Es Sider (LYESI)

Currently the offshore oil terminal exports petroleum via two SBM's situated at the seaward end of submarine oil pipelines and 2 CBM's currently closed for operational.

Summer.

Es Sider is situated on the Gulf of Sidra.

LOA 281.2m, beam 50m, draught 22.2m and 166,739DWT.

The recommended anchorage for vessels awaiting a berth, lies between the parallels of 30°41.4'N and 30°43.0'N and between the meridians of 018°22.0'E and 018°25.0'E. The depth is approx 33m over a bottom of sand and the holding ground is reported to be good.The boundary of the prohibited anchorage area is indicated by 3 lightbuoys disposed along the northern edge of the area, but these buoys may be extinguished or removed from time to time and should not be relied upon.

As there are few landmarks, the approach to Es Sider is best made parallel to the coast until the oil tanks are detected on radar. The tanks are visible on radar at a distance of approx 30nm and the water tower at approx 20nm. During the hours of darkness, leading lights and mooring buoy marker lights may be exhibited from time to time. These lights are for the use of pilots and mooring parties, and should generally be disregarded by vessels.

BA 176, 3344, 3402. Admiralty Pilot NP49, NP286(3).

1025.

Mono Moorings: Berth Nos 4 and 5 are single point buoy moorings (SBM's). The body of the buoy is secured in a fixed position by means of 8 or 6 moorings, whilst the top of the buoy is in the form of a turn-table, allowing the ship's moorings and hoses to rotate and take up the position the vessel naturally lies due to wind, sea and current conditions. Vessels are normally moored to 2 bowlines only, provided by the port. A selection of wire strops and shackles will also be placed onboard. The 2 lines are pulled in until the length of chafing chain is brought onboard. Chain stoppers and compressors are the preferred method of securing the vessel. Vessel's wires and ropes may be used to back up the mooring equipment. The vessel must not be moored with the pick up ropes. Vessels loading at the mono moorings should have the following ready before the mooring master boards: ..... 1. Port side derrick to be raised ready to lift various wire strops, shackles, and hose securing equipment. This will be placed onboard at the same time as the mooring master, or as soon as possible thereafter, who will advise on its disposition. 2. Forward, the vessel should have ready two good synthetic fibre mooring lines, at least 9in circumference, 2 good 5in circumference rope messengers at least 120m long, or 2 x 3in wire messengers of the same length, each fitted with a suitable screw shackle. Also a crowbar, spikes and hammers. 3. No moorings will be required aft. 4. The vessel shall make a good lee on the port side, taking due care that ladders and accommodation ladders are clear of the tanker's manifold area and overboard discharges. It is essential on this berth that the hoses be picked up immediately mooring operations are complete. On advice from the Mooring Master; part of the vessel's crew must be standing by at the port manifold for this operation. Hose lifting and connecting operations are basically the same as in conventional berths, except that hose strings are floating and therefore may require bowsing in during rough weather. Vessel's engines must be ready at all times, and under no circumstances is the propeller to be turned ahead without prior consent of the mooring master. Failure to comply with this may result in the halt of operations and possible rejection as being suitable for an SPM. Any damage caused to the berth or hoses as a result of turning the propeller ahead without consent will be charged against the vessel. In adverse weather, a continuous lookout may be required on the foc'sle head, by responsible persons, to keep watch on the mooring, manifold and hoses. In adverse weather the mooring master may require cargo to be loaded, in the initial stages, into the forward compartments, and this should be complied with when requested. Vessels are encouraged to load and deballast at the same time. In the case of vessels with segregated ballast tanks this ballast should not be started without first consulting the mooring master.

Pilotage is compulsory for vessels berthing and pilots are available at all hours. The pilot boarding place is in the vicinity of 30°40.2'N 018°23.5'E. The pilot boat is black with white upper works. The pilot remains onboard until the vessel leaves the terminal. Pilot ladder combination available for large tankers accordance with the latest Safety of Life at Sea Convention.

Coastal landmarks in the area are as follows: ..... 1. One of the most prominent landmarks is a water tower in the terminal area which is painted white and is 54.8m above sea level. This water tower is located at 30°38'N 018°21'E (FR). 2. A communication tower in the terminal area is a most conspicuous landmark. It is located at 30°37.60'N 018°20.55'E. 3. A radio antenna tower that is 120m above sea level is located at 30°36.56'N 018°21.01'E, Oc(2)+FR. It is flanked by two dish shaped aerials. 4. There is a water tower at Ras Lanuf Terminal with a height elevation of 54.7m above sea level located 30°30.6'N 018°32.3'E. A light, Fl(2)5s, height above sea level 50m, is mounted on the seaward side. There is also a fixed red air warning light on the top of the structure. 5. An omnidirectional aircraft radio beacon is situated at 30°37.31'N 018° 21.04'E, transmission "OJ" 5 times every 60 seconds on 300KC/S. The small harbour that forms part of the terminal of Es Sider is a refuge harbour for small craft of the terminal. Red and green flashing lights at the entrance to this harbour are for the use of terminal craft only and should not be relied upon for navigation.Range lights and mooring buoy marker lights will appear and disappear with unscheduled frequency. These lights are for the use of mooring masters at the terminal and should be disregarded by any tankers using the terminal.

