Kikeh Marine Terminal (MYKIK)

FPSO ‘Kikeh’ is a converted ocean going tanker, in approx 1,300m water depth. The Kikeh SPAR production platform is located approx 1.6km from the FPSO. Export vessels moor in tandem to the stern of the FPSO.

FPSO ‘Kikeh’ is located 120km NW of Labuan Island, offshore Sabah, East Malaysia.

Offshore: LOA 328.58m, BCM 54.51m, 273,409DWT.

No anchorage is available due to the depth of water. Vessels are required to wait off and drift clear of the terminal at a minimum distance of 5nm. Strong tidal currents can be experienced in the area and Export Tankers drifting are advised to maintain engines and propulsion machinery at short notice.

Export tankers should keep outside the Safety Zone until advised by the Mooring Master to approach the Pilot station pick up area. They should adjust their speed to arrive timely at the Pilot station to avoid drifting before the Mooring Master arrival and should approach the Pilot Station from the West. Mariners should note the existence of a large floating Dry Tree Unit (DTU) 1,600m SE of the FPSO and also the possibility of drilling rig activity and oil field support vessel activity in the area. Masters are advised to consult normal navigational sources for the exact location of possible obstructions. Anchors must remain completely secured at all times within the terminal area. Cable compressor bars should be engaged and chain or wire cable lashings fitted so there is no possibility of accidental anchor release.

BA 1338, 3483. Admiralty Pilot NP31, NP286(4).

1025.

Export Tankers must be fitted with OCIMF Type B 76mm chain stoppers. The Export Tankers must also have a ship Stability and Stress Monitoring System. The Export Tankers should also have an Inert Gas System (IGS), in full compliance with ISGOTT and IMO regulations and guidelines. IGS Instrumentation must be accurately calibrated and available for inspection. All cargo and slop tanks must be capable of sealed (vapour lock) gauging and sampling. Mooring systems specifications: ..... Hawser Type Marlow superfine circular braided 100% nylon Grommet Rope Hawser. Hawser size 90m Finished length x 15in circumfrence (nominal 120mm diameter). Minimum theoretical break load of Grommet 600t (break load 1 leg - 353t). Chafe Chain Type 'B' (OCIMF 93) 76mm. Pickup rope 100m x 10in. Messenger Rope 50m x 3.75in. Note 1: Maximum permitted SWL of mooring system is 200t. Note 2: The terminal is equipped with a hawser load monitoring system and a manual emergency release mechanism.

Pilotage is compulsory whist the Export Tanker is within the safety zone. All berthing, mooring and unmooring operations at the terminal are to be conducted by the Mooring Master whose presence is to advise the Master on the vessel's manoeuvring and mooring/unmooring operations. The pilot boarding area is located 3nm W of the FPSO Kikeh in the following position 04°52.6'N 114°13.9'E or in bad weather off Labuan Island in position 04°14.5'N 115°04.5'E. Note: Pilotage services are provided strictly subject to the terminal conditions.

The terminal limits enclose a Safety Zone, which is established for operational safety and terminal control. At the discretion of the Mooring Master, the maximum limits for berthing at the terminal are as follows: ..... Wind speed: 25kts Swell/Wave height: 2.5m Maximum current: 3kts

The terminal is equipped with lights for a fixed installation in accordance with international regulations.

The Terminal berthing operations is during daylight hours and within the maximum limits for berthing. ..... 1. Wind speed 25knts 2. Swell/wave height 2.5m 3. Max current 3kts

A tidal range of 1.8m can be expected between the lowest and highest astronomical tide. Generally the current sets SW from Jan to Mar and Sep and sets SE during the other months, rate of 1kt up to 2kts.

Two Terminal Support Vessels available, have a bollard pull suitable for the size of vessel berthing and weather conditions and shall be made fast astern of the export tanker on "static tow" and will remain so connected throughout the offloading operation. The line boat/mooring boat will assist as required and will primarily carry out duties during mooring and unmooring operations.

The NE monsoon becomes established during November until the end of March. During this period, the wind direction over the open seas is predominantly NE'ly. From May to October, the wind is predominantly SW'ly.

