Jose Petroterminal (VEJOT)

The Jose Terminal consists of a number of facilities serving the Jose Oil and Petrochemical Industrial complex. There are two Single Buoy Moorings (operated separately by Petrozuata and Bitumenes del Orinco SA). Three tanker berths are located on a Sea Island (the Petroterminal Jose Platform known as TAEJ). Stretching out over 1.8Km from the shoreline are three loading piers, used separately by the PDVSA Criogenics Complex (Complejo Criogenico de Oriente Jose), Pequiven Petrochemicals Terminal and the Petrozuata Solids Terminal which handles coal.

Tropical.

Jose Terminal is located W of Pozuelos Bay on the NE coast of Venezuela, 27km W of Puerto La Cruz.

Harbour: LOA 225m, beam 32.27m, draught 13.5m, 75,846DWT. Off shore: LOA 336m, beam 60m, draught 22.86m, 320,899DWT.

Approx 1,300 vessels handled annually.

Vessel's bound for Jose Terminal are permitted to anchor in the W section of Pozuelos Bay. Nature of bottom is sand and mud with shells. Petrozuata Terminal: Due to the number and complexity of underwater pipelines and power cables, anchoring of vessels in Bajo de Barcelona, S of 10°09.2'N is strictly prohibited. An area designated for anchorage of vessels waiting to load at Petrozuata Jose Terminal and other Jose facilities, is bounded by the following co-ordinates: ..... Latitude Longitude 1. 10°12'N 064°47'W 2. 10°12'N 064°44'W 3. 10°09'N 064°44'W 4. 10°09'N 064°47'W Pilots and Loading Masters will normally board tankers in this anchorage area, or as arranged after radio contact with the terminal is established, if the vessel is berthing on arrival.

Incoming vessels start their entry, (and pick up Pilots) at the Sea Buoy, 2.6nm offshore, on the approach channel centreline. A fairway lightbuoy (conical, red and white; radar reflector) is moored 1.25nm NNE of the Petromina Terminal. For vessels bound for Petrozuata SBM buoy (positioned in 22m of water) and the BITOR SBM Buoy the Approach Channel Maximum Draught Restrictions are as follows: ..... Max Draught: Low Tide 34ft 9in 10.59m Mid Tide 35ft 3in 10.74m High Tide 37ft 3in 11.35m Approach to the monobuoy necessarily involves passing in close proximity to other fixed and floating structures. It is therefore imperative that all measures are taken to ensure that there is no loss of power or steering during these manoeuvres. Petrozuata Solids Berth: The turning area off the jetty has a depth of 10m, max draught on arrival 8.5m. The berth and the departure channel has a depth of 13.8m. Pequiven Pier: The approach channel is 150m wide and the depth in channel and 460m diameter turning circle in front of berth is 14.0m.

BA 230, 2191. Admiralty Pilot NP7A. NP286(7). US 24430. US Sailing Directions 148 (Caribbean Sea Volume II).

1028.

Petrozuata Terminal: Berthing of tankers is undertaken both day and night, weather permitting (wind speed less than 28kts). Vessels normally berth in order of arrival and/or nomination. The mooring arrangement for tankers at the monobuoy consists of a chain bridle made from 4in chain, 15in circumference nylon grommet 55m in length, and a standard type "B" OCIMF recommended chafing chain (for tankers upto 150,000 MT SDWT). A 200m 10in circumference polypropylene pick up rope is attached to the chafing chain prior to arrival of export tankers. The following equipment, provided by the vessel, shall be ready for use during the mooring operation: ..... a. 1 mooring rope, min 75mm in diameter and 180m in length, made from polypropylene or other manmade fibre, situated on the forecastle head b. 2 messenger lines, min 30mm in diameter and 90m in length, made from natural fibre, situated on the forecastle head c. A selection of shackles, wire strops and tools (sledge hammer, crowbar etc) situated on the forecastle head. d. 1 mooring rope, min 75mm in diameter and 180m in length, made from polypropylene or other manmade fibre and preferably buoyant, situated on the poopdeck. Service Vessel Mooring: The terminal provides mooring/unmooring personnel. The TAEJ has available two mooring launches and platform specialised personnel in order to assist in berthing operations. Each mooring launch has two crew members for its operations and the following particulars: ..... LOA: 14.0m Construction: Aluminium Beam: 4.0m Engine: Two diesel engines Depth: 2.0m Engine Power: 360 BHP per engine Manoeuvre Aids System: Each berth of the Crude Oil Loading Platform is equipped with a laser system that shows the berthing speed and angle between the vessel and the dock during berthing/unberthing manoeuvres. BITOR SBM: The vessel's boom (15t SWL) must be used for connecting and for lifting the hoses from the water. The Terminal supplies personnel with launches to connect the hoses to the manifold. Loading only portside. If vessel is moored but not loaded, and speed of wind is approx 40Kts or more, the Terminal may request vessel to depart. Petrozuata Solids Terminal: Vessels are at all times to be operational within one hour's notice, and on standby while at the berth when loading operations are in progress. No repairs are allowed at the berth and a whistle or horn should remain oeprable at all times when within the Terminal limits.

