Kumul Marine Terminal (PGKUL)

The terminal is an export crude facility, consists of a control platform with a SPM buoy situated S, enclosed by a restricted area. The location of the berth is off the S coast of Papua New Guinea (Gulf of Papua) in position: 08°06.0'S 144°33.8'E.

Tropical.

Kumul lies to the N of the Gulf of Papua, approx 180nm NW of Port Moresby.

Offshore: LOA 274.2m, BCM 146.3m, draught 17.1m, 160,036DWT.

Anchorage for tankers is situated approx 2nm S of the SPM buoy, (08°08.0'S 144° 33.8'E) and a cautionary area, radius approx 4.5nm, centred on the platform within which vessels should avoid navigating, anchoring or fishing.

Approach by tankers in ballast should be made from S. Approaching the head of Gulf of Papua from the S, a landfall is recommended near Maclatchi Point (07° 57'S 145°25'E) on the E side, or on Kumul Marine Terminal platform 50nm farther W. as no other features are sufficiently prominent. In clear weather, when within a distance of 25-30nm of the land, three peaks will be seen in the W part of the mountains in the interior, about 1,800m in height; the two E-most of these stand approx 35nm NE of Aird Hills.

AUS 378, 4603. Admiralty Pilot NP15, NP286(4).

Mooring procedure: Two Mooring Masters will board tankers at either the anchorage area or an agreed location. The Mooring Master (No 1) will advise the tanker's Master on approach to the SPM, mooring and unmooring, connecting and disconnecting hoses, and all other operations within the terminal area, including all manoeuvring of the tanker. The Master must be on the bridge at all times while the tanker is being manoeuvred. Mooring Master (No 2) will advise crew on procedures for berthing, hose connection & making fast the Tanker Assist vessel. When any Mooring Master goes onboard a tanker for the purposes of assisting such tanker, he works for the owner of the tanker, the terminal shall not be liable for any damage or injury which may result from the advice or assistance given. Support vessels assist in mooring tankers. These are under the direct control and supervision of the Mooring Masters. Any service and/or facilities provided by the terminal including, but not limited to, the services of Mooring Masters, support vessels or other services or facilities shall not be construed to be, or give rise to, a personal contract. Tankers not fitted with OCIMF standard chain stoppers commensurate with the vessel size (76mm chain, 200 SWL) will not be permitted to berth. The Mooring Masters will normally board tankers from the support vessel which also serves as a line boat/general tender throughout the loading operation. Immediately after the Mooring Masters have boarded, the support vessel will proceed to the portside derrick area of the tanker when mooring and hose connection equipment will be lifted onboard. Sufficient crew must be available on deck to transfer the equipment, as no shore mooring/hose connecting gang is supplied. From time to time the Mooring Masters and Government Officials may board by helicopter, in which case the International Guide to Helicopter/Ship Operation should be adhered to. The following equipment, provided by the tanker, shall be ready for use when the Mooring Masters board: Forward: 1 messenger line of 26mm x 185m, polypropylene or other man made fibre; 1 heaving line, 1 clear winch drum. Aft: 1 messenger line of 26mm x 185m, polypropylene or other man made fibre; 1 heaving line, 1 chain stopper. At the manifold area portside: a selection of shackles, chain blocks, wire strops, hammers, heaving line. During the approach of the tanker towards the SPM berth, the tanker's crew, with the advice of the Mooring Master, will prepare the forecastle for the mooring operation. This will include passing the 26mm messenger line through the centre bow fairlead, taking the end to the after starboard corner of the forecastle and, from this point, lowering the end to sea level. The inboard end of the messenger will be secured onto the previously cleared winch drum. Hose connection: On completion of mooring, the loading hose will be connected to the tanker port manifold, which must have been prepared to accept 1 x 12in 150 ANSI flange prior to berthing. Depending on the freeboard of the tanker, the weight of the hose to be lifted could approach 10t, and all tankers calling at the terminal must have a derrick or crane with 15t SWL capacity. A support vessel will tow the tanker end of the hose to a position below the manifold area and connect the tanker's cargo runner to the hose pick-up chain. The hose will then be lifted to a position above the main deck so that the hang off chain can be made fast to the hose bitts in such a way that the hose flange will closely align with the required manifold flange. The hose end will be lowered to the deck for the blind flange to be removed. The hose flange will be connected to the manifold by a "Camlock" and manifold flanges and hand tightened to prevent rotation of the "Camlock". When the hose is connected, the length between the tanker manifold and rail will be supported on one sling by the tanker's derrick/crane. This is to ensure that there is no undue strain on any part. Hose connection will be made by the tanker's crew who must be under the supervision of a responsible deck officer. The Mooring Master will advise on the correct procedure to be adopted. Manifold reducers to suit the above 12in connection should be applied by the tanker. Should the tanker not have a 12in reducer, one can be borrowed from the terminal.

