Ras Lanuf (LYRLA)

The port consist of a harbour, operated by the Harouge Oil Operations for an offshore oil export terminal that handles crude oil and RASCO who operates three finger jetties and a cargo quay that handles dry, break bulk, heavy load, CPP and LPG cargo at RASCO Harbour Terminal. Caution: Due to the existence of a fish in this area known as the Weaver fish, vessels crew are advised to exercise caution if fishing in the port area. The fish has a dorsal fin with spines containing poisonous venom. The poison causes extreme pain and may lead to severe medical complications.

Summer zone.

This port is currently in civil conflict area, caution is required. Ras Lanuf is a point on the N Coast of Africa in the Gulf of Sidra.

Harbour: LOA 250m, beam 31m, draught 12.5m, 50,000DWT. Offshore: LOA 277m, draught 22.86m, 300,000DWT.

The anchorage area is 0.5nm radius centred on position 30°33.4'N 018° 35.4'E.

The port is approached through the Approach Reporting Point. The mooring area has been swept to a depth of 22.8m in Berths No 1 and 2 and 29.3m in Berths No 3 and 4. A suggested anchorage area is within 914m radius of 30°33.4'N 018°36.3'E in 27.4m of water.

BA 3343. Admiralty Pilot NP49, NP286(3).

1027.

The method of securing to a SPM buoy is as follows: The vessel approaches the buoy from downwind, taking care to keep the wind exactly ahead (adequate ballast to be retained onboard to maintain manoeuvrability). A messenger line (preferably a vessel's mooring line) is led through a fairlead, large enough to permit the entry of a 96mm diameter chafing chain, on the bow down to the water's edge clear of the vessel's bow. The terminal's launch crew then make this fast to a 91.4m x 12in plaited polypropylene buoy approach rope and the vessel is then hove steadily towards the buoy until the chafing chain lies across the fairlead. The chafing chain is secured using vessel's AKD type chain stopper The 2 x 16in hoses are then picked up on the port side. To unmoor from the buoy, the approach rope is taken to the windlass and the weight taken is then slacked into the water as the ship goes slowly astern from the buoy. The end is cast off and allowed to float free for the next vessel. General berthing information: Turbine powered vessels when lying at the buoy must not turn their engines at more than 5rpm, preferably less, as this can cause the ship to ride up on the buoy and could cause considerable and expensive damage.

Compulsory. Board vessels which are proceeding to the harbor in the vicinity of the outer lighted buoy (30°30.7'N.,18°37.8'E.) or at the anchorage (30°31.7'N., 18°37.9'E.) can contact pilots on VHF channel 11, 14, or 16. Pilot is provided by the oil company who remains with the vessel during the whole port turn around. Mooring masters will meet vessels in vicinity of the sea buoy, if under way, or in the anchorage area (30°33.3'N 018°36.2'E) NW of the terminal, if at anchor.

A radio beacon with station identification "VR" transmitting on 385kHz is located in approx 30°30'N 018°31.8'E. This beacon was installed primarily for use of aircraft but has been clearly received by vessels at sea. A radio transmitter building with, immediately adjacent, one antennae tower 30.5m tall and painted from top to bottom in 4 x 7.6m width bands coloured red, white, red, white is located in position approx 30°31'N 018°30.5'E. The tower is surmounted by a fixed, red air warning light. Elevation of the building is 9.1m above sea level. The red light is 39.6m above sea level. This building is NW of the terminal buildings. A radio receiver building, with immediately adjacent two antennae towers, each 30.5m tall and painted from top to bottom in 4 x 7.6m width bands coloured red, white, red, white is located in position approx 30°30.0'N 018°33.2'E. Each tower is surmounted by a fixed red air warning light. Elevation of this building is 12.2m above sea level with the red lights 45.4m above sea level. This building is SE of the terminal. A terminal sea buoy, coloured white with white flashing light, is located in position approx 30°33.9'N 018°34.6'E. Vessels in the vicinity should not navigate or anchor inshore of a bearing 280° and 130° from this buoy. A Fairway Channel Entrance Buoy, is located in a position, 30°30.8'N 018° 37.7'E. A white spar buoy, with a 1.0m orange stripe, fitted with a radar reflector, is located in a position 30°32.2'N 018°33.4'E. This buoy marks the tie-in position between the old and new sea-line. There are a few coastal landmarks in this area. The following should prove helpful to visiting mariners: The terminal water tower with highest elevation of 54.5m above sea level is located in 30°30.7'N 018°32.4'E. It is coloured white. A white light (Fl (2) 5s) is mounted on the seaward side of the structure at 49.7m above sea level. There is also a fixed red warning light on top of the tower. Large oil storage tanks with highest elevation 114.6m above sea level are located in 30°27.4'N 018°30'E, 10 tanks are coloured white and 3 are black. There is 1 flare located in a position 30°29.4'N 018°34.3'E and another flare is located in a position 30°28.5'N 018°34.9'E.