The pilot usually disembarks an outbound vessel at the Fairway Buoy. If at that time there is a vessel due for berthing the pilot will normally board the inbound vessel at the Fairway Buoy. The use of Pilots is compulsory for mooring/unmooring operations. A loading master and mooring supervisor are also embarked. An accommodation ladder should be rigged on the port side, such that the lower platform is 3m above the water level. Vessels should also have the port derrick/ crane topped, and manned ready for use. Vessels speed shall not exceed 4kts for embarkation of shore personnel. Pilotage is compulsory and service is available 24hrs. Pilot boards in following positions: ..... 10°09'.22'N 064°50'.07W 10°07'.50'N 064°50'.50W 10°08'.80'N 064°51'.48W BITOR SBM: Mooring and Unmooring operations are conducted by the official Pilots, boarding and unboarding vessels at position 10°09.13'N 064°50.04'W. The Mooring Pilot leaves the vessel once it is secured to the Buoy. More than one Pilot may assist with the vessel departure. Petrozuata Jose SBM: The Pilot boards near the sea buoy (10°07.5'N 064°50.5'W) or at the anchorage area or other agreed location

Islas de Piritu Lighthouse (Fl. 9.5s) is 11m high. Petrozuata Jose SBM: It is reported that this SBM exhibits a white navigational light [Fl Mo (U) 30s] visible from up to 5nm and also sounds a foghorn of identical characteristics during periods of poor visibility. A second monobuoy (BITOR), with similar navigation and light characteristics, is located 2.7nm E of the Petrozuata Jose SBM. Note - Some navigation charts may show these two SBMs displaying Flashing Yellow Lights [Fl (1).Y.4s. There are flares on the shore of Bajo de Barcelon which give an orange light, often visible at great distances from the terminal.

Vessels are berthed during daylight hours only with no restrictions for sailing. Vessels are normally berthed starboard side alongside unless advised otherwise. Weather Operating Rules: The weather determines the mooring operations, loading arms hook ups and the operation of tug boats, which include: Sea and swell conditions, wind direction and velocity, visibility and current strength and direction. In general, the TAEJ Operation Superintendent may use the following guidelines in determining whether to initiate, continue or terminate any activity at the port, when the below exist or are predicted. ..... If waves become greater than 2.5m. If winds become greater than 25kts. If current becomes greater than 1.2kts and is aligned with winds of 35kts or greater. If current becomes greater than 1.2kts and is perpendicular to 30kts wind. Operations shall be stopped during severe electrical storms. The complete shut-down of all systems and the evacuation of the port will be ordered when it is predicted that the centre of a hurricane will pass within 160nm of the port. Normally evacuation orders will be issued 36 hours before the storms expected arrival. Petrozuata Solids Terminal: Vessels receiving products should be single deck, self trimming, bulk carriers without 'tween deck or other separations within the holds, not older than 25 years. Vessels older than this should have been inspected and approved by the US Coast guard or have called at US ports within the six months preceding arrival time at the Terminal. All vessels de-ballasting (clean ballast water only) alongside the dock must ensure adequate screening is provide over the water outlets to ensure that no water is allowed to fall on the Dockside, which could adversely affect equipment located nearby. If any vessels have previously carried any hazardous or flammable products, a gas-free certificate from a consulting chemical engineer must be provided prior to tendering the vessel's NOR. Pequiven Petrochemical Restrictions/Regulatinos (Platform N and EW Piers): ..... 1. There is no restriction for mooring/unmooring if weather permits. 2. Berthing will be portside alongside for E pier. 3. Berthing will be starboard side alongside for W pier. 4. Minimum manoeuvring speed for entering the port is 0.3kts. 5. Presently, there is 1 cargo arm available 12inch (reducer for 10inch manifold available at terminal). 6. Limited slop facilities. 7. Maximum freeboard allowed alongside piers will revert. 8. Maximum distance from bow to centre manifold will revert. 9. Vessel must be properly ballasted according to MARPOL regulations. 10. DWT 65,000t (max), 6,000t (min). 11. Displacement 85,000t (max). 12. LOA 255m (max) 120m (min). 13. Draught 13.5m (max). 14. Depth 22.6m (max). 15. Freeboard 3.8m (max), 14.0m (min). 16. Spill tank to manifold height 1.5m (max). 17. Terminal can be contacted on VHF Channel 16 or 6. 18. It is prohibited to throw objects overboard. 19. It is prohibited for unauthorised small craft to approach the vessel. 20. It is prohibited to allow vessels to exhaust heavy smoke while alongside. 21. No engine repairs will be made while alongside. 22. Vessel must use rat guards on mooring lines. 23. All visitors are prohibited unless written permission is received from the Port captain or Terminal Office. 24. Fishing and painting of vessels side is prohibited whilst alongside. 25. It is prohibited to photograph the terminal installations. 26. Firearms onboard vessels calling at Venezuela must not exceed 1 per officer. 27. Shore leave is not allowed, unless for medical reasons or crew movement. 28. Smoking is strictly forbidden at the Marine Terminal. 29. No engine repairs will be made while vessels alongside. Engines must be kept at standby at all times while the vessel is in port. 30. Handling of dangerous, hazardous materials or explosive products are allowed.

