Tantawan Marine Terminal (THTTE)

The port is currently closed for commercial operations. Information for the port is retained should the port reopen. The terminal, operated by Chevron Offshore (Thailand) Limited, comprises a tanker based floating storage, production and offloading system. FPSO 'Tantawan FPSO', 136,960DWT, is moored by means of a single point mooring installed at the bow. The terminal loads crude oil via pipeline ashore.

The FPSO 'Tantawan FPSO' is located in the Gulf of Thailand.

110,000DWT.

Designated anchorages for vessels awaiting berth lies approx 3nm NE of the terminal in depths of approx 70m. Caution: Anchorage is prohibited within the restricted areas surrounding the gas fields, except for designated anchorages. There is a risk of prosecution if vessels anchor or trawl near a pipeline.

Approach lanes to the FPSO and anchorages are designated and charted from the NE to the Mooring Masters boarding position 2nm N of the terminal. Attention is drawn to the existence of unmarked sub sea wellheads in the approaches to the terminal and other areas of reduced water depths that will be of concern to deep draught vessels. Numerous structures, usually showing lights Mo(U) 15s and below water obstructions, some marked by buoys, exist in the gas fields. The limits of the gas fields are charted but some of the features within them may not be. Special care should be exercised. Unauthorised navigation is prohibited within 500m of any production platform or associated structure, including storage tankers.

BA 3963, 3983 and 2414. US 93010, Gulf of Thailand. Admiralty Pilot NP30, NP286(4).

1030-1033.

Vessels using the terminal will be moored bow to stern of the FPSO by means of a nylon mooring rope approx 50m in length at the end of which a 3.5m length of 76mm or 54mm diameter chafe chain. The chain will be made fast to vessels by means of vessel's bow stoppers. During the period when vessels are moored at the terminal, a tug/supply vessel provided by the terminal, will remain secured to the stern of the offtaking vessel. The tug/supply boat will be directed by the Mooring Master. Should the Master of the offtaking vessel disagree with the Mooring Masters directions, he shall provide his reasons for the disagreement promptly and in writing to the Terminal Superintendent. The loading hose connections are 16in ASA 150. The embarkation and disembarkation of the Mooring Master and/or the Terminal Superintendent is entirely the responsibility of the Master of the offtaking vessel. On all vessels in which the distance from the sea level to the point which permits access to or departure from the vessel exceeds 9m, it should be anticipated that the Mooring Master will embark and disembark by an accommodation ladder together with a pilot ladder on each side.

Compulsory pilotage / Mooring Master. Boarding position is 2nm N of the terminal. The Terminal Superintendent might otherwise advise on arrival.

The SBM will make every effort to moor offtaking vessels upon arrival in daylight, weather permitting.

Currents in the gulf are generally weak and variable. From Oct-May during the NE monsoon, wind driven mainly near shore surface currents in the gulf circulate in an anti clockwise direction. These currents are reversed by prevailing SW winds from Jun-Sep and develop a clockwise flow. Current speeds of greater than 1.3kts have been reported in the NE gulf, average speeds are usually less than 0.5kt. Sea conditions are generally calm to slight in the sheltered conditions of the gulf. In Feb when sea conditions are bad in the China Sea the frequency of waves less than 1.0m is more than 80%.

Available.

The gulf is fairly well sheltered from the winds of the two monsoons and as a result has a high percentage of calm and light conditions throughout the year. The direction of prevailing winds is determined by monsoon activity. Between May and Sep the SW monsoon period SW'ly winds are predominant. Wind direction is variable in Oct and then during the NE monsoon from Oct-Jan the winds are from N to E. In Feb and Mar the dominant wind direction is SE'ly and in Apr winds are again variable with the transition from winter to summer monsoons. Shelter from the Asian land mass has an effect on wind speeds in the Gulf such that during the NE monsoon wind speeds are lighter in the N of the Gulf than in the S. Strong winds are more frequent in the NE monsoon than the SW monsoon, in an average year storm winds may exceed 73/km/hr. Typhoons which can create wind speeds over 200km/hr are uncommon. The region influenced by the NE and SW monsoonal systems is subject to seasonal wind shifts. The SW or summer monsoon period which extends from May-Sep is characterised by prevailing SW'ly winds and high rainfall, approx 160mm per month. The NE or winter monsoon from Nov-Jan is a period of predominantly NE winds and lower rainfall approx 80mm per month. During the change from the winter monsoon to the summer monsoon, Feb-Apr winds are variable and rainfall is low, approx 35mm per month.