Pilotage is compulsory by terminal Mooring Masters (2). The Mooring Master boarding area is 1.5nm S of the SPM, (08°08.0'S 144°33.8'E).

The SPM berth is fitted with a yellow light; flashing every 15s, range 5nm, characteristic "U".

The terminal has open and unsheltered moorings. On occasions there may be circumstances which may prevent mooring operations. In these circumstances good judgement should be used by the tanker Master, in conjuction with the Mooring Master's advice as to what action to take.

Mean spring range about 2.4m; mean neap range about 0.6m. The currents at the berth and in the anchorage area are tidal, flowing to the NW during the flood and to the SE during the ebb. They are usually strong, with peaks exceeding 3kts.

Tug for static tow (80t bollard pull) is supplied by the terminal.

The terminal is situated between two opposing seasonal prevailing winds; the NW monsoon and SE trades. The NW monsoon usually lasts three months from Dec-Mar; the SE trades dominate from May-Oct. The two seasons are separated by brief periods of 4-6 weeks, when light variable winds are characteristic, and poor weather conditions are common.

KUMUL MARINE TERMINAL 8°04'S 144°34'E UNCTAD LOCODE: PG KUL ________________________________________________________________________________ ___________

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WEEKLY CORRECTIONS FROM UKHO NtM WEEK 28/15 Kumul Marine Terminal correspondence, (RSDRA2017000148414), 28/17

Call: "Kumul Terminal". VHF: Terminal: Ch 16, 74. Ch 74 is used for internal terminal traffic and berthing operations. Tel: +675 278 2199 / 6172. Kumul Terminal Superintendent: pngmt001@oilsearch.com Kumul Pilot/Mooring Master: pngmt050@oilsearch.com, pngmt051@oilsearch.com A 24 hour watch is maintained on Ch 74 at the operations platform and tankers should make contact on this channel at a distance of 20-40nm on the seaward side of the platform.

PNG authorities may board prior to berthing.

Documents such as Bill of Lading, Certificate of Quality, Certificate of Quantity, Certificate of Origin, Cargo Manifest, Harbour Report (time sheet), Receipt for Samples, Receipt for Documents, etc., are prepared at the terminal when the tanker has been loaded. The documents will be completed and taken aboard the tanker for the Master's signature. Signing of these documents by the Master will take place at the same time final departure clearance formalities are being carried out.

Should be advised on departure from last port, then 72, 48 and 24 hours prior to arrival, to the agent and to terminal on e-mail: pngmtool@oilsearch.com, including the following information: ..... 1. Name of vessel 2. ETA in local time (GMT +10), at the anchorage area 3. Name of Master 4. Estimated arrival draught, fore and aft 5. Cargo requirements and destination of cargo 6. Any anticipated delays 7. Last Port of Call 8. Confirm that vessel has a clean Bill of Health 9. If there is any sickness onboard give all available information as to the possible type of sickness 10. Distance in feet from the bow to the tanker's loading manifold 11. Confirmation that cargo tanks are inerted to 8% or less by volume and IGS is operational 12. Completed Kumul Terminal Questionnaire and Q88 13. ISPS security level of tanker and terminal will advise status via the agent Early departure procedure: Provided the tanker master is agreeable, an early departure procedure is available, under which the following documents should be transmitted to the consignee via the Master: 1. Master's request for EDP, 1 copy 2. One incomplete non-negotiable copy of the Bill of Lading placed onboard for Master's completion from radio shore figures plus 1 non-negotiable copy for consignee 3. Samples and receipt for samples, 1 copy of each Master and consignee 4. Certificate of authenticity, 1 copy each Master and consignee 5. Time sheet (harbour report), 1 copy each Master and consignee 6. Master's receipt for documents, 1 copy each Master and consignee 7. Certificate of ullage, 1 copy each Master and consignee 8. Certificate of tank inspection, 1 copy each Master and consignee Per lifting agreement, EDP will become effective 2 hours after completion of cargo.

PNG National Flag should be flown between sunrise and sunset.

