Butinge Marine Terminal (LTBOT)

The Butinge Terminal is connected to the Polotsk-Mazeikiai oil pipeline running from oil-field's in Western Siberia and Western Urals via Belarus. The terminal is open for operations 24 hours per day throughout the year if weather conditions permit. A 91km 22in (550mm) onshore pipeline connecting the Mazeikiu Refinery pumping station to Butinge Terminal.

Summer Zone for vessels over 100m in length and Winter Seasonal Area for vessels of 100m or less in length. Winter Nov 1 to Mar 31, Summer Apr 1 to Oct 31.

The Butinge Marine Terminal located in an all-year-round ice-free area of the Baltic Sea.

SBM: Draught 15.0m, tankers up to 120,000DWT and draught 16.0m for tankers 120,000-150,000DWT. Segregated ballast. Largest vessel handled: "Front Birch", 149,999DWT.

Approximate 9,900,000t of crude oil are handled annually.

Depth at terminal is reported to be 20.0m. The Butinge Anchorage comprises the area between the following coordinates: ..... 55°58.7'N 020°43.3'E 55°59.6'N 020°46.9'E 55°57.8'N 020°48.6'E 55°56.8'N 020°44.8'E Butinge Safety Zone: comprises a sea area of 300m either side of the pipeline and a circle with a radius of 500m around the SPM and located between the following coordinates: ..... 56°02.7'N 020°57.1'E 56°03.0'N 020°57.9'E 56°03.7'N 021°04.0'E 56°03.4'N 021°04.1'E 56°02.6'N 020°58.1'E Butinge Exclusive Zone: The marine operations manager has extended the Safety Zone to a circle with a total of 1,000m radius around the SPM and a total of 600m either side of the pipeline. The approximate coordinates are: ..... 56°02.7'N 020°56.5'E 56°03.3'N 020°58.2'E 56°03.9'N 021°04.1'E 56°03.3'N 021°04.3'E 56°02.6'N 021°58.5'E Prohibited anchorage area: Navigation, fishing and anchoring is strictly prohibited within the Butinge Exclusive Zone. Navigation is only allowed for vessels under contract with AB Mazeiku Nafta.

Vessel's routing within the territorial waters of Lithuania and to the anchorage is defined by Klaipeda State Sea Port Autority, via the Klaipeda Harbour VTS. The Butinge Terminal Anchorage and tanker navigation corridor comprises the area between the following coordinates: ..... 55°59.7'N 020°44.5'E 56°03.0'N 020°57.5'E 56°02.5'N 020°57.7'E 55°59.2'N 020°44.9'E The 7.3km 36in (914mm) subsea pipeline is installed between the following positions: ..... 56°03.6'N 021°04.1'E 56°02.8'N 020°57.6'E

BA 2288, 2231. Admiralty Pilot NP19, NP286(2).

Search and Rescue operations (SAR) are provided by the Lithuanian Air Force on a 24hrs/day basis. The asistance of a helicopter can be organised by calling the Marine Rescue Coordination Centre (MRCC) and advising the Butinge Control Room. MRCC: Tel: +370 46 499670, Fax: +370 46 499677, email: mrcc.klaipeda@takas.lt

1006.