TANTAWAN TERMINAL 10°04.64'N 101°25.08'E UNCTAD LOCODE: TH TTE ________________________________________________________________________________ ___________

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The terminal contact procedure is as follows: Terminal name: "Tantawan FPSO" Callsign: "C6NP9" Terminal R/T frequency, 2182kHz from 0600-1800hrs. Terminal Inmarsat Telex: 330948314 Terminal Inmarsat Tel: 330948310, 330948311 Terminal Inmarsat Fax: 330948312 Helideck DF Beacon, 380kHz, callsign "C6N" Terminal Inmarsat ground station: Myanmar Terminal Inmarsat Ocean Area: Indian. VHF: The terminal monitors Ch 71 and Ch 16 during daylight hours.

The following documentation is required by the Customs and health officials: ..... Document Copies 1. Vessel Certificate of Registration 5 2. General Manifest Inwards 5 3. Inward Cargo Manifest 5 4. Through Cargo Manifest 5 5. Ship Sanitation Control Certificate 5 6. Crew List 5 7. Passenger List 5 8. Through Passenger List 5 9. Crew and Passenger Declaration 5 10. Deck Stores List 5 11. Engine Stores List 5 12. Ship's Equipment and Stores List 5 13. Provisions and Bonded Stores List 5 14. List of Arms, Ammunition and Restricted Drugs 5 15. Foreign Currency List 5 16. Last Port Outward Clearance Original The following documents are required for inspection: ..... 1. Safety Equipment Certificate 2. Safety Construction Certificate 3. Safety Radio Certificate 4. Current freeboard survey Certificate 5. Cargo lifting gear and equipment Certificate After each tanker lifting the terminal will prepare all necessary loading documents. Documentation will be finalised onboard the offtaking vessel as soon as practicable after loading operations are completed.

Tanker's ETA should be sent 72, 48, 24 and 4 hours prior to arrival with a firm arrival time. The terminal procedure is as follows: Terminal name FPSO 'Tantawan FPSO' Terminal, callsign "C6NP9". If at any time the ETA changes by more than 1 hour, the terminal should be notified. ETA's should be submitted even if the vessel is in a previous port or has another port call prior to the expected arrival at the terminal. When within 100nm of the terminal a listening watch should be maintained on VHF Ch 16 or 17. As early as possible and not later than 48 hours before arrival, the vessel should supply the terminal with the following questionnaire message: ..... 1. Name 2. Flag & radio callsign 3. IMO number 4. Previous name(s) if any 5. Date of build 6. Classification Society 7. P & I Club 8. Inmarsat phone number 9. Inmarsat fax number 10. Master's name 11. Nominated cargo & laycan (tonnes/cubic metres/barrels) 12. Voyage number when leaving the terminal 13. LOA & beam 14. Summer deadweight 15. Estimated draught fore and aft on arrival 16. Distance bridge front to bow 17. Distance bow to manifold 18. Last port of call 19. Next port 20. Port, terminal cargo will be discharged at 21. Any special clause(s) the Charterer requested be in Bill(s) of Lading 22. Confirm vessel's valves, heating coils/tanks are sound not leaking 23. Total SBT onboard 24. Total CBT onboard 25. Amount & type (SBT or/and CBT) to be discharged at the terminal 26. Quantity and API of any cargo expected to be onboard on arrival 27. Amount & quality of slops onboard 28. Will load on top procedures be used during the loading? 29. Can the vessel carry out closed loading? 30. Can loading/deballasting be carried out simultanously? If not, please explain and give expected time of deballasting 31. Max loading rate through one 16in hose in bbls/hour and mі/hour 32. Is the vessel fitted with a crane(s) or derrick(s)? State positions 33. SWL of crane(s) or derrick(s) (min SWL 15t) 34. Confirm the manifold arrangement complies with OCIMF standards 35. Confirm manifold is fitted with 1 x 16 - 150 ANSI (EX ASA) flange 36. Confirm bow fairlead & bow chain stopper is suitable to accept a 76mm chafe chain 37. SWL of bow stopper (vessel should provide SWL test cert on arrival) 38. Distance between bow fairlead and forward end of the bow stopper 39. Confirm that a suitable winch is available in line with the bow stopper & bow fairlead to heave in the Hawser pickup rope & vessel's messenger 40. Confirm that the inert gas system is operational and that all cargo & slop tanks will be inerted and under positive pressure 41. Is the oxygen content of the cargo/slop tanks less than 8%? 42. Vessel experience factor calculated as follows: Total of vessel (ship's) figures divided by the total B/L figures for the previous ten voyages 43. Confirm that vessel's crew are healthy and no reportable illness onboard 44. Confirm that no deficiencies onboard can affect the vessel's operations at the terminal (if any explain fully) 45. Helicopter landing area, winch or land on? 46. What is the voltage of the vessel's power supply & type of outlet socket? 47. Advise current ETA at the terminal. Note: For vessels making their first call, the terminal will fax this form to them. On receipt of the first message from the offtaking vessel companies will respond to the tanker giving the preliminary terminal requirements in full in order to facilitate vessels turnaround and government formalities. When the vessel is within 4 hours of the terminal, communications should be available via international marine VHF Ch 16. When contact has been established on this channel further communication will be conducted on a working channel advised by the terminal.The SBM Mooring Master carries a hand held VHF radio after leaving the FPSO to board the offtaking vessel. The working frequency will be communicated to the vessel before he leaves the terminal. The 4 hour signal shall confirm information on the time required to discharge ballast after arrival and shall establish a firm ETA. Masters of visiting vessels are informed that insufficient or inaccurate ETA messages can cause delays since government officials are not based at the terminal and the acceptance of the NOR may be affected.