Range less than 1.0m. Ocean currents are variable and rarely exceed 0.5kts.

The Vessel Traffic System (VTS) together with the location of floating aids to navigation and marine terminal components permits the control of maritime traffic and any activity which may directly or indirectly increase the environmental and safety risks associated with port operations. The system provides coverage from Bergantin Bay to Jose Terminal for vessels and includes, among other things, a collision avoidance system. The VTS will advise on the location of navigational hazards as well as relative positions and estimated courses and speeds of other vessels within radar range of VTS.

Tugs are available, depending on facility used. Each Terminal having its own arrangements. Two tugs are used for vessels with a DWT below 150,000t. Three tugs are used for vessels with a DWT of 150,000t and over. Extra tugs maybe required if: ..... Weather conditions are considered adverse. Tugs are secured, fore and aft, when the pilot is onboard. Ship's mooring crews shall be at their respective stations at the time to secure the tugs line eyes on the bitts. Tugs usually make fast at the Fairway Lightbuoy. Escort and Emergency Response: It is a requirement in TAEJ port operations procedures, that escort and emergency tugs accompany the tankers on docking and departing during the period of time that the pilot is onboard. The purpose of this tug is to provide emergency assistance to tankers requirements. The tug will have a towing line aboard, suitable for connection at the bow or stern of the tanker. All tankers, departing the mooring will also be provided with an escort tug to guide them to the outer perimeter of the TAEJ Marine Terminal Safety Zone.

Prevailing winds: NE'ly. The area is unaffected by hurricanes.

PUERTO JOSЙ TERMINAL COMPLEX 10°06.59'N 64°52.15'W UNCTAD LOCODE: VE JOT ________________________________________________________________________________ ___________

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(2) Pilot boards in the following positions: (a) 10°09.22ґN 64°50.07ґW (b) 10°07.50ґN 64°50.50ґW (c) 10°08.80ґN 64°51.48ґW ________________________________________________________________________________ ___________ VESSEL TRAFFIC SERVICE DESCRIPTION: (1) The Vessel Traffic Service (VTS) together with the location of floating aids to navigation and marine terminal components permits the control of maritime traffic and any activity which may directly or indirectly increase the environmental and safety risks associated with port operations. (2) The system provides coverage from Bahнa de Bergantнn (10°14.80ґN 64° 37.10ґW) to Josй Terminal for vessels and includes, among other things, a collision avoidance system. (3) The Vessel Traffic Service will advise of the location of navigational hazards as well as relative positions and estimated courses and speeds of other vessels within radar range of the VTS. ________________________________________________________________________________ ___________ TERMINALS CONTACT DETAILS: Josй Bitor SPM VHF Frequency: Ch 16; 12 Telephone: +58(0)281 2607314 (Office) \t+58(0)281 2607301 (Office) \t+58(0)281 2605557 (Platform Control Room) \t+58(0)281 2605556 (Platform Control Room) Josй Gas Terminal Fax: +58(0)281 2603099 Josй Petroterminal VHF Frequency: Ch 16; 10 14 Telephone: +58(0)281 2607575 \t+58(0)281 2607576 Fax: +58(0)281 2607325 \t+58(0)281 2607509 Josй Petrozuata SPM VHF Frequency: Ch 16; 09 Telephone: +58(0)281 2627654 Fax: +58(0)281 2627504 E-mail: terminal.marino@petrozuata.com HOURS:\tH24 PROCEDURE: (1) Notice of ETA: Vessels must send ETA to the Port Superintendent and agent, 7 days, 72h, 48h and 24h in advance. (2) Vessels bound for Josй Petroterminal must establish contact on VHF Chs 16 or 10, at least 4h before arrival, confirming or advising any change in ETA. " }

WEEKLY CORRECTIONS FROM UKHO NtM WEEK 40/16 ENC VE400408, (RSDRA2016000216422), 40/16

..... BITOR SBM: VHF Ch: 16, 12. Tel: +58(0)281 2607314 or 2607301 (Office) Tel: +58(0)281 2605557 or 2605556 (Platform Control Room). Petrozuata SBM: VHF Ch: 16, 09. Tel: +58(0)281 2627654. Fax: +58(0)281 2627504. Email: terminal.marino@petrozuata.com Petroterminal Jose (TAEJ): VHF Ch; 16, 10,14. Tel: +58(0)281 2607575 or 26907576. Fax: +58(0)281 2607325 or 2607509. Petrozuata Solids Terminal: VHF Ch: 11.

