Mina al Fahal (OMMFH)

Mina al Fahal is an open sea port and the main oil export terminal for Oman, handling the export of crude and the import and export of gas oil and jet fuel. The port is also used as a bunker facility for loaded tankers departing the Gulf area.

Tropical.

Mina al Fahal is situated approx 10km NW of Muscat on the Gulf of Oman.

LOA 339.76m, BCM 191.0m, draught (no restriction) and 554,000DWT.

Recommended anchorage is 2-4nm W or NW of Fahal Island and at least 2nm off the Oman coast. Before anchoring, tankers should contact Fahal Control on VHF Ch 12 for a designated anchorage. Ships proceeding to an anchorage within the port area should pass N of Fahal Island and under no circumstances enter the prohibited area unless instructed to or accompanied by a Mina al Fahal Berthing Master. The following positions are foul due to lost anchors or cables: ..... 1. Fahal Light 121° x 2.9nm 2. Fahal Light 150° x 3.4nm 3. Fahal Light 126° x 1.1nm 4. Fahal Light 144° x 2.5nm When anchored Fahal Control to be informed of the following: ..... 1. Time of anchoring. 2. Bearing and distance from Fahal Island 3. Notice of Readiness time. 4. Cargo request in bbls at 60°F 5. Ship max loading rate with 1 and 2 hoses. 6. Quantity of SBW to be discharged in MT. Anchorage area is shown on Admiralty chart BA 3522 and Omani chart 255, W of Fahal Island. Waiting Anchorage: A designated waiting anchorage area has been established and is shown on BA and Omani charts. This anchorage is for vessels awaiting orders within the territorial waters of the Sultanate of Oman and no other anchorage may be used. Special regulations are in force for all vessels using the waiting anchorage and such vessels are liable for harbour dues except for tankers waiting to proceed to the SBM moorings.

Approach/departure channel: None, open approach. A distance of at least 1nm must be kept off Fahal Island. Caution: Attention is drawn to the 14m patch on the eastern side close to Fahal Island.

BA 3518, 3522. Omani 254, 255. US Publication 172. Admiralty Pilot NP63, NP286(8).

Royal Oman Police (ROP) Coastguard available on VHF Ch 11.

1025.

Approaches to the berth: Under no circumstances must vessels enter the restricted area unless accompanied or advised by a Mina al Fahal pilot. Anchors: In order to avoid damage to SBM moorings and submerged pipelines, anchors are to be secured in the seagoing condition before the ship enters the restricted area. Under no circumstances is the seagoing security of the anchors to be altered whilst the vessel is moored to the SBM. Immobilisation of engines: Engines required to be maintained at 10 minutes notice whilst vessels are berthed. Immobilisation is not permitted. Safety Regulations: During approach to the berth, the Berthing Master's Assistant will test 2 cargo tanks to ensure that oxygen content is less than 8% using vessel's equipment. "In Port" safety regulations apply as per ISGOTT. Two suitable fire wires should be prepared, one forward standing by on deck to avoid fouling the SBM and one rigged aft from the starboard side poop deck and hanging 3m above the water. Arrival Draught: All vessels scheduled to berth at an SBM must arrive with the propeller fully immersed and the forward and aft draughts deep enough in order to: ..... 1. Allow safe handling of the ship in the prevailing weather conditions for the area. 2. Prevent the bow riding above the fendering on the SBM. 3. Allow connection of the mooring hawser, whilst maintaining a safe distance from the SBM. In order to comply with the above, as a minimum the vessel should have its propeller immersed with a max trim of 1.5%. Vessels will not be permitted to berth if the above conditions cannot be followed at all times. Berthing at SBM's: Vessels berth head on to a single buoy mooring system comprising two nylon grommet-type mooring lines which terminate with chafe chains for securing on board using the vessel's bow chain stoppers. Vessels which are not fitted with approved 76mm tongue or hinged type bow stoppers will not be accepted for crude/residue loading operations at Mina al Fahal SBM No 3 comprises of only one mooring line and chafe chain, but a second can be fitted as and when required. Two suitable messengers of 28mm min diameter rigged to individual winches should be provided by the ship to lift the end of the two 80mm diameter polypropylene pick-up ropes from the tug. A pilot and Berthing Master Assistant will board the vessel for mooring and will advise the details of the mooring procedure. Hose connections will be made on the port side amidships. Crude/residue loading ships should fit 2 x 16in reducers. The derrick/crane should be rigged with equipment in good condition and have min SWL of 10t. White oil vessels berthing on SBM No 3 should fit 8in reducers. The crane or derrick should have a min SWL of 5t. Hose connection and disconnection is carried out by the ship's crew with advice from the Berthing Master's Assistant. Coastal tanker mooring: There is one inshore berth for coastal tankers. Pilotage is compulsory for berthing, whilst a tug must be in attendance for unberthing and escorting the coastal tanker clear from the port area. Berthing is only permitted in daylight, whilst unberthing is permitted day or night. Permission must be obtained from Fahal Pilot on VHF Ch 12 prior to departure. Coastal tankers will not be berthed if wind is more than 10kts and/or sea wavelets are more than 0.5m in height. The max draught permissible is 4.5m. Vessels moor using both anchors forward and ships mooring ropes to a buoy on each quarter. Vessels must have fully operational anchor equipment with minimum of 6 shackles on the cable. The stern manifold crane must have certified SWL of 2t.The hose is connected to the vessel's stern discharge line. Tankers must arrive with clean ballast, lines and pumps. No shore ballast reception facilities are available. Private radio channels in the UHF band are used for ship/shore/tug communication during all operations. The Berthing Master's Assistant, acting as shore representative, stays on board at the SBM. Vessels are requested to provide him with proper accommodation and meals. As Oman is a Muslim country, the appropriate type of food, that is no pork or pork products, should be supplied. Any failure to comply with this request will result in delays to vessel and complications with the local authorities.

