Vityaz Terminal (RUVTZ)

The port is currently closed for commercial operations. Information for the port is retained should the port reopen. The ice-classed Floating Storage Offloading facility (FSO) "Okha" lies in 30m of water connected by a Molikpaq SALM system, oil is transferred via a subsea pipeline 1.1nm from the Piltun Astokhskoye field. The Vityaz Production Complex development called the Sakhalin II is owned by Sakhalin Energy Investment Co and operated by SBM Production Contractors. Production is suspended from Dec to May due to severe ice conditions.

North Pacific Winter Seasonal Zone, Winter Oct 16 to Apr 15, Summer Apr 16 to Oct 15.

The Vityaz Terminal Complex is located 8.6nm NE of Sakhalin Island, in the Okhotsk Sea, Far E Russia.

160,000DWT, BCM 139m.

Upon arrival, if an Export Vessel is not scheduled to berth or the Terminal is closed, the Master of the Export Vessel will be requested to anchor in a designated area. The Export Vessel must maintain engines and propulsion machinery in readiness to clear the anchorage at short notice. Repairs at anchorage are not permitted unless authorised by the Mooring Master.

The Vityaz Production Complex encompasses the PA-A or Molikpaq fixed platform 14m above sea level located 9.2nm offshore and 13nm SE from the Piltun Bay entrance. The FSO "Okha" is located 52°41'56.8'N 143°33'21.2'E.

Admiralty Pilot NP43, NP286(6).

The Mooring Master boards the Export Vessel at the anchorage or at an agreed location. Inspection of the the Complete Safety and Oil Spill Avoidance checklists and examination of the safety and fitness documentation is then made. A tug is made fast to the stern of the Export Vessel 1nm from the FSO. A mooring boat approaches the Export Vessel when the bow is approx 300m from the stern of the FSO; it attaches the messenger line dropped from the tanker to the messenger line which is secured to the mooring hawser assembly. The Export Vessel then heaves in the hawser pickup rope which connects to the hawser chafe chain. The mooring boat delivers and collects the mooring line and loading hoses. When the Export Vessel is unmoored from the FSO, the stern tug is released from the Export Vessel which then moves astern to clear the FSO. The stern tug may provide some assistance in pulling the Export Vessel clear of the FSO.

The pilot station is positioned at the 12nm territorial limit. The Mooring Master acts as pilot and is compulsorily required to stay onboard the Export Vessel at all times within the Safety Zone. Export vessels with a high freeboard or in ballast may be instructed by the Mooring Master to lower the main gangway to allow access for a short length pilot ladder. Pilot boards in position 52°41.57'N 143°39.06'E (3.5nm E of the Terminal).

The Terminal has a Russian Federation 12nm territorial limit.

Danger: A rock formation obstruction (52°31'N 143°40'E) approx 8.2m below mean sea level. Export Vessels are advised to consult the normal navigational services for the exact position and for any other obstructions.

"Smit Sakhalin" (or a suitable substitute vessel) acts as stern tug to hold the Export Tanker in line.

The Okhotsk Sea is subject to dangerous storm winds, severe waves, icing, and poor visibility in thick snowfalls. Average extreme low temperatures reach -32° C to -35°C, with sheet ice 1.5m moving at 2kts.

VITYAZ MARINE TERMINAL 52°41.94'N 143°33.49'E UNCTAD LOCODE: RU VTZ ________________________________________________________________________________ ___________

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The Molikpaq Platform maintains listening watch on VHF Ch 16, 11 and 06. Terminal name: FSO "Okha". Mooring Master Email address: okha_mooring_master@sakhalinenergy.ru. Telex: Inmarsat "B" 872 330 814 614 OKHI. Telex: Inmarsat "C" 872 430 814 610. Telephone: Inmarsat (Pacific Ocean Region) +872 330 814610. Fax: Inmarsat (Pacific Ocean Region) +872 330 814612. VHF: Ch 06, 11, 16.

Tankers bound for the Vityaz Terminal should send the first arrival advice message to Korsakov Harbour Master (rather than agent) and to the Vityaz Marine Terminal 7 days prior to the expected date of arrival, even if the Export Tanker is in port at the time. The Master should send another notice on departure from port. Next arrival advice should be sent 72 hours before the ETA. The arrival advice should be subsequently updated at 48, 24 and 12 hours before the ETA. An updated arrival notice should be sent at any time when there is a significant change in a previously estimated ETA. A standard message, including the following information is to be sent to the Terminal Representative/Mooring Master at least 72 hours before arrival: ..... 1. Master's name 2. Export Tanker's flag, callsign, Inmarsat numbers (Tel/Tlx/Fax/Email) 3. LOA 4. BM (breadth moulded) 5. Arrival fore and aft draught and arrival freeboard (w/l to midships hose rail) 6. Distance from bow to centre of manifold 7. Size of bow chain stopper 8. Confirm OCIMF hose handling and mooring system 9. Confirm 16in ANSI Flanges on port side cargo manifold 10. Grade of previous 3 cargoes 11. Maximum cargo loading rate through a single inlet on the manifold 12. Slops (if any) onboard 13. Quantity of segregated ballast (SBT) 14. Last port 15. Confirm concurrent (segregated) cargo and ballast operations 16. Time to discharge ballast 17. Confirm full inerted condition in all cargo tank spaces and closed loading system. 18. Confirm hydrogen sulphide (H2S) content in cargo tanks vapours is less than 10ppm. 19. Confirm oxygen (O2) content in cargo tanks is below 8%. 20. Confirm derrick/crane capacity, location and reach at port side manifold. 21. Loading plan 22. Type of emergency towing equipment 23. Confirm ISM compliance 24. Confirm compliance with environmental protection requirements 25. Name of appointed agent 26. Any conditions of class. 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 (safe and pollution free).

The Export Vessel must be in compliance with the following regulations: MARPOL 73/78. SOLAS International Safety Management ISM Code. Current applicable industry guidelines such as ISGOTT. OCIMF recommendations for equipment employed in the mooring of ships at single point moorings 1993 edition. Must have a current "Safety Management Certificate" in accordance with the requirements of the ISM Code. Must have a current copy of "Document of Compliance" in accordance with the requirements of the ISM Code. Senior staff who may have to liaise with Terminal personnel must be fluent in spoken and written English. Must have 1992 CLC (Civil Liability Certificate). Must be enrolled in a P&I Club within the International Group of P&I Clubs. Must have in place minimum coverage for oil pollution in the amount of US$700,000,000 with its P&I Club or other acceptable insurer. Must meet Company's vetting requirements.