Ardjuna (XZANT)

Ardjuna Oilfield, consisting of numerous production platforms and other oil installations, extends up to 22nm offshore; its central gathering platform in "B" Field, lies 17nm NNW of Tanjung Bobos (06°11'S 107°49'E). Outlying platforms lie 28nm ESE and 34nm W of the central gathering platform and are connected to it by pipelines. Ardjuna Marine Terminal consists of four standard CALM single point buoy moorings and one Rigid arm single buoy mooring which are situated as follows: ..... 1. Crude oil storage vessel "Citra Ayu" (SBM No 1) 05°54.25'S 107°44.36'E. (Terminal Control). 2. Crude oil export SBM for tankers loading from "Citra Ayu" (Buoy No 2) 05° 53.31'S 107°45.30'E. 3. Crude oil storage vessel "Cempaka Nusantara" (SBM No 3) 05°54.17'S 107° 43.75'E. 4. Liquefied petroleum gas storage barge "Ardjuna Sakti" rigid arm type (SBM No 5) 05° 53.48'S 107°43.33'E. 5. Butane SBM for butane export tankers (Buoy No 6) 05° 52.31'S 107°45.3'E. (Currently not in use). Berths: There is an offshore oil loading berth composed of one SBM buoy, a 36in submarine pipeline runs from the storage SPM to the export SPM (Buoy No 2). The loading berth for LPG is alongside the storage LPG barge.

Tropical.

Ardjuna Marine Terminal is an open, unsheltered mooring in the Java Sea, about 18nm from the nearest point on the N coast of Java. The terminal is approx 59nm E of Jakarta.

LOA 350m, draught 30.2m, 200,000DWT.

Tankers waiting to load shall wait their turn in the recommended anchorage area, and shall maintain radio telephone contact with the terminal using the International Marine Calling & Safety VHF Ch 16 for terminal instructions. For tankers requested to anchor and comply with ISPS Code, the recommended anchorage area is an area N of the single buoy mooring enclosed by a line drawn through the following positions: ..... Latitude Longitude 1. 05°51'S 107°45'E 2. 05°51'S 107°47'E 3. 05°50'S 107°47'E 4. 05°50'S 107°45'E Anchorage for vessel's not complying with ISPS Code: 1. 05°51'S 107°48'E 2. 05°51'S 107°50'E 3. 05°50'S 107°50'E 4. 05°50'S 107°48'E Prior to their arrival Masters of tankers should contact the terminal for instructions concerning anchorage positions. Refer to the section on Radio communications for further details. Under no circumstances should an export tanker enter the Restricted Area around the structures without a Mooring Master aboard. The attention of Masters is drawn to the existence of underwater pipelines in the restricted area.

BA 1066, 3729. Admiralty Pilot NP36, NP286(4).

1025.