Call "Fahal Pilots" on VHF Ch 12. Pilotage is compulsory for tankers. Pilot and Berthing Master Assistant board either 1nm E of the Mina al Fahal Fairway Buoy (23°41'N 58°33'E) or 1.5nm NE of Fahal Island as directed by VHF. The port side derrick/crane should be rigged and crew standing by ready to lift the hose securing equipment. Harbour steaming is deemed to start at this point. The pilot access should be in good condition, clean and ready on the leeward side. The Pilot and Berthing Master Assistant will board by pilot ladder only, unless the vessel's freeboard makes the use of a combination accommodation ladder and pilot ladder necessary, or the vessel is advised otherwise. The use of a pilot hoist is not permitted. Shell CBM: Pilot boards 1nm E of Fahal Island or as directed by the pilot, no pilot required for unberthing, but a tug will escort the vessel clear of the restricted area.

Jazirat Fahal Light (white triangle daymark on metal framework tower, 6m in height) is exhibited near the centre of the islet.

Loaded tankers calling for bunkers are berthed in daylight only, other berthing is by day and night. Berthing may be restricted in winter months due to swell and sea height. A continuous forecastle watch must be maintained during the vessels stay to report the SBM position in relation to the ships bow; under certain conditions of wind and tide a vessel has a tendency to ride up to the buoy.

Spring tides rise about 3.0m. . No tidal restrictions on berthing and unberthing. Tidal currents in the area are predominantly E/W or W/E setting. Tidal information is based on Muscat.

There are 3 tugs available throughout 24 hours. This can be supplemented if required by additional tugs from Mina Sultan Qaboos. If the Master requires either option of additional tugs then a request should be made to "Fahal Pilots" via VHF Ch 12 or UHF Ch 1. Two tugs are used, one tug for berthing and one tug for hose handling. If a vessel is deep draught (see "Max size") when berthing to SBM No 01, an additional tug will be on standby to assist as required. On departure, to assist the vessel in manoeuvring clear from the SBM, a tug(s) may be instructed by the pilot to push on the port/starboard bow, and/or port/starboard stern. Tugs are equipped with fire fighting capabilities. To secure tugs vessels are required to have available, prior to arrival, soft mooring ropes in excess of 80mm diameter, on the starboard shoulder forward and centre poop fairlead aft. If a vessel is fitted with mooring ropes in the range 72-80mm, then this will be acceptable, provided these are of a standard length of 220m.

Berthing may be restricted in winter months due to swell and sea height. Wind NE'ly. Berthing/unberthing and hose handling will be cancelled or aborted if any of the following weather/sea conditions are exceeded, and the port is then deemed to be closed due to weather. ..... Day Time Night Time Mean wind speed of 30kts Mean wind speed of 25kts Sea height of 3m Sea height of 2m Swell height of 3m Swell height of 2m Visibility less than 0.5nm Visibility less than 0.5nm Hose handling operations will also be cancelled or aborted if at any time the tug Master or Pilot considers that the safety of the tug and its crew is compromised due to excessive sea state or adverse weather conditions. ..... Cargo suspended at mean wind speed of 30kts. Cargo hose disconnected mean wind speed of 35kts. Vessels sail mean wind speed of 40kts. All of the above are at the discretion of the pilot/Master. Loading must be suspended, and venting stopped, if there is a lightning storm in the vicinity.