KIKEH MARINE TERMINAL 5°52.53'N 114°17.59'E ________________________________________________________________________________ ___________

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The Terminal maintains a 24 hour listening watch on VHF Ch 16. Export tanker operations will be conducted on VHF Ch 72. Export Tankers should establish contact with the terminal as soon as possible before arrival and not less than 3 hours before arrival. Once contact has been established on Ch 16, the terminal will use VHF Ch 72 for further communications. The Mooring Master and Assistant Mooring Master will be provided by the terminal with intrinsically safe hand held VHF radios for use onboard the Export Tanker. In the event of loss of communications, both the terminal and the Export tanker should revert to VHF Ch 16 to re-establish communications. VHF: Terminal: Ch 16 and 72. Inmarsat Mini-M (Alternate System), Tel: +873 7611 21796. Inmarsat "F77", Tel: +870 7611 21783; Fax: +870 7611 21784. FPSO Control Room, Tel: +603 7490 7394. FPSO Radio Room, Tel: +603 7490 7399. Email: SB_SrProdSupt@murphyoilcorp.com; Mooring.fpsokikeh@mdpc.com.my.

Customs, Immigration and Health inspections will usually be carried out by two Customs Officers and one Immigration Officer. The Export Tanker is subject to clearance by Malaysian Customs, Health and other relevant authorities.

The following documents are required and must be prepared prior to arrival in order to achieve a speedy clearance. ..... 1. General Declaration. 2. Cargo Declaration. 3. Crew List. 4. Crews' Personal Effects List. 5. Crews' Foreign Currency List 6. Ships Stores Declaration and list of goods in bond 7. List of arms onboard or statement that none are onboard. 8. List of narcotics and narcotic containing drugs. 9. Safety Management Certificate 10. Document of Compliance Other documentation and information may be required of Export Tankers. Any such further requirements, which the terminal is aware of, will be related to the Export Tanker prior to or upon arrival.

The Master of the Export Tanker should notify the terminal of the ETA, at least 72 hours before arrival and again at 48, 24 and 12 hours. If the Export Tanker departs from its previous port of call less than 72 hours before its ETA, then the Master of the Export Tanker shall notify the terminal of the Export Tanker's ETA upon departure from such port. In any event the Master of the Export Tanker shall advise the ETA to the terminal 24 hours before arrival and thereafter any variation of more than 1 hour. The Master shall promptly notify the terminal of any significant change to a previously notified ETA.

As a courtesy, all Export Tankers should fly the national flag of Malaysia from arrival until departure of the vicinity of the Terminal. Signals to be displayed on arrival and when moored to the terminal: Arriving Export Tankers are required to display the following signals: ..... 1. Arriving Export Tankers are required to display the following signals: By day: International code flag 'Q' (For quarantine clearance). By night: Red light over white (For quarantine clearance). 2. While connected to the terminal, Export Tankers must display: By day: International code flag 'B'. By night: Red light.

The terminal operates 24 hours per day, all year round but because the terminal is an open and unsheltered mooring, there may be times when mooring operations will be inadvisable. Under these circumstances, the terminal will be closed until conditions improve. However, berthing operations will be restricted to daylight hours only.

To comply with the Malaysian Government health requirements, a radio pratique message should reach the Offtake vessel's agent not more than 24 hours, but no less than 12 hours before arrival, as per the instruction message. The Offtake vessel Master should sign and date the message. One Health/Quarantine Officer may be required to be on board the Export Tanker.

The Mooring Master, acting on behalf of the Company, will sign acknowledgement of the Export Tanker Notice of Readiness (NOR). NOR will be accepted when Pilot/Mooring Master boards the Offtake Vessel. NOR will not be accepted unless the Export Tanker complies with all provisions of the Terminal Handbook.