Arrival draught: Vessels must arrive at the terminal in an adequate ballast condition compatible with safe manoeuvering. It is recommended that export tankers arrive with the propeller immersed and a max trim of 3.0m by the stern. Excessive trim or insufficient ballast could incur delay until such time as an acceptable condition is reached. Mooring/unmooring procedures and hose handling: On SPM: Vessel's derrick and manifolds must be prepared on the port side. Vessel's derrick or crane to be fitted minimum 10t SWL. An accommodation ladder combination with pilot ladder must be rigged aft of the manifold area either on port or starboard side with a pilot ladder rigged available for immediate use on opposite. The mooring and hose connection equipment is taken onboard from Butinge Terminal's tug using the ship's derrick/crane. Ship's personnel must be available to carry out mooring and hose handling duties. Loading master will observe but will not supervise vessel's crew; this is vessel's responsibility. The vessel is required to have rigged and ready on the foc'sle head a good messenger line, which will be passed to the tug to attach the SPM pick up line. Vessels are required to have an approved OCIMF tongue type chain stopper (minimum 200t SWL). Forward Panama or bow fair lead requires to have an opening of 600 x 450mm in order to accept 76mm mooring chain. 12in 150 ASA Camlock quick connectors are used for connecting floating hose strings to vessel manifold. Vessels with manifold sizes other than 150 ASA are required to provide suitable adapters and 2 x 1t chainblocks. Smit Towing brackets are not used. Vessels moored to the SPM are required to maintain a tug connected to the stern to keep the mooring system under adequate tension. The ship will provide this line which should be at least 250-300m long and preferably a floating line. The SPM mooring system consists of a single 55m finished length, with a galvanised cast thimble spliced at each end. Size 20in (160mm diam) circumference Marlow Superline brand circular braided 100% nylon, polyurethane elastomer coated over the full length of the hawser. The hawser is fitted with Marlow Lace-on pocket type floats to provide buoyancy, with minimum 590t breakload of single leg hawser. The hawser is connected to a special end link, in which the shackle of the support buoy is positioned and a 76mm ORQ stud link chain at the SPM end. At the shipboard end the hawser has a 13m long ORQ 76mm stud link chafing chain which is connected by a "D" shackle to a 72mm diameter polypropylene pick up line of 110m in length, which is the initial mooring line picked up by the vessel. Note: No load shall be applied under any circumstance to the 72mm messenger line other than to lift the mooring gear to deck. The terminal hose connections consist of 2 x 12in ASA 150 flanges each of which are to be connected to a lever operated butterfly valve and a Camlock quick connector. A mooring load monitoring system is fitted on the SPM. Strain readings are available at the request of the vessel to the pilot/mooring master/loading master. In adverse weather conditions strain gauge readings will assist in determining when a vessel should prepare to leave the SPM. The maximum operating condition limits for the Butinge Terminal SPM are as follows: ..... Action Wind speed (kts) Significant wave height (m) Hook up to SPM less than 30 2.5 Moored to SPM / Cargo transfer 35 3.0 Stop cargo transfer, unmoor SPM greater than 35 3.0 Embarking personnel on tanker 25 2-2.5 These are guidelines only and may be increased or reduced, having careful regards to existing circumstances and conditions prevailing at the time. The loading master in co-ordination with the marine operations manager are the only persons vested with authority to declare the Butinge Terminal SPM closed/open.

Pilotage is compulsory for vessels approaching the terminal. For pilot services, berthing/unberthing, loading/discharging and ballasting/deballasting operations, the Butinge Terminal has its own mooring master/loading master/pilot available. This is a multifunctional position held by one experienced person, hereinafter referred to as the loading master. The Butinge Terminal operations language is English. The loading master will board the vessel at the Butinge Anchorage and disembarks near the same area upon completion of cargo transfer. The loading master will remain onboard during the vessel's stay at the SPM he will liaise between the Control Room and vessel's personnel throughout all loading, discharging and ballasting operations. The pilot service is operated by Mazeikiu Nafta Butinge Branch and a listening watch is maintained on VHF Ch 16, working Ch 71 by loading master and Terminal Control Room. Masters are reminded of the statutory requirements in respect of boarding facilities for pilots. The pilotage boarding area is located 18km offshore within the Butinge Anchorage, in position 56°01.5'N 020°53.0'E.

Sventoji Lighthouse (red rectangle, white stripe on square metal framework tower) shows: Fl (3) 15s, 42m 17M, equipped with radar and connected to the Klaipeda Harbour Vessels Traffic Service (VTS). Butinge Terminal SPM shows: Mo (U) Y, 8s.