Customs allowances: An allowance is made for approx 5 days of cigarettes and alcohol out of bond. The bond is sealed after the vessel's clearance. Additional allowances may be made on request to the Customs authorities. Bonded items are not allowed to be taken ashore. Penalty is confiscation and a possible fine. Customs: A Customs inspection will be carried out after the completion of the mooring operation. The Master will be required to provide particulars of the vessel, including stores, cargo, bunkers and other information. Customs surveillance is strict and storerooms and bounded stores will be sealed. Any contraband found will be confiscated and fines will be imposed. After inspection, a number of the National Guard, as the Customs representative, will be stationed onboard to ensure that the vessel complies with the Customs regulations. Immigration: Issue shore passes that are valid for 72 hours.

Petrozuata Solids Terminal: The Terminal Supervisor will present the Master with a Performance Agreement to be signed. Safe conduct of operations on the vessel rests solely with the Master. After cargo operations are completed, departure documents will normally be delivered to the Master while the vessel is still alongside but the Terminal may request the vessel to move to the anchorage to await delivery of these. BITOR and Petrozuata SBMs: Inward Customs clearance and pratique are normally granted when the vessel is safely moored. After cargo operations are completed, departure documents will normally be delivered to the Master while the vessel is still alongside but the Terminal may request the vessel to move to the anchorage to await delivery of these. General: Normally vessel clearance is completed when a vessel is docked, either at installations at the piers. If the vessel has any special requirements while at anchor, then permission must be obtained to clear the vessel at Pozuelos Bay between 0700hrs and 1500 hrs only. The following documentation is normally required by the authorities on arrival: ..... Documents 1. Name of Vessel 2. Previous name(s) 3. Flag 4. Callsign 5. Master's name 6. Vessel's telex number (if applicable) 7. Vessel's email address 8. Type of Vessel 9. Type of Hull 10. SCAC Code 11. Number of Persons onboard (crew list). Cargo documents such as Bills of Lading, Quality and Quantity Certificates, Certificates of Origin, etc should be prepared/released by terminal operators. These documents are presented to the Master prior to departure for his signature. Petrozuata Jose Terminal: Further information/documentation will also be requested as to vessel Dimensions, Tonnages, Loadline information, Recent Operational History, Safety Management, Cargo Tank Capacity and status, Ballast Bank Capacities, Cargo Control Room details, Cargo Manifolds, SBM Equipment (Vessel to Buoy), Lifting Equipment and any other relevant items. ..... 1. There is no early departure procedure at Petrozuata Jose Terminal and documents will be presented to the Master for signature prior to the vessel's departure. Documentation will be in accordance with buyer's instructions and will normally consist of 3/3 Bills of Lading, Tanker Time Sheet, Ullage Report and Certificates of Quality and Quantity. 2. Masters are requested to ensure that tanker ullages and figures are passed to the terminal promptly soon after completion of loading, so that unnecessary delays to the tanker's departure are avoided. 3. After signature, copies of the documents will be given to the Master for his use. 4. Any Note of Protest issued by the Master for the ship/shore difference in cargo figures will be acknowledged, for receipt only, by the Petrozuata Loading Master.