MN' AL FAL 23°38.22'N 58°31.12'E UNCTAD LOCODE: OM MFH ________________________________________________________________________________ ___________

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(2) Pilot boards in the following positions: (a) 23°42.00N 58°31.30E (1·5 n miles NE of Jazrat Fal (Fahal Island)) (b) 23°41.00N 58°33.35E (1 n mile E of Fal Fairway Lt buoy) ________________________________________________________________________________ ___________\nPORT CONTACT DETAILS: Port Control Call: Fal Control (Fahal Control) VHF Channel: Ch 16; 12 Telephone: +968 24677231 \t+968 24677230 \t+968 24677239 Fax: +968 24675150 Telex: +498 5212 PETRO ON (Attn: OIT/5, OIT/52, OIL/2) E-mail: port.ops.supervisors@pdo.co.om Website: www.pscoman.com Shell Oman Call: Shell Oman VHF Channel: Ch 06 Petromar Muscat Fax: +968 24675150 Telex: +498 5212 HOURS:\tH24 PROCEDURE: (1) Notice of ETA: Vessels should send ETA 5 days, 96h, 72h, 48h and 24h in advance to Petromar Muscat. Any change in ETA in excess of 2h must be advised immediately. The 5 day message should contain the following information: (a) ETA (LT) and date (b) Time vessel will tender Notice of Readiness (NOR), if different from above (c) Confirmation that vessel is fully inerted, all tanks less than 8% O2 (d) Last port of call (e) Next port of call (f) Quantity of cargo required in bbls (g) Time required for deballasting, if prior to loading (h) Maximum draught on arrival and trim (i) Maximum draught on departure (j) Hose handling crane or derrick Safe Working Load (SWL) (k) Number, type, size and SWL of bowstoppers for securing SBM mooring chains (l) Vessel's flag (m) Master's name (2) Vessels should confirm ETA with Fal Control on VHF Ch 12, 2h before arrival. (3) During loading operations, contact is through a shore provided UHF radio with VHF Ch 12 for back-up. (4) All vessels, when in port or laying off Mоnв' al Fal should maintain a continuous listening watch on VHF Ch 12. NOTE: Vessels undertaking cargo operations or loading fuel oil on SBM3, communications are with Shell Oman. ________________________________________________________________________________ ___________" }

WEEKLY CORRECTIONS FROM UKHO NtM WEEK 13/25 Oman Maritime Book 2025, (RSDRA2025000109207), 13/25

VHF: "Fahal Control" or "Fahal Pilot": Ch 12. Communications should be established as soon as possible, but at least 2 hours prior to arrival. A 24 hour watch is maintained on Ch 12 only. The range of the station is approx 50nm but may be reduced to 20nm when approaching from the E due to the screening effect of the mountains. This station may call ships on Ch 16 but a watch will not be maintained on Ch 16. All vessels, when in port or lying off Mina al Fahal, should keep watch on Ch 12. The berthing tugs are also equipped with Ch 12. During cargo operations: UHF radio Ch 01 is provided for communication between ship/shore/tug and is utilised throughout all operations. Cargo operations are conducted via Fahal Control on UHF Ch 01 with VHF Ch 12 as back up. All vessels must have Ch 12 available in their Cargo Control Room. As an alternative, hand held VHF radios under the control of the OOW are acceptable. Vessels are required to give 1 hour, 30 min, 15 min, 5 min and "standby for stopping" notification prior to completion of cargo. For vessels undertaking cargo operations on SBM 3 or loading fuel oil on SBM 2, communications are with Shell Oman Marketing on Ch 06, callsign "Shell Oman".

Two copies of Crew List and 1 copy of Bonded Stores List (Customs) required.