The terminal can accommodate tankers from 80,000DWT to 150,000DWT. Berthing and loading will be restricted to a wave height less than 3.0m

The range is insignificant varying between 0.3 to 0.6m.

Approaches: Vessel's routing within the territorial waters of Lithuania and to the Butinge Anchorage is defined by Klaipeda State Sea Port Authority via the Klaipeda Harbour Vessel Traffic Service (VTS). Permission to proceed to the terminal will be given by the company's loading master. The vessel's movement to the SPM will also be monitored by the loading master. Klaipeda's Harbour Vessel Traffic Service must be advised prior to movement to and from the SPM.

There are 2 tugs available. It is a compulsory requirement that two tugs are always in attendance during berthing, loading/unloading and unberthing operations.

Meteorological information: The prevailing winds from the NW, W and SW comprise about 43% of the winds observed. SE'ly winds are more frequent during the cold period from Nov to Feb. On the coast the average wind velocity is around 10kts, storm winds predominate in Sep-Jan, while in May-Jun they are seldom observed. The moderate and warm winters (78% of the total winters) are typical of the Baltic Eastern coast. Cold winters comprise about 19% and extremely cold winters 3%. During these periods the ice belt may reach several hundred metres, eg up to 800m. Waves and winds bring the drifting ice to the shore forming fast ice which resembles a field of ice-hummock and overthrust, sometimes several kilometres wide. The average seawater temperature on the coast is +8.4°C, min temperature -0.3° C, max temperature +24.9°C. Wind induced currents are most common on the Lithuanian coast and run parallel to the coast in a N'ly direction with winds coming from the W, SW, S and SE. N, NW, E and NE winds generally form S directed current streams. Heavy storm induced currents may reach 4kts. Generally the current sets anti-clockwise in the Baltic Sea and runs at a speed of less than 0.3kt parallel to the coast of Lithuania in a N'ly direction.

VHF: Terminal: Ch 16, 71. Tel: +370 44 393420 (office hours), Fax: +370 44 393429. Email: marine@orlenlietuva.lt. Control Room: Tel: +370 44 393459, Fax: +370 44 393486. Klaipeda VTS/Pilots: Klaipeda Radio 5: Ch 09, 16. Tel +370 46 499691. Fax: +370 46 499672.

Customs/Immigration clearances inward and outward will be the responsibility of vessel's agent. Harbour dues and terminal dues will be paid by the vessel's agent. Loading will not commence until payment of these dues has been effected.

Early arrival and Early Departure Procedure is in place at the Butinge Terminal. Through the use of modern communication equipment, the tanker's master and his agency are able to exchange the necessary paperwork. Bills of Lading and documents: The terminal will prepare all the necessary documentation required for the particular parcel or parcels loaded. Bills of Lading, Cargo Manifest, Quality and Quantity Report, Certification of Origin are all computerised. The tanker Time Sheet will be completed by the loading master and Loading Report will be completed onboard by the loading surveyor.

Vessels should send ETA 72, 48 and 12 hours in advance. Klaipeda VTS should be notified of any movement to and from the SPM.

Lithuanian National flag to be flown at the foremast once vessel enters Lithuanian waters.