Initial ETA to be sent 7 days, 72, 48 and 24 hours prior to arrival. For Jose Petroterminal, contact must be made on VHF Chs 16 or 10, at least 4hrs before arrival, confirming or advising any change in ETA. The ETA message should include: ..... 1. Name of vessel and Master 2. Vessels flag, SDWT and displacement on arrival 3. Hull type 4. LOA, beam and draught on arrival 5. Number of crew and passengers 6. Last port from which originally cleared 7. Ballast type and deballasting time 8. Slops quantity, if any 9. Sickness onboard 10. Any additional information that in the Master's opinion is necessary. Masters should also be ready to provide the following additional information on Dimensions: ..... Dimensions: 11. Length Between Perpendicular (LBP) 12. Extreme Breadth 13. Moulded Breadth 14. Distance Bow to Mid-Point Manifold (BCM) 15. Distance Rail - Manifold (RCM) 16. Parallel Body (normal ballast) 17. Parallel Body at Loaded Summer Deadwight (SDWT) 18. Parallel Body Forward to Mid-Point Manifold at Loaded (SDWT) 19. Does ship have bulbous bow? ..... Information on Tonnage should also be supplied (Net Registered, Gross, Suez), Loadlines (Ballast Conditions) and recent operational history should also be supplied. If a vessel is cleared from another port, (including some other Venezuelan ports), and is diverted at sea to TAEJ, a telex advising the amended orders must be sent at least 48 hours before arrival, to avoid a heavy fine and/or delays. Petrozuata Terminal: ..... 1. Immediately after a nomination for a tanker to load at Petrozuata Jose Terminal is received, Petrozuata will advise vessel's local agents with details of the nomination, quantity, estimated loading API and temperature. 2. As soon as this information is received and in any case not later than 72 hours before estimated arrival time at the terminal, the vessel should telex or fax directly to Petrozuata C A, Telex: 81319 PZMARVC, Fax: +58 281 2627504 confirming the following information: a. Name of vessel (include any previous name change if applicable). b. Callsign c. Name and type of last cargo d. Cargo onboard in transit (grades and quantities), if any e. Intended stowage plan f. Hatch loading sequence plan g. Maximum de-ballast rate (in tph) h. Location of vessels accommodation ladder i. Vessels InMarSat and fax/telex number/email address j. International VHF radio installed in cargo control room k. Types and number of mooring lines l. Is all mooring equipment are in good working order? m. Number and nationality of crew and passengers, if any n. Certificate of registry o. Certificate of de-ratization (faxed copy) p. ISPS Code requirements. 3. Sections (a) and (d) of above message should be repeated by telex/fax 48 hours, 24 hours and again 12 hours prior to the vessel's arrival at Petrozuata Jose Terminal and at any other time when the ETA changes substantially. 4. Failure to provide sufficient and accurate ETA messages, as outlined above, may adversely affect the vessel's berthing priority. 5. When approx 60nm from Petrozuata Jose Terminal, the vessel should contact Petrozuata Jose on International Marine Band VHF radio, Ch 16 which is monitored continuously, confirming ETA advice. Once VHF communications have been established a working frequency will be conirmed, currently VHF Ch 09 is the terminal's normal working frequency. 6. The Petrozuata Loading Master will, after boarding, establish contact with the terminal control room by portable VHF/UHF radio telephone units which he will bring with him. From that time, all communications between the vessel and the terminal will be conducted by the Loading Master using these VHF/UHF radios unless, owing to failure of the portable units, it is necessary to revert to the use of the marine band VHF Channels referred to above. Tanker Arrivals: ..... 1. The pilot will board the vessel at 1.5nm N of Jose Offshore Platform (Pilot Boarding Area) or in the Jose anchorage area. If the vessel anchors on arrival, it may anchor at the Jose anchorage area. A pilot isn't required to anchor in Jose anchorage area, but permission is needed from the PLC Port Captain. 2. Jose Offshore Platform must be contacted on VHF Channel 14. 3. Advise Jose Offshore Platform 20nm from the pilot boarding area. 4. Advise a loading plan and arrival draught, including any shut-downs for stripping. Advise useable slop tank capacity. It is important that during cargo operations all cargo valves are operable. 5. Reductions for loading or ballast should be handled during arranged shutdown periods. 6. The vessel shall maintain sufficient ballast to keep the propeller fully immersed at all times while maintaining reasonable stern trim. 7. Upon arrival the Master shall submit a detailed loading plan for review. Vessels are required to submit the following: ..... 1. Officers and crew. 2. Vessels nationality and name. 3. GT, draught. 4. Type and quantity of cargo, if any onboard. 5. Any conditions on the tanker that may impair its navigational limitations, radiotelephone capabilities because of the equipment malfunctions. (No vessel allowed to be underway in the Jose Safety Zone with any steering or propulsion equipment deficiency or with inoperative emergency towing equipment as recommended by IMO). 6. Any leaks, structural damage, or machinery malfunctions that may impair cargo transfer operations or causes an oil discharge.

The national ensign of Venezuela should be displayed in port between the hours of sunrise and sunset. Vessels not complying will receive orders from the National Guard to stop cargo operations. A written report will be requested prior to cargo operations recommencing.