Strict entry restrictions apply; contact oil terminal before arrival.

Tides are minimal, the largest observed in recent years being approx 45cm but more commonly 25cm. Currents are not predictable but appear to be greatly influenced by wind direction. Currents vary in strength from 1-3kts and persist for 12 to 24 hours after the wind ceases. Currents: Currents, which appear to be mainly wind generated, vary from 1-3kts and continue for 12-24 hours after the wind has ceased.

7 tugs available, 2 x 2350hp, 2 x750hp and 3x145hp.

Prevailing winds: NW'ly to NE'ly. Local winds known as "ghiblis" of up to 45kts from SE to SW are frequent throughout much of the year. Visibility is reduced on these occasions by sand haze. Winds of up to 70kts have been recorded in the vicinity of the terminal in recent years. Winds in the area are generally unpredictable in direction or force and precautions are necessary to avoid difficulties.

RA'S LNF 30°30.43'N 18°35.58'E UNCTAD LOCODE: LY RLA ________________________________________________________________________________ ___________

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Raf Lanuf Port Control contacts: Call sign: Rasco Port Control, VHF: Ch 10, 16, 22 or 27. FPSO: VHF: Ch 12. Ras Lanuf Office contacts: Tel: +218 21 3605177, +218 21 3605178, +218 21 3605179, +218 21 3605180, +218 21 3605182 Fax: +218 21 3605174 Email: info@raslanuf.ly Website: www.raslanuf.ly Ras Lanuf Oil Terminal: Call sign: Ra's Lanuf Oil Contro, VHF: Ch 11, 14 or 16. Pilots: Email: marine.operations@vebalibya.com VHF: Ras Lanuf Oil Control Centre keeps continuous watch on Ch 16, 14 and 11. Vessels approaching the terminal should make contact on Ch 16, 3-4 hours prior to arrival. Upon contact the vessel will be requested to switch to Ch 14 or 11. This channel will also be used by Terminal Marine Section for internal use and tanker mooring control. Ch 11 is reserved for communications between vessels in mooring and Terminal Oil Movements Control Centre and should only be used for general purposes after obtaining clearance from Oil Movements Control on Ch 16. This is a safety measure, since oil flow to vessels is controlled through Ch 11 and therefore it must be clear at all times in case of the need to stop oil flow for any reason. Ch 16 is for calling and safety use only. In case of failure of radio and/or radio telephone communications, daylight lamp signalling may be used with the control centre of the terminal administration building located on top of the ridge WSW of Ras Lanuf. Company mooring master will have sole control of radio communications during the period a vessel is manoeuvring or moored in a berth. No radio transmissions will be permitted onboard ship except by the express permission of the mooring master. Only the mooring master may transmit on Ch 11 and 14, during the period he is onboard. He will have a VHF Radio Telephone.

Libyan customs and immigration officials will board the vessel as soon as possible after arrival to give inward clearance and pratique services. Libyan government regulations are strictly enforced. Cigarettes, cigars, tobacco, matches, spirits, wines, beers, perfume, arms, ammunition, saccharin and possibly other items have to be locked up under customs seal, from time of vessels arrival until time of leaving territorial waters. Each person is allowed 25 cigarettes per day of stay, or 25gm of tobacco or cigars in lieu thereof. Customs will require the following: ..... Document Copies 1. Crew List 4 2. Crew Declaration of personal belongings (including cigarettes, etc) 1 3. Stores List 2 4. Passenger List 1 Crew Lists and Crew Declaration of personal belongings must be on the approved Libyan Government forms. Vessels are advised on their initial visit to the terminal to obtain sufficient forms for future visits. The following are also required: ..... Document Copies 1. Cargo Manifests for Ras Lanuf discharge 6 2. Cargo Manifest for transit cargo with a summary 1 3. Passenger Manifest 1 Clearance from the last port of call will be required by the government authorities. According to the Libyan "Boycott of Israel" Law, it is considered to be a violation for any vessel calling at Libyan terminals or ports to have onboard any item whatsoever of Israeli origin regardless of the country from which it was actually obtained. This law is strictly enforced and the min penalties will probably include a fine and confiscation of all such items.

