VHF Ch 16 or 71, 2h-3h prior to arrival. (7) Vessels must maintain a continuous listening watch on VHF Chs 16 and 71. 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(2) Pilot boards in the following positions: (a) At the anchorage (a circular area of radius 1 n mile centred on position 6° 39.00ґS 112°09.37ґE) (b) At a position agreed between the vessel and the Mooring Master ________________________________________________________________________________ ___________ TERMINAL LOCATION: FSO Cinta Natomas CONTACT DETAILS: Terminal Call: Tuban Marine Terminal VHF Channel: Ch 16; 71 Operators Telephone: +62(0)21 2500222 Fax: +62(0)21 5210110 E-mail: pcc@pertamina.com HOURS: H24 PROCEDURE: (1) An Exclusion Zone has been created of radius 2 n miles centred on the FSO. All activities which could endanger the FSO or pipelines are forbidden. (2) Berthing is available HJ, unberthing H24. (3) Notice of ETA: Vessels should advise ETA (LT) to the operators 72h, 48h and 24h prior to arrival. Subsequent changes of ETA of more than 2h should be advised immediately. (4) In addition to ETA, the first message should include the following information: (a) Vessel's name and call sign (b) Cargo requirements (c) Deballast time (d) Maximum loading rate (e) Draught (f) Port of origin/destination (g) Position (h) Confirmation that vessel has clean bill of health (i) If any sickness on board give all available information as to the possible type of sickness (j) Distance in feet from the bow to the tankers loading manifold (maximum allowable distance is 425 feet) (k) Confirmation that the minimum standards of acceptance have been complied with (l) LOA and other relevant information (5) If communication with the operators cannot be established, messages may be relayed via the Pertamina CRS at Jakarta (see ALRS Volume 1(2) (NP281(2)). (6) Vessels should establish contact with the terminal on VHF Ch 16 or 71, 2h-3h prior to arrival. (7) Vessels must maintain a continuous listening watch on VHF Chs 16 and 71. NOTE: Terminal is operated by JOB Pertamina - PetroChina East Java, Jakarta. ________________________________________________________________________________ ___________" }

WEEKLY CORRECTIONS FROM UKHO NtM WEEK 36/23 Indonesian Notice 25/301/23,(RSDRA2023000168616),36/23

VHF: Terminal: Ch 16, 73. Call ''TPPI Port Control''. Languages are English and Bahasa Indonesia. Contact should be made with the TPPI port when within VHF range. Instruction will then be given regarding approach and entry and berthing schedule.

The following should be provided to Immigration Officers: ..... 1. Crew List 2. Stowaway Declaration Crew members are not permitted ashore until the vessel has been cleared by Immigration Department. The following should be provided to Customs Officers: ..... 1. Personal Effects List 2. Inward Cargo Manifest 3. Outward Cargo Manifest 4. General Declaration List 5. Bonded stores List On arrival Customs will board the vessel to seal the bonded stores. The Bonded Stores List and Bonded stores should be prepared for inspection.

TPPI port: ..... 1. Vessel's name, previous name, callsign, port of registry, year built. 2. Expected date of arrival and local ETA. 3. Master's name and nationality. 4. GT, NT, DWT and max displacement. 5. Last and next port of call. 6. Number of crew, passengers and nationality. 7. Arrival draught. 8. Grade and quality of cargo on arrival, previous cargo and cargo to be loaded/discharged. 9. Whether previous cargo or any cargo onboard has a high H2S content and H2S concentration in tank vapour spaces. 10. Firearms onboard. 11. Confirmation of the vessel's ability to load and deballast simultaneously 12. Pratique granted: Place/Date. Sickness/Health status onboard. 13. Confirmation that the vessel's inert gas system is operational and all cargo tanks are inerted on arrival. Vessels calling at PT TPPI port for the first time are to provide the following additional information: 14. LOA, breadth, and distance bow to manifold. 15. Confirmation manifold arrangement comply with OCIMF standard. LPG tankers must confirm manifold arrangement showing liquid and vapour lines disposition. 16. Confirmation that a pilot ladder or a combination ladder is ready on arrival. Only pilot ladder is required if freeboard is 9m or less. State position of accommodation ladder and whether the lower end is facing forward or aft. 17. If the vessel is loading products is vessel fitted with 2 valve separation for parcels. 18. Is the vessel fitted with segregated ballast tanks (SBT). SPM: 1. Vessel's name, previous name, callsign, port of registry, year built. 2. Expected date of arrival and local ETA. 3. Master's name and nationality. 4. GT, NT, DWT and max displacement. 5. Last and next port of call. 6. Number of crew, passengers and nationality. 7. Arrival draught. 8. Grade and quality of cargo on arrival, previous cargo and cargo to be loaded/discharged. 9. Whether previous cargo or any cargo on board has a high H2S content and H2S concentration in tank vapour spaces. 10. Firearms onboard. 11. Confirmation of the vessel's ability to load and deballast simultaneously 12. Pratique granted: Place/Date. Sickness/Health status on board. 13. Confirmation that the vessel's inert gas system is operational and all cargo tanks are inerted on arrival.