Valve operation guidelines: The avoidance of excessive surge pressure and subsequent damage to the environment and vessel's piping is the primary focus of this section. These guidelines are listed to provide a common understanding of requirements and to avoid unnecessary confusion and delays prior to loading (or discharge). Vessel Loading Operations: Oil being loaded shall be allowed to flow unrestricted to tanks aboard the receiving vessel with controlled and selective distribution via the vessels distribution manifolds. The following guidelines must be followed if possible. Vessels are expected to advise the specific area with which they cannot comply as soon as possible: ..... 1. All vessel mainline valves required for loading must be placed in the open position prior to commencement of operations. 2. Vessel mainline valves must only be closed under no-flow conditions. Prior to closing, the loading master must be notified, terminal pumps requested to be stopped and flow confirmed stopped, before a mainline valve is shut. 3. Mainline automatic valves must be set for closing in 40 seconds or longer and will be subject to the same closing procedures as other mainline valves. 4. Distribution manifold valve(s) must be fully open before a corresponding valve on the same distribution manifold is closed. Particular care must be taken during topping up. 5. All turn butterfly, wafer, ball or other such valves which are required to be open (or closed) during discharge and receiving operations and which are in the mainline flow paths or which can be isolated as a single in-line valve, shall be locked or lashed open (or closed). Vessel Discharge Operations: Oil being discharged from a vessel shall be allowed to flow unrestricted with controlled and selective distribution to storage tanks via the terminal distribution manifolds. The following are guidelines: ..... 1. Terminal and SPM valves required for receiving vessel-discharged oil will be placed in the open position prior to or at the start of operations. 2. Terminal or Pipe Line End Manifold (PLEM) mainline valves shall only be closed under no-flow conditions. The discharging vessel control room shall be notified, vessel pumps requested to be stopped and flow confirmed stopped before terminal mainline or PLEM valves are shut. 3. Terminal mainline automatic valves shall be set for closing in 60 seconds or more and will be subject to the same closing procedures as other mainline valves. The PLEM valves can be shut in 30 seconds, however PLEM valves will be shut only after vessel pumps have been stopped. Distribution manifold valve(s) shall be fully open on the same manifold run before a corresponding valve on the same manifold is closed. Particular care shall be taken during topping up tanks. 4. Distribution manifold valve(s) shall be fully open on the same manifold run before a corresponding valve on the same manifold is closed. Particular care shall be taken during topping up tanks. 5. All turn butterfly, wafer, ball or other such valves which are required to be open (or closed) during loading and in the mainline flow paths or which can be isolated as a single in-line valve, shall be locked or lashed open (or closed). Emergency Shut Down (ESD): ESD-Vessel loading operations: During a vessel's loading operation ESD's will be initiated by: The loading master (if an offshore incident or condition). The loading master will have the capability of initiating an ESD from the Portable Unit (PU) which he carries onboard. He can also initiate an ESD via radio to the Butinge Control Room. If the vessel requires loading to be stopped on an emergency or urgent basis, the vessel shall request of the loading master that appropriate action be taken based on the incident. The loading master will assess the situation and initiate one of the following: ..... 1. The Butinge Control Room (if a terminal or onshore pipeline incident or situatation) 2. Initiate an ESD from offshore (Closing PLEM valves), (and confirming action to allow tracking of the offshore and onshore ESD functions by the Butinge Control Room) 3. Request via radio that an onshore ESD or urgent shut down be initiated, with loading pumps stopped and appropriate onshore valves closed from the Terminal Control Room. Control Room advises loading master when complete, loading master co-ordinates with tanker control room. If the Butinge Terminal, pump stations, valve or metering stations experience an ESD or urgent shut down situation, the Butinge Control Room may initiate an onshore ESD or urgent shut down. If an ESD is initiated, the Butinge Control Room will advise the loading master who will co-ordinate appropriate activities by the vessel control room. If flow is stopped, the vessel will standby awaiting resumption of operations. Prior to resuming loading operations, the loading master will co-ordinate start-up initialisation procedures with the Butinge Control Room and vessel control rooms as if for start of loading operations, as above. Prior to resuming loading, the loading master and vessel representatives will again inspect and prepare the vessel and co-ordinate with the Butinge Terminal Control Room as if for start-up and resumption of loading operations. ESD - Vessel Discharge Operations: ESDs during a vessel discharge operation will be initiated by: The Vessel Control Room (if an emergency or urgent situation arises on the vessel). The