At no time during the tanker's stay at the terminal shall the tanker's engines be immobilised. The area within a radius of 1nm from the SBM must not be entered without a Mooring Master onboard. Approach to the anchorage/Mooring Master boarding area: When within VHF communication range, Masters of export tankers should ascertain berthing prospects from the terminal. Tankers in ballast should approach the terminal from the south. Should it be necessary to anchor, then the tanker should proceed to the recommended tanker anchorage area which is in position approximately 3.5nm S of the platform, (08°08.0'S 114°338'E). Tanker Masters are reminded that when passing through the Torres Strait, local pilots are compulsory. Arrival at anchorage/boarding area: A safe means of access to the tanker should be provided in accordance with the requirements of SOLAS, and early advice will be given by the Oil Search Mooring Master indicating the side of the vessel that access should be provided. During night operations the access area shall be adequately illuminated to allow the safe approach and boarding of the Oil Search Mooring Masters and Government Officials. The Conditions of Entry into and Use of the Kumul Marine Terminal Form will be presented to the Master of the tanker and shall be signed prior to commencement of berthing operations. The Notice of Readiness will only be accepted provided the Oil Search Mooring Master is satisfied that the tanker is in all respects ready to berth and load when the vessel is All Fast. NOR will not be accepted during a period when the terminal is closed due adverse weather. The foregoing paragraph notwithstanding, in no event shall a NOR, whether previously accepted or not, be valid or binding on the terminal unless the tanker, tanks and equipment, are in fact, in every respect ready to receive cargo. Tankers will normally berth in order of arrival with due regard to nominated date ranges. Approach to berth: Masters of tankers are reminded to comply with statutory rules and are requested to comply with the following: The officer responsible for the embarkation of the Mooring Masters is to be a watch keeping officer. The access ladder is properly secured. The access ladder and immediate areas are adequately illuminated at night. Means are provided to enable the Mooring Masters to pass safely and conveniently from the head of the ladder into the ship and into the ship deck. Portable stanchions, if used, should be independently secured to the rail or deck one on each side of the ladder.The ladder is in good condition and its treads remain horizontal throughout the embarking or disembarking. Tread to have a non slip surface. The length of the ladder should not exceed 9m. Whenever the distance from sea level to the point of access is more than 9m, a combination accommodation ladder/pilot ladder or other equally safe and convenient means for embarking or disembarking the Mooring Master is to be used. The pilot ladder will be rigged in such a manner that each step rests firmly on the ship's side. Spreaders are to be positioned at intervals of no more than 8 steps apart. Reference is made to the IMO requirements and the IMPA recommendations. The pilot ladder should be rigged with the lowest step approximately 1.5m above the water level. Inspection: Immediately upon completion of loading, the official Bill of Lading quantity will be relayed by radio to the Master via the Mooring Master. Ballast Procedure: All tankers must arrive with clean ballast suitable for discharging directly into the sea in accordance with the standards set by the International Convention. Tankers arriving with ballast unsuitable for discharge to the sea will be rejected for loading. Any tanker rejected because of contaminated ballast or sea pollution will automatically invalidate their NOR and will lose any priority of loading. Tankers discharging contaminated ballast to the sea will be subjected to the anti-pollution laws. Tankers arriving at the terminal should have sufficient ballast to ensure safe handling and manoeuvring in the prevailing weather and sea conditions. Any tanker unable to maintain 30% deadweight ballast condition during loading will not be accepted at the terminal. Alternatively a tanker may be allowed to load/deballast/load in order to maintain the 30% deadweight requirement. During deballasting, the trim should not exceed 4m, and the propeller and the rudder are to be submerged at all times. Shippers are required to reasonably endeavour to utilise tankers with segregated ballast. Due to the low loading rates it is preferable for tankers to maintain their ballast for 24 hours after the start of cargo loading before commencing deballasting operations. Transfer Operations: When the tanker has been declared ready to load, with all necessary valves open, the hose end butterfly valve will be opened, and the Mooring Master will instruct the terminal to commence loading at a slow rate. The loading rate will not be increased until the tanker has confirmed that the hose connection is tight, that cargo is being received in the selected tanks and that no leakage is taking place through the sea valves. Thereafter the loading rate will be increased, on request by the tanker, to the maximum rate available. At any time during the loading operations, the rates can be reduced on request. Except in an emergency, 10 minutes notice should be given to the terminal when rate reduction is required. As is normal tanker practice, valves must not be closed against the oil flow without permission from the Terminal. If for any reason, radio communications between tanker and terminal are lost, the terminal will stop loading until communications are re-established. In the absence of radio contact, oil flow can also be stopped by the tanker blowing her whistle to attract the attention of the tug astern, who can call the terminal to stop loading. Request for the terminal to stop the flow of cargo at a pre-determined volume must be in writing and include a statement by the tanker Master that the terminal cannot be held responsible for any error, and in the case of the tanker being overloaded the excess cargo cannot be pumped back to the terminal. The tanker's Master will also be held responsible for any spills caused by this request. Inert gas systems: All tankers must be equipped with an inert gas system conforming to the SOLAS regulations. (Tanks 8% or less by volume, line supply 5% or less). This must be operable throughout operations at the terminal. Tanks are to be monitored by the tanker crew to ensure the correct atmosphere is maintained. The Mooring Master will check the condition of the tanks on arrival and throughout the operations. In the event of failure of the system or, when the tank atmosphere departs from the industry accepted limits, the tanker will be removed from the berth. Repair work: A vessel secured to the buoy shall be maintained in a state of readiness for vacating the berth under full engine power at short notice. Therefore, no repairs will be permitted.

Contact the agent.

NOR should be tendered in accordance with Charter Party terms