Should be sent immediately upon leaving the last port of call or upon receiving instructions to proceed to a PT TPPI port. The ETA should be confirmed 72, 48, 24 and 12 hours prior to arrival. SPM: The Master of a tanker on the way to the SPM should send his initial notification 7 days before arrival. If the sailing time is less than 7 days, the arrival notification should be sent immediately on leaving the last port and a further notification 72 hours before ETA. If there are any changes to the reported ETA, a notification of any change should be made as soon as possible.

..... Portable VHF communication will take place with the permission of PT TPPI management and shall comply with requirement of International regulations issued by ITU, SOLAS and amendments. VHF on International Marine Channel is restricted to ship to shore or vice versa. No person shall enter the premises of the port unless issued with a pass by PT TPPI Port Authority. Agents must obtain ID cards, bearing name, photograph, nationality, passport number and occupation of seamen. Passes must be worn at all times. The agent or shipper will be liable for all damage resulting from an incorrect entry in the cargo manifest, notes or application forms. Safe access to seagoing vessels shall be provided by outboard rope ladders, accommodation ladder or similar, ensuring they are safely and securely fastened and highlighted at night. Marine inspection is carried out in accordance with SOLAS. Navigational rules: Vessel at mooring or anchorage must maintain engines and propulsion machinery and emergency towing equipment in readiness to clear the TPPI terminal at short notice. Vessel trim and draught should also be considered in determining vessel manoeuvrability. Masters of tanker are advised to have sufficient crew to ensure a rapid departure on advice from the Vessel Traffic Control. Navigate with care. All vessels shall navigate with care and at a speed which will not create a danger to other vessels, mooring, banks or property. Navigational signals. Special navigational signals given are to be heeded or obeyed. Furthermore, all signals given shall be visible and/or audible. Master on the bridge. The Master or a duly certificated person shall be on the bridge at all times unless circumstances dictate otherwise. Obstruction to Navigation. The Master of any vessel which may cause an obstruction to navigation must inform PT TPPI port management of the damage, location, cargo and any other information required by the port management. and shall not navigate the vessel without the permission of the port management and in accordance with instructions given. If a vessel is deemed a possible danger, the port management may appoint a duly authorised and certificated person to take command of salvage or rescue operations. Lights, shapes and sounds may only be used in a manner not to hinder or endanger other shipping. The Master of any vessel that has suffered damage by fire, which may affect its seaworthiness, must give a full report to the port management and shall not enter the port unless authorised to do so. Vessel with mechanical defects: The Master of any vessel with any or more of the defects below shall navigate or allow the vessels to be towed with the port harbour without the permission of PT TPPI port management: 1. Unseaworthy in any respect 2. Defect to main engines, steering, gears or any other machinery which may affect manoeuvrability. 3. Inoperable equipment such as compass, whistles, rudder indicators 4. Inoperable equipment such as capstan, windlass, mooring winches, anchors that are not cleared and ready for use. 5. A list of over 5 degrees or excessive trim affecting the vessel's manoeuvrability. 6. Leaking oil chemical or gas or any damage to the hull of the vessels which may affect the safety of the vessels or cause the containment of the cargo or bunkers. Layout of mooring: No mooring of a vessel shall take place without the prior consent of PT TPPI port management. Prohibited anchorage: No vessels shall be secured to any buoy, beacon, leading marks or other object provided as an aid to navigation. No vessels shall anchor in the fairway unless in an emergency. Anchoring: Vessels berthing, unberthing or navigating within the port must ensure both anchors are ready for letting go at all times. Fishing stakes: No fishing stakes, baskets or other objects used for catching fish shall be placed in a position likely to cause an obstruction. Navigation warning: The Master of a vessel involved in an accident or collision with a navigational aid shall immediately inform PT TPPI port management. Special areas for dangerous goods, quarantine, military exercises will be marked by specials buoys. Such buoys or markers are yellow in colour and may show beside the marks, letters indicating