tanker control room will stop pumping and secure shipboard valves as rapidly as possible. The tanker control room will advise the loading master of the onboard situation requiring this action as soon as possible. The loading master will co-ordinate communications with the Butinge Terminal Control Room that discharge pumping has terminated and to recommend appropriate actions. The loading master (if a floating hose, SPM or Offshore Pipeline Situation). When first knowing of the situation with the floating hoses, SPM or offshore pipeline which requires an ESD or urgent shutdown from the vessel, the loading master will first contact the tanker control room and request an ESD of the tanker pumps and valves consistent with securing the discharge of product in a safe and controlled manner. The loading master will immediately assess the situation and depending on the severity of the situation will determine whether or not to initiate an ESD with the PU to close the PLEM valves. Before initiating the PU ESD the loading master will ascertain that the vessel pumps have been tripped, at which time he may initiate an ESD to close the PLEM valves. Whatever is done, the loading master will co-ordinate activities with the Butinge Control Room and vessel control room. If flow is stopped, the vessel will standby awaiting advice that the situation has cleared prior to resuming operations. The loading master will investigate the situation and determine the appropriate course of action. Prior to resuming discharge, the loading master will co-ordinate start-up initialisation procedures with the Butinge Control Room and vessel control rooms as if for start of discharge operations as above. Prior to resuming discharge operations, the loading master and vessel representatives will again inspect and prepare the vessel and co-ordinate with the Butinge Terminal Control Room for the start-up and resumption of discharge and receiving operations. Loading Operations: All tankers are required to load the required amount of cargo compatible with the safe operation of the ship including allowable draught prior to discharging any ballast. The amount loaded should be at least similar to that of the ballast to be discharged ensuring that the vessel remains within the parameters mentioned under "Arrival draught". The loading operations are therefore usually carried out in three stages via: ..... 1. Load the maximum cargo compatible with vessel's stability and structural stresses. 2. Deballast 3. Load the balance of cargo. Provided the vessel can maintain a satisfactory two valve separation on board between crude and ballast systems, simultaneous operations will be permitted. Prior to loading tankers on the SPM it may be required to accept the water content of the floating hose string either to: ..... 1. A slop tank 2. A dirty ballast tank 3. An empty tank. Tankers are reminded of the necessity of draining main oil loading lines of water prior to loading/discharging. Discharge Operations: Particular attention is drawn to the "Arrival draught" section to ensure the vessel remains manoeuvrable at all times. masters are advised that when loading ballast, at no time are the ballast tanks to be overflowed. Crude oil washing may be permitted at the terminal subject to prior approval of the loading master and always in compliance with ISGOTT requirements. Ballast Operations: All ballast for discharge must be segregated and clean. Vessels shall arrive with clean segregated ballast for discharge. It is recommended to have Baltic Sea or North Sea water ballast. Any deadfreight incurred will be to the vessel's account and should not be chargeable to Butinge Terminal. Ballast discharge will be monitored and if contaminants are discovered, vessels will be fined according to Lithuanian law. Vessel inspection: A vessel inspection may be performed according to SOLAS 74, MARPOL 73/78, STCW 78, LL66, TONAGE 69 by the Lithuanian Port State Control. Early Deaprture Procedure: ..... a. The tanker's master shall be required to authorise his agent to sign any Bill of Lading on his behalf and may tender any Letter of Protest to the Butinge Terminal by telex, facsimile, electronic mail directly or via the loading master. b. The loading hoses shall be disconnected and the tanker unmoored. c. The cargo loaded figure is computed initially by the terminal, with a provisional density figure. d. The API and figures for sediment and water shall be determined by the Terminal through laboratory analysis. The gross and net oil figures for cargo loaded shall be calculated and passed on to the tanker's master as soon as possible after having received the information by modern means of communication. e. The cargo surveyor will complete his calculations onboard the tanker, verify his figures with the shore figures. If the result is not within the required tolerance, the cargo surveyor re-checks his calculations until an agreement is reached and then returns to the terminal with the loading master and other personnel on board not sailing with the tanker. f. The tanker is then released from any obligations to the Butinge Terminal and may commence her voyage. g. The final gross and net oil figures will then be introduced to the Bill of Lading in the designated section. h. These figures shall then be sent to the master for confirmation, who if in agreement, should then authorise his agent to sign on his behalf.