A standard message, requesting the following information will be sent to the Export Tanker at least 72 hours before arrival: ..... 1. Master's Name. 2. Nationality of Master and Crew. 3. Vessels flag/call sign/Inmarsat numbers (tel/tlx/fax). 4. Summer DWT/LOA/Beam/Draught/Freeboard and distance bow to centre of manifold (BCM). 5. Arrival draught (note: vessels must comply with - minimum 30% DWT - trim not to exceed 1% of LBP - propeller to be fully immersed). The propeller and the rudder shall be fully submerged at all times while berthed at the facility. Please note that in the event of arrival with excessive trim or too light a draught, berthing may be refused. 6. Previous name(s) of vessel and date of building. 7. Last port of call/next destination/voyage number on leaving. 8. Is your vessel single or double hull. 9. Quantity of cargo tank and segregated ballast onboard on arrival/time to discharge ballast. 10. Grade of previous 3 cargoes. 11. Confirm vessel can load and deballast concurrently (note: vessel must maintain a minimum of 30% DWT onboard at all times). 12. Advise cargo quantity required in bbls. 13. Advise your loading rate in bbls through 2 x 16in hoses during (a) deballasting and (b) normal loading. 14. Confirm vessel in good operational order: a) All tanks inerted and less than 8% oxygen. b) No defects in manoeuvring capability. c) All navigational equipment operational. d) Heating coils (if fitted) and tank valves not leaking. e) Windlass/winches and crane in good working order. f) 16in ANSI flange on port side cargo manifold. g) Pilot boarding arrangement complies with statutory regulations and in good condition. 15. Advise SWL of port side hose handling crane. 16. Confirm vessel complies with OCIMF recommendations for oil tanker manifolds and associated equipment (including for use at single point mooring). 17. Confirm bow chain stopper is suitable for 76mm chain. 18. What is your vessel experience factor? (Calculated as follows: Total of ships figures for last 10 voyages divided by Total of Berthing/Loading quantities for the same voyages). 19. SCAC Code (for cargo intended for USA). 20. Name of appointed agent. 21. Any conditions of Class. 22. Please confirm ISPS certification - i.e. valid ISSC (International Ship Security Certificate). 23. In line with ISPS requirements - your last 10 ports of call. 24. Your ETA at Kikeh Terminal as advised above. 25. Certified Officers must man the cargo control room at all times. 26. Reliable communications shall be maintained between the bridge, Kikeh Control Room and static tow boat. An hourly radio check on VHF Ch 16 is required between these stations. 27. The cargo and deballasting plan shall be presented after the berthing. A time shall be confirmed for the commencement of deballast operations. 28. Please arrange to have accommodation and meals for 8 personnel. Please note that due to shift work, the Mooring Master is to be given priority for single berth accommodation. 29. One winch barrel on the forecastle, with a direct lead to the chain stopper, should be empty ready to take a 24mm x 200m messenger and then a 72mm x 150m line. Please confirm that the barrel to be used can accommodate this. 30. The port side derrick or crane hook shall be required (minimum SWL 15 tons) and shall be fitted with an appropriate safety hook and a 2 metre extension stinger with safety latch hook. 31. The Facility maintains a 24-hour listening watch on VHF Ch 16. 32. The Facility keeps time on UTC + 8 hours. 33. For Pilot boarding, please have oilfield personnel basket rigged to the port crane. Ensure crane is fitted with safety latch hook and safety strop from crane runner to basket lifting hook. Alternatively and with prior agreement of Mooring Master please have a combination pilot ladder rigged on the Port side, approximately 6.0m above the water line. The ladder should be in accordance with IMO Resolution A.667(16). Please ensure manropes are provided. The use of "tripping" lines attached to the bottom of the pilot ladder are not to be deployed. The pilot shall board vessel via the line handling boat, the pilot boarding platform above the WL. Once the shuttle crew have boarded, the combination ladder shall be raised to deck level. Please arrange to have the gangway higher than normal to compensate for higher boarding height by personnel. 34. Your Chief Officer shall be required to accompany the Mooring Master on an inspection of your vessel prior to and after berthing operations, before completing the Off take Vessel Safety Checklist. 35. Please have the test certificate for the chain stopper ready for the Pilot's inspection. 36. A tanker assist towing vessel shall be in attendance during the time your vessel is moored astern of the Facility. The vessel shall be moored to you by means of a dedicated tow line secured to your stern. The tow rig shall be supplied by the tow vessel. The vessel shall be used in static tow mode when tandem moored to the Kikeh Marine Terminal. During the static tow your vessel's engines are to be on standby ready for immediate use. The tow line shall be connected to your vessel prior to mooring at the Kikeh Marine Terminal and shall be disconnected after you have been unmoored. Fire wires shall be rigged, one on the port quarter and one on the starboard shoulder. 37. The parcel size in bbls, intention to load in bbls. Approx loading time. 38. The Master to confirm that any ballast water intended to be discharged has been changed, but no later than 72 hours from arrival. The Export Tanker Master is requested to respond to this message at his earliest convenience. The Export Tanker's response should also confirm the requirement for the vessel to maintain safe departure draught at all times, and of the ability of the vessel to concurrently load and deballast (safely and pollution free).