Petrozuata Solids Terminal: Adquate lighting must be provided at night with emphasis on main cargo loading area. Officer of the Watch must be on duty at all times and all crew within 2 metres of the dock must wear appropriate safety gear. Petrozuata Jose Terminal: Masters must ensure that mooring lines are properly tended and that sufficient personnel are onboard at all times to handle them. Loading will be temporarily suspended upon infringement of this regulation. The blank flanges of the loading manifold must be removed before berthing in order to expedite the connecting of the shore loading arms. While berthed, the discharge of sea water, hot water or steam may activate the automatic sprinkler system as well as damage piping located under the dock surface and should therefore be avoided. Masters are requested to display at the top of the mast a red flag by day and flashing red light at night indicating that the ship is handling dangerous cargo. Unregulated craft should not be allowed to come alongside while moored at the terminal without the permission of operators. ..... 1. Size: Vessels are not to be less than 50,000DWT or more than 130,000DWT under normal operations. Note: DWT refers to conventional deadweight tonnage. Double hulled tankers and other vessels with reassigned load lines to incorporate segregated ballast tanks (SBT) will only be accepted if their overall dimensions do not exceed those of similar sized conventional tankers. 2. Seaworthiness: All tankers loading at Petrozuata Jose Terminal are required to remain in a seaworthy and manoeuvrable condition throughout their stay in port. To meet this requirement during all stages of the deballasting and loading cycle, tankers must always keep their propellers immersed and must never develop a stern trim greater than 1.5% of their overall length. Tankers which require deballasting prior to loading and are therefore unable to meet these draughts and trim requirements are unacceptable. 3. Inert gas system: All vessels must be equipped with an inert gas system conforming to SOLAS requirements. The system must be operating throughout the vessel's stay at the terminal. In the event of prolonged failure of the system, the vessel will be removed from the berth. All tanks are to be monitored by the crew to ensure that allowable tank atmospheres are maintained. 4. Mooring equipment: Vessels calling to load at Petrozuata Jose Terminal must be equipped with the correct mooring equipment relevant to its size, as laid down in the OCIMF Standards of Equipment Employed in the Mooring of Ships at Single Point, latest edition. 5. Hose connection equipment: Vessels calling to load at Petrozuata Jose Terminal must be equipped with manifolds and hose securing arrangements in accordance with the OCIMF Standards for Ships Manifolds, latest edition. Manifold to be prepared to accept 16in 150 ASA flanged connections. Derricks or cranes and associated rigging must be certified for 15t SWL. 6. Ship Sanitation Control Certificate and general cleanliness: Vessels must be in possession of a valid Ship Sanitation Control Certificate and other disinfestation measures as appropriate. Should the vessel be infested with rats, vermin or other insects which could pose a threat to the health or well being of terminal personnel, then the vessel will not be accepted. 7. Loading rates: Terminal equipment dictates a minimum loading rate of 5,000bbls/hr and a maximum loading rate of 60,000bbls/hr through two 16in hoses. 8. Air conditioning: Due to the climatic conditions of the area, vessels not fitted with a working air conditioning system pose a threat to the safety of loading operations. Only in exceptional circumstances and when a vessel has demonstrated its ability to comply with all the provisions of the ISGOTT Safety Check List will a vessel without air conditioning be accepted for loading. 9. Crew: Vessels crew are to be fully experienced in tanker operations. Minimum experience for senior officers should not be less than 5 years. Deck crew shall be supervised by a petty officer with monobuoy mooring and hose connection experience and all operations shall be under the supervision of a senior officer. If any infringement of safety regulations or any inability of vessel's crew to operate safely and efficiently is observed then the vessel will be removed from the berth. Arrivals and formalities: 1. Vessels should proceed upon arrival to the anchorage area, where they will be instructed to either anchor or prepare to embark the Government pilot and Petrozuata Loading Master and Mooring Supervisor. Vessels are normally berthed in order of arrival and/or nomination. 2. Vessels are normally berthed day or night, depending upon the weather conditions. 3. Agents: The agent appointed by the vessel's owner or charterer will normally board the vessel by launch either at the anchorage or after completion of mooring operations if the vessel berths on arrival. He will be accompanied by representatives of the Customs, Immigration and Port Health authorities. The agent will conduct any ship's business with the Master and assist him with the Government formalities. The Master must have the following documents prepared for submission to the relevant authorities in order to obtain Inward Clearance. Vessels in Ballast a. Vessels in ballast: i. Clearance from the last port (original). ii. Clean Ballast Manifest from last port (one copy to be certified by Venezuelan Consulate, or in accordance with paragraph "D" if from a port where there is no Venezuelan Consulate). iii. Crew List (10 copies) iv. Stewards Store List (food, liquor, tobacco, etc) to be declared on separate sheets (6 copies each)/ v. Deck and Engine Stores and Spare Parts List (paint, varnish, rope, chains, etc) to be declared on separate sheets (6 copies each). b. Vessels with cargo in transit: In addition to the documents listed in (a) a copy of the Bill or Bills of Lading covering all in-transit cargo are required. c. Stores Lists should indicate separately all deck, engine and cabin stores. The Stores Lists must be prepared onboard prior to arrival and in the case of vessels arriving from the Netherlands Antilles or the Guianas, they must be certified by the Venezuelan Consulate at the port of departure. d. Cargo and clearance documents should be certified by the Venezuelan Consulate at the last port of call. In the absence of a Venezuelan Consulate they may be certified by the Consulate of a friendly nation, by the Chamber of Commerce or by two reputable merchants whose signatures shall be registered. In the absence of a Venezuelan Consulate, the following notation should be written in Spanish on each document to be signed: "Por no existir en la localidad Agente Consular Venezolano y a peticin de los embarcadores, certifico el presente documento". 