Vessel's ETA should be sent to Veba Oil Operations via Telex: +901 20260 or 20892, 72, 48, 24 and 12 hours prior to arrival or at any time a change of one hour in original ETA occurs. Vessel should contact Ras Lanuf Oil Control via VHF Ch 16 and advise exact ETA, 4 hours prior to arrival. All messages should specify whether ETA is given in GMT or local time. Libyan time is GMT +2 hours. The first message given should include the following: ..... 1. ETA 2. Last Port of Call 3. If any sickness onboard 4. If vessel has clean Bill of Health 5. Cargo quantity and grades expected to be lifted in net barrels at 60°F or long tons 6. That the last Discharge Certificate covering the last Libyan cargo is onboard, properly completed and whether this cargo was discharged at the port indicated on the Discharge Certificate. The 12 hour message should include definite indications as to whether or not vessel is ready to load. Tankers should have the following ready: ..... 1. Windlass, port and starboard bow anchors; 2. After mooring, winches and/or capstans; a min of 8 good manila or synthetic lines of 220m in length each with suitable stoppers; chain stoppers for 5in circumference shore preventer wires. 3. Hose lifting winch, derrick and gear, including bolts, spanners and wrenches for connecting hoses.

During loading or unloading the international code flag "B" shall be displayed in accordance with the International Code Signal agreement.

The most essential requirements to be met by tankers lifting oil at the Sirtica Terminal, Ras Lanuf, Libya are as follows: ..... 1. No dirty ballast, (refer to information in section Ballast/slop reception); 2. By Libyan law, no stores, foodstuffs or goods whatsoever of Israeli origin may be onboard any ship calling at Ras Lanuf. Penalties: Fine, confiscation of goods and possibly more, the Libyan Government strictly enforces this law. Inert Gas: All vessels shall have their cargo tanks in the inerted condition prior to berthing. The berthing pilot shall check the contents of the tanks using vessel's equipment. If the oxygen content of the tank exceeds 8% by volume, the vessel shall not be berthed until the oxygen content of all tanks reaches the requirements. Age of vessels: Any vessel over 20 years of age may, in accordance with Libyan Maritime Law, be rejected. Berthing: Tenders by vessels to load crude oil cargo will be normally accepted and berths assigned to vessels in chronological order of arrival provided such vessels have current nomination for cargo valid at the time of tender, carry clean ballast, if any, and have cargo tanks in a fit condition to receive cargo. Also they must be in all respects properly equipped and ready to moor. Should berthing be delayed on account of bad weather, vessels will keep their position in line unless terminal storage warrants bringing in larger ships first, to bring storage tanks back to a safe level. Vessels required to leave the area due to bad weather should keep in contact with the terminal via the company, on VHF Ch 16, in order that they may be available to resume terminal operations, when the weather is fit. The Company reserves the right to load vessels out of turn following the return of good weather, to the extent that such loading out of turn does not materially delay the loading of other vessels in line. Further the company reserves the right to decline to moor a specific vessel if its condition or facilities are unsafe for mooring or loading even though the terminal may be open to other vessels. The Company Marine Superintendent's decision on the above will be final.

The vessel should have a clean Bill of Health or equivalent document from the last port of call. The vessel's master and all members of the crew should possess International Certificates of Health showing a valid Smallpox Vaccination Certificate.

Insufficient or inaccurate ETA messages may alter the order of berthing of vessels to the advantage of those vessels giving sufficient and accurate ETA messages. Acceptance of NOR will also be affected by such insufficiency or inaccuracy. Any vessel rejected due to dirty ballast or for causing sea pollution will automatically nullify its NOR and will lose any priority of position for loading. The company will make every effort to load vessels upon arrival or as soon as a berth is available, if weather conditions permit. NOR will not be accepted at time of arrival unless the vessel is in all respects ready to load. Arrival time will be taken as the time pilot/mooring master boards if the vessel is berthing on arrival, or the anchorage time, not EOP time.