their use. Overtaking: Overtaking is only permitted if approved by the Port Control Signal Station, sufficient room in the fairway and provided there is no risk of a collision. Lifeboat exercises and water sport: No lifeboats exercises, water skiing, sailing or other sporting activity shall be undertaken in the port area without the permission of PT TPPI port management. International Regulations for Preventing Collision at Sea 1972 as amended: All vessels sailing within the territorial waters of and /or entering a port of the states which are GCC countries, shall observe and be subjected to IRPCS 1972 as amended. Agents should be advised 48 hours prior to arrival for the purposes of port clearance. Delays may ensue if the relevant government departments are not notified. Smoking and Naked Lights: Smoking and the use of a naked light is strictly prohibited on the deck of all cargo handling areas, compartments or doors that open directly onto the cargo deck. Smoking should only take place in an area designated by the Master and approved by the terminal representative. Portable Radios and Torch Lights: Only intrinsically safe and approved portable VHF radios and torch lights should be used onboard the vessel Prevention of sparking and excessive funnel smoke: Care should be taken to ensure the connection and disconnection of hoses avoids spark generation. Blowing through of boilers and main engines resulting in excessive smoke is not permitted at any period of time. Vessel's Readiness: While moored to the SPM, the vessel's boilers, main engines, steering machinery and other equipment essential for manoeuvring should be maintained in a condition of readiness that will enable the vessel to move at short notice. Immobilisation of engines: Immobilisation of engines is not permitted at any time while the vessel is at the SPM. Weather or a safety breach may necessitate a quick getaway. Anchoring: Use of the anchor is strictly prohibited. The anchor must not be dropped within a 200m radius on either side of the pipeline, it's entire length or within 1,200m of the SPM. Cellular Phones and Radio Pagers: The use of cellular phones and radio pagers should not be used on the deck, cargo control rooms or cargo handling areas. They should only be commissioned in a safe environment. Portable Electrical Equipment: All such equipment must be certified intrinsically safe. Electric cables to non approved portable equipment must be disconnected form the power. Special care should be taken to ensure the integrity of structural cable and wandering leads. Power Tools: No hammering, chipping or grit blasting should take place. Power tools should not be used outside the boiler and engine rooms and the accommodation spaces while moored to the SPM Transmitting Antenna and Radar: The main transmitting antenna must be properly earthed and all radar equipment switched off when the vessel is moored to the SPM. Hot Works: Hot Works is strictly prohibited on the vessel while it is moored at the SPM. Air Conditioning: All windows type air conditioning units must be disconnected. Central air conditioning units that may permit the entry of cargo vapours must be closed. Pump Room: The pump room must be adequately ventilated throughout the cargo transfer operations and thereafter until the vessel unmoors. Material Safety Data Sheet: A set of the most recent Material Safety Data Sheet for the cargo handled and stored on the vessel must be made readily available at the Cargo Control Room. Flares and Pyrotechnics: All forms of flares and pyrotechnics, or instruments that fire them must be kept under lock and key under the direct custody of the vessel's Master. Galley Stoves and Cooking Appliances: The use of stoves or any cooking appliances must be agreed between the Master and the terminal representative. Tank Hatches: Tank hatches must remain shut at all times. Ullaging and sampling points may be opened for short periods. Tank cleaning and gas freeing is not permitted. Tank Venting: Vessel using inert gas must ensure they follow their inert gas manual. If any part of the inert gas system should become defective, cargo discharge will be stopped, a positive inert gas pressure must be maintained and the Master to notify the terminal immediately. Doors and Ports in Accommodation: Ventilation or air conditioning in the accommodation spaces must be kept closed and secured during cargo ballast operations. Bunker Hoses: The Master will inspect bunker hoses to ensure they are in good condition and fit for their intended use. Unused Cargo Connections: Unused cargo and bunker connections will be blanked. Stern Discharge Line: Vessels fitted with stern discharge lines will ensure the line is blanked forward of the after accommodation. Sea Chest/Overboard: All sea chest or overboard discharge lines