4. Customs: A Customs inspection will be carried out after the completion of the mooring operation. The Master will be required to provide particulars of the vessel, including stores, cargo, bunkers, and other information. Customs surveillance is strict and storerooms and bonded stores will be sealed. Any contraband found will be confiscated and fines will be imposed. After inspection, a member of the National Guard, as the Customs representative, will be stationed onboard to ensure that the vessel complies with Customs regulations. Food and accommodation to officers standard shall be provided. Masters are strongly advised to caution their crews against attempts to smuggle drugs, tobacco, souvenirs, gifts, or any other internationally banned articles 5. Quarantine: Subject to the vessel having proceeded from a port free from endemic diseases and that no infectious or contagious complaints have been reported onboard during the voyage, free pratique will be granted by the Port Health Authority. Mooring operations: 1. The Government Pilot and Petrozuata Loading Master and Mooring Supervisor will board incoming tankers at either the anchorage area or other agreed location. The pilot will advise the Master on navigation towards and final approach to the monobuoy and after completion of loading, manoeuvring away from the monobuoy. The Loading Master will advise on mooring and unmooring, connection and disconnection of cargo hoses and all other operations whilst the vessel is at the monobuoy. The Loading Master is the senior terminal representative onboard throughout the vessel's stay in port. The Master or one of his qualified deck officers, must be on the bridge at all times while the vessel is being manoeuvred. 2. The services of the Government Pilot and the Petrozuata Loading Master are provided upon the express understanding and conditions that when any Pilot or Loading Master furnished by the Government or Petrozuata goes aboard a vessel for the purpose of assisting such vessel, he becomes for such purposes the servant of the owners of the vessel and neither the Government of Venezuela nor Petrozuata shall be liable for any damage or injury which may result from the advice and assistance given or made by such Pilot or Loading Master while aboard or in the vicinity of such vessel. 3. Tugs and launches assist in the berthing of vessels. These are under the direct control and supervision of the Government Pilot or Petrozuata including Loading Master. Any service and/or facilities provided by Petrozuata including but not limited to the services of Loading Masters, tugs and launches and their crews or berthing and loading equipment, are at the vessels risk. The furnishing of a Loading Master, tug, launch, or other services and facilities, shall not be construed to be or give rise to a personal contract and Petrozuata and any equipment, manned or otherwise it may furnish, shall have the benefit of all exemptions from the Limitation of Liability statutes of the United States of America. 4. Vessels due for berthing shall have an accommodation ladder rigged on the port side, such that the lower platform is 3m (10ft) above the water level. A pilot ladder shall be ready for instant deployment if needed, but will not normally be used. Upon the approach of the pilot launch/tug the vessel will provide a good lee on the port side. Vessels shall also have the port derrick/crane topped and manned ready for use. 5. The Government Pilot, the Loading Master, and the Mooring Supervisor (who will advise the vessel's crew during mooring and hose connection), will normally board vessels from the berthing tug which also serves as a stand-by safety boat throughout the loading operation. Vessels speed shall not be in excess of 4kts for embarkation of the shore personnel. Immediately the shore personnel have boarded, the tug will proceed to the portside derrick/crane area, where mooring and hose connection equipment and tools will be lifted aboard. Sufficient crew must be available to safely land this equipment on deck. The following equipment, provided by the vessel shall be ready for use during the mooring operation: a. 1 mooring rope, min 75mm in diameter and 180m in length made from polypropylene or other man-made fibre situated on the forecastle head. b. 2 messenger lines, min 30mm in diameter and 90m in length, made from natural fibre situated on the forecastle head. c. A selection of shackles, wire strops, and tools (sledge hammer, crowbar, etc) situated on the forecastle head. d. 1 mooring rope, min 75mm in diameter and 180m in length, made from polypropylene or other man-made fibre and preferably buoyant situated on the poop. 6. When the approach to the terminal commences, the berthing tug will be in close attendance and assist as instructed by the pilot. At this time, the mooring launch will prepare the mooring and stand by the monobuoy. 7. Approach to the monobuoy necessarily involves passing in close proximity to other fixed and floating structures. It is therefore imperative that all measures are taken to ensure that there is no loss of power or steering during these manoeuvres. 8. The mooring launch will be situated approx 200m from the monobuoy with a 10in circumference polypropylene pick-up rope secured to the main mooring, which consists of a 15in circumference nylon grommet connected to a standard OCIMF chafing chain. 9. During the approach of the tanker towards the monobuoy, the crew, with advice from the Petrozuata Mooring Supervisor, will prepare the forecastle head for the mooring operation. This will include passing a messenger rope through the centre bow fairlead (or such other fairlead as is designated by the Mooring Supervisor) taking the end to the after port corner of the forecastle head and from this point lowering the end to the waters edge. The Mooring attachment which must be either an AKD type stopper or a cable compressor will also be prepared. 