The following is a summary of the most essential requirements to be met by tankers lifting oil from the FPSO Tantawan FPSO Terminal: ..... 1. Charterers must give the company a min of 10 days notice prior to loading in order to allow time for obtaining the necessary clearances and approvals from the Thai authorities. 2. Vessels must be fitted with at least 1 bow chain stopper and fairleads suitable for 76mm or 54mm chain. 3. Vessels must arrive with not less than 30% ballast/cargo onboard and be able to maintain this condition during the loading period. 4, Vessels must arrive fully trimmed not more than 2m by the stern with the propeller fully submerged. 5. Normally the terminal towing vessel will provide a tow wire, but vessels must provide and make ready for use a mooring line in good condition suitable for towing by the stern. 6. Berthing and unberthing shall be at the discretion of the SPM Terminal Superintendency. The presence of the SBM's Mooring Master is compulsory. 7. The terminal has no facilities for the disposal of the vessel's dirty ballast. 8. Vessels are required to communicate arrival times to the terminal. 9. SBM's Mooring Master together with Government officials will meet vessels in the designated anchorage area whilst at anchor or near the anchorage whilst underway. 10. Vessels are required to be stopped in the water and to make a lee for SBM's Mooring Master and the officials to board safely. 11. Vessels are required to have ready for use; 2 messenger lines forward, the hose handling derrick on the port side, the port manifold with 1 x 16in hose to manifold spool or reducer connection. 12. The Masters of vessels visiting the terminal are responsible for the safety of their ships at all times. 13. The crews of vessels visiting the terminals are required to perform all operations, mooring, connecting hoses and unmooring. 14. Vessels crew must not close vessel valves against the loading of crude flow. 15. In the event of normal communications failure the emergency loading stop signal is the continuous sounding of either the vessels or the terminal's whistle. 16. Shore leave and crew changes are not permitted for visiting vessels to the terminal. 17. Arriving vessels are required to display the following signals: By day, International code flag "Q" and by night, a red light over a white light for the quarantine service. 18. The anchors of visiting vessels shall be positively secured at all times against accidental movement from the time the SBM Mooring Master boards 19. Vessels shall exhibit the Kingdom of Thailand national ensign from their foremast from arrival until departure from the terminal vicinity. 20. During loading vessels shall display the following; By day, international code flag "B" and by night display a red light. 21. The cargo tanks of vessels must be fully inerted at all times. To comply with international regulations during the hours of darkness the "Tantawan FPSO" will show lights with the distinctive characteristics of the Morse code letter "U". In periods of poor visibility the fog signal will sound the Morse for the letter "U".

NOR may be tendered at any time, day or night, in order to establish the vessel's arrival in relation to its agreed Laycan. However, for purposes of commencement of Laytime, NOR can only be accepted during daytime. The Mooring Master will sign the NOR to acknowledge its receipt when the vessel is all fast in the berth. This receipt does not constitute acceptance of the NOR or agreement that the vessel is in all respects ready to load.