Papers required upon arrival: ..... For Pilot: 2 copies of Crew List. 1 copy of Ship Security Certificate For shore authorities: 4 copies of Crew List. 2 copies of Vaccination List. 1 copy Declaration of Personal Effects. 1 copy Bonded Stores List. Cargo documentation: One set of blank Bills of Lading will be signed by the Master. Once loading is completed the cargo figures will be advised to agents. If differences occur the Master can protest through the agents. If all is correct the Master authorises agents to sign on his behalf. Mina al Fahal (MAF) also operates early departure procedure (EDP). Agent can be authorised to sign Bill of Lading by Master. PDO follow the early departure procedure for completion of cargo documents. The pilot on departure requires the ship's metric tonne cargo loaded figure within one and a half hours of completion of loading. The unberthing operation will commence immediately after the hoses are disconnected with the vessel being told to anchor until the vessel provides a ship figure if this is not made available prior to the pilot's departure. On departure you will be given a provisional Certificate of Quantity and Quality with all shore figures entered. These shore figures are provisional only and may be subject to change by Government officials. Confirmation or any amendment will be telexed to you within 3 days of your departure and the figures should then be transferred to your cargo documents. In order to comply with the EDP the Master is required to sign cargo documents with the cargo figures omitted as presented by the shore officials. These will include Bill of Lading and Cargo Manifest, some of which will be returned ashore for despatch as instructed by consignee/shipper. If the EDP is not required the Master may authorise the agent to sign the documents on his behalf. The original of this letter is to be returned to the pilot for use by the Terminal and Government officials whilst the Master retains a copy for the local agent. Upon receipt of confirmation of the shore figures and if authorising the agent the Master is requested to contact the agent and instruct him to sign the cargo documents on his behalf. Before the ship is released, the Master is required to return to the pilot the completed PDO Ullage Report, a copy of the Vessel's Experience Factor, the Berthing Master Assistants safety check lists, the ESD and UHF radio. The pilot will receive all Letters of Protest at the same time. The Berthing Master Assistant is instructed not to sign for any papers. The Chief Officer should also ensure that the UHF radio charger and spare battery have been returned to the Berthing Master Assistant after completion of cargo.

ETA messages should be sent at least 5 days prior to the first day of accepted date range, with updates every 24 hours prior to arrival to Petromar Muscat, Telex: 5212 PETRO ON, Fax: +968 24675150. Any change in ETA in excess of 2 hours, within the final 48 hours, must be advised immediately. Vessels should confirm ETA with Fahal Control 2 hours before arrival on VHF Ch 12. The 5 day ETA message should contain the following information: ..... 1. ETA in local time and date in plain English language. 2. Time vessel will tender NOR if different from above. 3. Confirmation that vessel is fully inerted, all tanks less than 8% oxygen. 4. Last port of call. 5. Next port of call. 6. Quantity of cargo required, in bbls. 7. Time required for deballasting SBT prior to loading. 8. Max draught on arrival, and trim. 9. Max draught on departure. 10. Hose handling crane or derrick, and SWL. 11. Bow to manifold distance, in metres. 12. Number, type, size and SWL of Bow stoppers for securing SBM mooring chains. 13. Vessel's Flag of Registry. 14. Master's name. When anchored Fahl Control should be informated of the following: 1. Time of anchoring 2. Bearing and distance from Fahl Island 3. NOR time NB: Pilot will wish to inspect chain register/wire certificates on boarding or before hose connection.

Alcohol: The import of liquor or alcohol of any type into the Sultanate is strictly prohibited. Therefore nobody is permitted to bring liquor ashore from the vessel in the port and under no circumstances should liquor or other items be traded with local fishermen in exchange for fresh fish under penalty of suspension of operations and removal from the buoy. Main transmitter: The ship's main transmitter and radars must not be used while the vessel is moored to the SBM. Boycott: The Sultanate of Oman is one of the countries subscribing to the Israeli Boycott. The following checks will be carried out prior to loading by the Pilot or Berthing Master Assistant: ..... 1. Check of Oxygen content in all cargo tanks. Vessel to ensure that all cargo tanks are fully inerted on arrival to avoid delay in loading. 2. Check of the Register of Lifting Equipment. Certification for the crane or derricks and their wires with relevant manufacturer's data and the test dates of the whole equipment. Vessel to ensure that these certificates are available to the Pilot. 3. Check of all Clean and Segregated Ballast Tanks to confirm they are free of oil prior to deballasting. Vessel to ensure that the ballast is clean and tanks are ready for inspection. 4. Check on the validity of the Document of Compliance and Safety Management Certificate under the ISM code SOLAS protocol, (1994 amendment). Vessels, which fail to produce these documents, will be in contravention of Omani Government regulations with attendant penalties. Anchorage regulations: Vessels wishing to carry out maintenance activities involving the disabling of the main engine and/or over side testing of lifeboat are advised to gain permission from the Director of Maritime Affairs via their agent and advise on completion of this work.

The vessel's agents should be telexed with details of any sickness on board. Vaccinations can be given by Port Health Officer on arrival. A doctor and dentist are available. Patients should be able to speak Arabic/English or be accompanied by a competent interpreter and should bring their passports. The following information must be sent in triplicate with every patient: ..... 1. Name, address and telex address of ship's owner. 2. Name of ship. 3. Rank and name of patient. 4. Nature of complaint (in general terms).

NOR usually accepted by pilot at boarding time, dependent on accepted date range of vessel.