The master should report the state of health of the crew in his first message to the Agent and /or Butinge Terminal. At the terminal a Medivac evacuation/ contingency plan is available.

Tankers are not arrived for NOR until they are at the Butinge Anchorage and ready to berth. Notice of Readiness will be accepted provided the vessel is in all respects ready to load and subject to the following conditions: ..... 1. The SPM is open (this decision shall be communicated to the master by the loading master). 2. a. The vessel is secured to the SPM loading /discharging facility, or b. At the start of the nominated date the vessel is anchored within the anchorage awaiting a berth, or c. The vessel has arrived and anchored within the nominated loading dates. 3. The vessel must arrive with all cargo tanks fully inerted. The oxygen content should not be more than 8% by volume with atmosphere being maintained at positive pressure. NB: It should be borne in mind that acceptance of NOR is contingent upon complete compliance with all the requirements of the port conditions and acceptance of conditions of use. NOR will not be accepted if the vessel is unable to comply with the Ship/ Shore Safety Check List. State of Readiness: Main engines and essential machinery must be maintained in a state of readiness, which will permit immediate unberthing in an emergency situation. A vessel may be required to vacate the berth if the loading master, after due consultation with Butinge Terminal's marine operations manager, deems it necessary. Adequate shipboard personnel must be available for all operations and any emergency situation. Masters are advised that ship-supervised crew members are required for all mooring and hose connecting duties, The loading master may observe and monitor this operation but will not supervise.

Standard message to crude oil export vessels (initial visit): The following details to be advised: ..... AAA ETA, arrival and sailing draughts. BBB Quantity of cargo to load in bbls at 60° F. CCC Grade of previous cargo. DDD Quantity of cargo tank ballast and positions uplifted (not applicable). EEE Quantity and origin of segregated ballast and position uplifted. FFF Quantity and type of ballast for discharge ashore (not applicable). GGG Last port and destination. HHH Is inert gas system fully operational with cargo tanks all inerted? JJJ Oxygen level and H2S level in cargo tanks (the max H2S permitted is 10ppm) KKK Gross, net and summer DWT tonnage LLL Max loading rate in mі/hr. MMM Total time for deballast NNN Number and size of cargo manifolds OOO Availability of reducers to adapt manifolds to suit 12in 150 ASA flanges. PPP Vessel must load and deballast concurrently while maintaining a minimum of two valves separation QQQ Is vessel equipped with a patent OCIMF approved tongue type stopper capable of accepting a 76mm end link, and a SWL of 200t? RRR Vessel shall provide ship-supervised crew to handle mooring and hose handling duties. For SPM cargo hoses handling operations a min 10t SWL derrick is required on the port side. Two crude lines are available at SPM. When berthing to SPM, and if possible to do so, provision is to be made to haul pick up line (attached to mooring chain) on to a mooring wire storage drum. This will require the mooring wire usually stored in this position to be removed from its normal position. Pollution: Attention is drawn to the serious view taken by Port and Terminal Authorities of pollution. Heavy fines are imposed to which is added the cost of clean up operations. All crew members must understand and comply with pollution regulations. Principal pollution causes are leaking valves, overboard discharge valves and cargo or bunker overflows. It is recommended that sea valves, overboard discharges and bilge discharges are checked tight. Prior to arrival, cargo and bunkering procedures should be reviewed with chief officer and chief engineer. All scuppers to be plugged. Terms and Conditions to use the terminal are laid down in the Conditions of Use of Terminal. Please confirm acceptance of Conditions of Use of Terminal.