The port authority must be informed of vessel's name and ETA. Segregated ballast systems are mandatory. Tankers over 20 years old are not accepted. The oil loading berths are untenable in winds of 21kts or more. Main engines must be kept at immediate readiness both in anchorage and at the berths.

Range 0.5m. Currents in the area are not predictable, mainly wind induced from SE and occasionally reaching a velocity of 2kts. Tides do not normally exceed 0.46m from mean level.

All vessels bound for Libyan ports must pass through a designated Approach Reporting Point, Es Sider 32°43.0'N 019°06.0'E. On arrival at an Approach Reporting Point vessels must report their position, course and speed to the port authority.

Not available but launches are available to assist with mooring.

Prevailing winds: NW'ly.

AS SIDRAH TERMINAL 30°39.46'N 18°22.34'E (ES-SIDER TERMINAL) UNCTAD LOCODE: LY ESI ________________________________________________________________________________ ___________

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VHF: Ch 16 and 08. Vessels are requested to refrain from the use of VHF Ch 08 as it is used for tanker loading communications, when at anchor a continuous listening watch on Ch 16 and Ch 08.

The agent will handle all customs and immigration requirements and will also provide the forms and advise on documentation required.

Crude oil loading documents should be prepared by the Waha documentation group prior to and during loading operations, to expedite their final completion. When the tanker has been loaded the documents should be completed and endorsed by the customs cfficer and by the representative of the National Oil Corporation. The documents shall then be distributed aboard the tanker and elsewhere, in accordance with previously arranged standard documentation schedules. The Waha Ullage Report should be completed and correct.

Should be sent directly via cable to Wahaoil Tripolilibya. Cables sent will be received directly by the Waha communications centre in Tripoli and relayed to the terminal at Es Sider. Vessels with telex facilities onboard should telex directly to Waha Oil Company on 20158 or 20758. Within 6 hours of clearing its last port of call, each tanker should provide the terminal with the following information: ..... 1. The name of the tanker. 2. Name of the port from which the tanker last cleared. 3. Vessel's ETA 4. Summer DWT 5. Arrival draught 6. Length between perpendiculars Within 72 hours of arrival the terminal should be notified of ETA and the name of tanker. Within 24 hours the same should be notified along with the quantity of cargo required, max draught on departure from Es Sider and deballast time before the vessel can commence loading. Within 12 hours of arrival, name of tanker and ETA should be notified and again 4 hours prior to arrival with precise estimated ETA. The master should call "Es Sider Control" on VHF Ch 08 when at least 2 hour prior to arriving at the pilot boarding station. Departure: Tankers shall be considered clear to depart from the port when the crude oil loading documents have been delivered to the master and the appropriate authorities have cleared the vessel. Should the vessel's cargo figures exceed the shore cargo figures by an amount greater than 0.45%, the mooring master may delay the sailing of the vessel until the difference has been resolved.

Tankers should fly the "Q" flag on arrival by day and display a red light over a white light at night to indicate quarantine conditions.

Prior to commencing loading, the master should provide the terminal with his exact cargo requirements in writing and whether the vessel will complete loading on the ship or a shore stop. Any changes to the vessel's requirements should also be given in writing.These notifications should be signed and stamped by the master. If it is requested by the master of the tanker that the cargo flow should be stopped from the shore at a predetermined tonnage/quantity, it must be clearly understood that Waha Oil Company will not be held responsible for any error, and that in the case of overloading, the excess cargo cannot be pumped back ashore. Tankers should keep a continuous listening watch on VHF Ch 08 and 16, failure could result in losing its berthing turn. Vessels must be able to commence loading within 3 hours of making fast, bearing in mind the exposed nature of the berths. Should a tanker be unable to comply with this stipulation, Waha Marine Co-ordinator may berth more suitable vessels ahead of her especially in poor weather conditions. Tankers must provide a pilot ladder, or ladders, constructed and placed in accordance with the latest Safety of Life at Sea Convention. Tankers having a large freeboard must use a combination of pilot ladder and accommodation ladder. A ship's officer, plus the necessary crew members should be present at the ladder to ensure the safe embarkation and disembarkation of mooring masters and port authorities. All such ladders should be thoroughly tested and inspected before the vessel arrives in the recommended anchorage.

Masters should particularly note that the following requirements are necessary before NOR can be tendered. ..... 1. The master should have received the mooring master onboard, or, 2. The master should have dropped anchor.