connected to cargo pumps or vessels bilge system must have valves closed and secured while the vessel is in the TPPI port. Vessel's ballasting requirements that need cargo pumps or cargo system sea chests, cannot be opened or operated without prior knowledge of the Cargo Transfer Assistant or Mooring Master. Scuppers: Scuppers will be plugged and will not be removed until the vessel is clear of the TPPI port area. Plugs temporarily removed to allow accumulated rainwater to drain must be attended and used to ensure that no oil on deck is allowed to enter the water. Emergency Towing: All tankers must be fitted with IMO Assembly Resolution A535(13) described towing equipment forward and aft, consisting of a strong point and towing chain. This equipment must be accessible for immediate deployment and connection while a tanker is at the TPPI port area. Vessel Inspection: Vessels calling at any TPPI port will be subjected to an inspection by the port to ensure compliance with relevant IMO conventions and local regulations. TPPI personnel will inspect the vessels to ensure compliance with refinery's requirement for final acceptance. TPPI reserve the right to reject any non compliance vessel at the TPPI Port. Master will be required to sign the Port of PT TPPI Terms and Conditions of Use and Safety Requirements. Condition of Vessel: Each tanker calling at TPPI terminal shall be seaworthy and have a fit crew. It should not be in a condition which presents the possibility of a spill or pollution. The vessel should not have a stern seal leak and, during cargo discharge, the vessel should be monitored to ensure there is no stern seal leakage. Pre arrival, connection and transfer: Preparation, procedures, tests and inspections to be followed by the tanker and the TPPI Terminal Representative during the pre-arrival time, connection and transfer must meet the recommendations of the OCIMF Safety Guide: During the inspection the TPPI representative has and will use a company checklist which must also be signed by the Master before any cargo operations commence. Tankers to be accepted by TPPI port must: Be vetted by Independent Marine Service and found acceptable. (This vet is valid for 6 months), Have oil transfer equipment which complies with OCIMF requirement. Be equipped with shipboard mooring fittings installed and located for safe effective mooring to an SPM and in compliance with current OCIMF recommendations. Be compliant with ISPS code Be compiled with ISM code Be equipped with emergency towing equipment in compliance with IMO Assembly Resolution A535 (13) and TPPI Terminal requirements. Have a serviceable pumping equipment Capable of delivering a cargo size or quantity in accordance with TPPI terminal terms & conditions of service. Be covered by TAVALOP and purchaser of petroleum products must subscribe to the Contract regarding an interim Supplement to Tanker Liability for Oil Pollution. Tankers to be accepted at SPM: Vetted by Independent Marine Service and found acceptable. (This vet is valid for 6 months), Have oil transfer equipment which comply with OCIMF requirement. Be equipped with shipboard mooring fittings installed and located for safe effective mooring to an SPM and in compliance with current OCIMF recommendations. Be complied with ISPS code Be complied with ISM code Be fitted with Inert Gas System (IGS). Be equipped with emergency towing equipment in compliance with IMO Assembly Resolution A535 (13) and TPPI Terminal requirements. Have a serviceable pumping equipment Capable of delivering a cargo size or quantity in accordance with TPPI Terminal Terms & Conditions of service. Be covered by TAVALOP and purchaser of petroleum products must subscribe to the Contract regarding an interim Supplement to Tanker Liability for Oil Pollution (CRISTAL). Have a rigged cargo Derrick with a min SWL of 15t capable of lifting and swinging the floating hose over the vessel's rails. The hose has to be lifted 4.5-6.0m above the rails. Have a 2 x 16in (400mm) diameter ANSI flange connections on the port side to fit the 16in camlock loading/discharging hose.

Vessels must obtain health clearance before cargo work can commence. Vessels arriving from an infected area are required to fly the international quarantine signal flag 'Q'. The port health authorities are to be notified at least 24 hours prior to arrival with the following information: ..... 1. Name of vessel 2. ETA 3. Last port of call 4. Ship Sanitation Control Certificate or Exemption Certificate 5. List of ports of call made in the last 15 days. When the Port Health Officer boards, the following will be requested: 1. Maritime Declaration of Health 2. List of ports of call made in the last 15 days. 3. Ship Sanitation Control Exemption Certificate (SSCEC) 4. Crew List 5. Vaccination List 6. Cargo Manifest