10. Vessels which in the opinion of the Loading Master, do not have a suitable method of securing the mooring will be refused permission to berth. 11. Upon the close approach of the tankers bow the mooring launch will manoeuvre alongside the port shoulder and attach the mooring pick-up rope to the ships messenger line. The tanker will then heave up the messenger and pick-up rope, carefully picking up the slack as the tanker approaches the monobuoy. Immediately the mooring launch has attached the ships messenger to the pick-up rope, it will proceed to the end of the floating hoses and pick up each of the hose string recovery ropes, towing the hoses clear of the vessel's side should this become necessary. 12. The pick-up rope will be continually hove in as the tanker nears the monobuoy. The distance between the bow and the monobuoy will be continuously relayed to the pilot on the bridge by the Mooring Supervisor and also by the tug if it is in a position to see. As the chafing chain approaches the fairlead, it may be necessary to adjust the direction of pull by attaching the ship's mooring rope, to assist the chafing chain through the fairlead. Action required by the tanker's crew in this respect will be advised by the Mooring Supervisor. 13. When the chain is inboard, the Mooring Supervisor will advise upon which link the stopper is to be set. As soon as the stopper is engaged, the locking pin must be inserted. 14. After the connection to the mooring is made, it may be necessary to run the vessel's engines astern to ensure that all way is taken off, and that the tanker does not contact the monobuoy. When satisfied that the vessel is all stopped at a reasonable distance from the buoy, the pilot will advise "Finished with Engines". At no time during the stay in port must the vessel's main engines be immobilised and must always be available at ten minutes notice. 15. Shortly after the mooring operation is completed, the berthing tug will be secured at the stern of the tanker on a long ships rope, polypropylene buoyant, if possible. When secured, the tug will continuously tow the tanker astern in order to ensure there is no over-riding of the monobuoy. 16. Emergency towing wires shall be rigged fore and aft and periodically tended throughout the loading to ensure that the eyes are at a reasonable distance above the waterline. 17. While the vessel is moored to the monobuoy, one ships crew member, equipped with a ships hand held radio, must be stationed on the forecastle. In the event that the tanker commences "closing" with the monobuoy, the Officer of the Watch and the Loading Master must be immediately informed. Safety requirements: 1. Safety requirements as a minimum are those appertaining to tankers loading or discharging crude oil or hydrocarbon products specified in the International Safety Guide for Oil Tankers and Terminals, latest edition, but, where Petrozuata's regulations are more stringent than those specified in ISGOTT then Petrozuata's requirements shall prevail. 2. Immediately a tanker is securely berthed at the monobuoy, the Loading Master will furnish the Master with a letter, stating that the responsibility for the safe conduct of operations onboard the vessel rests solely with him as Master, However, as terminal personnel, property and other shipping may suffer serious damage in the event of an accident onboard, the Master's agreement to cooperate and enforce all the requirements set out in the Ship/Shore Safety Check List is mandatory prior to commencement of any loading or discharging operations. Failure of the Master to agree to these conditions will result in his vessel being immediately removed from the terminal limits. 3. in order to ensure compliance with these safety requirements, the Loading Master and one of the ship's officers will, prior to commencement of loading or discharging and at periodic intervals thereafter, make a routine inspection of the decks and accommodation spaces, verifying each item of the Ship/Shore Safety Check List. If any infringements of these safety regulations are observed they will be brought to the attention of the Master or his deputy for corrective action. If such action is not taken immediately the Loading Master, as Senior Terminal Representative onboard, shall take such measures as appear most appropriate to deal with the situation and shall advise the Master accordingly. 4. Petrozuata reserves the right, in the event of continued or flagrant disregard of these safety requirements by any vessel, to stop all operations and order that vessel off the monobuoy for appropriate action to be taken by the charterer and/or owner concerned. 5. If any infringement of these safety requirements by terminal personnel onboard is observed, the Master should bring this immediately to the attention of the Loading Master who will take whatever action is necessary. Should the Master consider any threat to the safety of his vessel arises out of any action by the terminal, he should demand an immediate cessation of all operations and a joint enquiry should be carried out by the Master and Loading Master.

Pratique and Custom's clearance can only be granted on arrival either at anchorage or on completion of berthing. Vessels coming from ports which have cholera will not be allowed to deballast overboard. A sanitary inspection is performed at the pilot station prior to entering port. Ship Sanitation Control and Exemption Certificates can be renewed.

NOR is tendered in accordance with the Charter Party. The Master will present his NOR, date and local time, upon arrival at the anchorage area. The terminal representative will acknowledge receipt of the NOR when the vessel is safely secured alongside the berth, cleared by the authorities for boarding, and after the vessels cargo tanks have been inspected. The Master may not tend NOR if the H2S content in the vapour phase of the cargo tanks exceeds 10ppm. After purging the cargo tanks, and the H2S content is below 10ppm, NOR may be tendered. The Masters NOR may be rejected if the terminal decides that the vessel presents any unsatisfactory conditions onboard, while it is under the terminal jurisdiction.