Mooring and unmooring operations including tug line handling are dangerous operations. It is important that everybody concerned realises this and takes appropriate precautions to prevent accidents (ISGOTT Section 3.5.1). The Ardjuna Marine Terminal will operate 24 hours a day, seven days a week. Tankers will normally be berthed during daylight hours, weather and other circumstances permitting. In special circumstances at the sole discretion of the company Terminal Superintendent night berthing may be allowed if all conditions are favourable. Tankers to be moored or manoeuvred at the Ardjuna Marine Terminal will be boarded by the company Mooring Master within the anchorage area. Under normal weather conditions if a tanker is scheduled to berth on arrival, the Mooring Master will board such vessel in the close vicinity of the mooring area. All such manoeuvring of vessels shall be done only in accordance with the advice of the Mooring Master, subject to the understanding that in all cases and circumstances the Master of the tanker being manoeuvred shall remain solely responsible on behalf of his vessel's owners for the safety and proper manoeuvring of his vessel. The ship's Master, or one of his designated and qualified deck officers, must be on the navigating bridge at all times while the vessel is being manoeuvred. Tanker's condition and particularly safety items are to be inspected by Mooring Master prior to berthing the vessel at Single Buoy Mooring. The Mooring Master will report unsatisfactory conditions to the company Terminal Superintendent who may in turn, reject the tanker until corrections are fully made. All costs accruing will be for the vessel's account. The services of the Mooring Master are provided upon the express understanding and conditions that when any Mooring Master provided goes onboard a vessel for the purpose of assisting such vessel, he becomes for such purpose the servant of the owners of the vessel and the company shall not be liable for any damage, or injury resulting from any advice, or assistance, or actions directed, or made, by such Mooring Master while on, or in the vicinity of the assisted vessel. Before loading, tanker's cargo tanks are to be inspected and if suitable for loading crude oil, or LPG, as the case may be, a notation signed by both the Terminal representative and vessel's Master to this effect will be made on the company Dry Certificate.The company Terminal Superintendent, or his designated alternate, shall be the sole authority to decide when the Port is closed due to unsuitable weather conditions preventing normal working operations. Various combinations of wind, sea, and tidal conditions also the size, length, ballasted trim, and handling qualities of a vessel can affect the decision to berth a vessel at Ardjuna Marine Terminal. All these factors have to be evaluated before a final berthing decision is made. Delays to vessels using Ardjuna Marine Terminal due to the port being closed because of bad weather conditions shall not be computed as used Lay Time when compiling vessel's turn around time. Request for the Terminal to stop the flow of cargo at a predetermined tonnage must be in writing. The request must include the statement by the ship's Master that the company will not be held responsible for any error and that in the case of the vessel being overloaded, the excess cargo cannot be pumped back to the Storage Barge. The ship's Master will also be held responsible for any oil spills caused by this request. The ship's Master is responsible for ensuring that no communication by radio is allowed within the Terminal area. Unauthorised radio communications will be cause for cessation of all operations, except clearing of the berth, and the vessel's Notice of Readiness will be immediately nullified. The Master of each tanker will be given a copy of the "Conditions of use of Port of Ardjuna Marine Terminal" which he will be required to sign before the vessel proceeds to berth. The vessel's personnel are responsible for the safety of the vessel and must take all necessary precautions, whether or not so advised by the Mooring Master, having in mind the hazards of the operation because of the products being handled, weather conditions and any other circumstances requiring special care or caution. Ships are requested to have a pilot ladder safely and securely rigged, ready for immediate use, and long enough to reach the Mooring Master's launch. A combination of pilot ladder and ship's accommodation ladder, so arranged that the personnel can first use the pilot ladder until part way up the vessel's side, and then transfer to the accommodation ladder is recommended, especially on very large tankers.A light line should be ready to take aboard the Mooring Master's equipment. Tankers will provide a leeway for the Mooring Master both when boarding and leaving the ship. Adequate explosion proof lighting at night must be provided near the pilot ladder and manifold connection area. During loading, over side lighting must be provided in the vicinity of sea valves and floating hoses. During a tanker's stay at the crude oil Export SBM, emergency towing wires shall at all times be hung over the ship's stern on each quarter of the vessel. These wires shall be secured on the bollards inboard to enable the vessel to be towed away should the need arise. They must be tended throughout to keep the eye of the wire not more than two feet above the sea water level (ISGOTT Section 3.7.2). Butane tankers moored to SBM No 6 (currently not in use) shall at all times have a suitable towing rope hung over the tanker's stern in such a way that the towing can be fastened to the company tug, thereby, enabling the tug to assist in preventing the tanker from riding up to the SBM should the need arise. Before any crude is loaded all ship's scuppers on main decks must be plugged and cemented oil tight. Approved mechanical means of closing scuppers may be accepted. It is absolutely essential that extreme careful supervision be exercised by officers of all tankers while loading operations are in progress. A responsible ship's officer is required to be on duty continuously while the tanker is being loaded. He will be assisted by an adequate number of ship's personnel in these operations. It is the responsibility of the vessel to ensure that all mooring lines are properly tended on loading tankers (ISGOTT Section 4.3). The Mooring Master at any time may direct an additional ship's line to be secured to the buoy and this line to be heaved up or slackened off under the supervision of a responsible ship's officer so as to prevent the vessel overriding the buoy. At all times sufficient crew must be available to carry out, under the supervision of a responsible officer, instructions given by the Mooring Master. Master of loading tankers are advised that raising, lowering, connecting and disconnecting of oil loading hoses as well as other labours and duties on shipboard connected with the loading of cargo or maintaining mooring lines in a correct manner will be performed by the ship's crew directed by a responsible officer as required by the Mooring Master. Loading of crude oil tankers is through 2 x 12in hoses with 150 ASA flange rating. The weight of each hose is approximately 2.5t. All tankers loading crude oil at Ardjuna Marine Terminal must be able to connect their manifolds to the 12in hoses. Masters are strongly reminded, it is the ship's responsibility to provide reducers to make the connection, if the ship's manifold is not 12in.Preparations for mooring will be advised by the Terminal through VHF communication prior to tanker's arrival or by the Mooring Master before the mooring operation commences. Crude Oil tankers are required to have ready: ..... 1. On the port side: A derrick of at least 5t safe working load, rigged, and ready to pick up the mooring and hose connecting gear from the Mooring Master's launch. The derrick subsequently will be used for raising, connecting, disconnecting and lowering loading hoses and eventually to transfer the mooring and hose connecting gear back to the launch before the tanker sails. 2. On the forecastle: At least 6 good ship's mooring lines shall be required. Two of them will be used as messenger lines for bringing aboard both Terminal mooring lines from the SBM. The four remaining ship's lines will be laid out two and two on either side of the forecastle deck, eyes about 3.5m distant from the fairleads as advised by the Mooring Master. When the Terminal mooring lines have been hove up and anti-chafe chains have been hove up about halfway inboard through the fairleads, the eyes of the ship's lines will be shackled onto the end links of the chain, so arranged that in the final position of mooring, the tanker is tied to the SBM using the Terminal mooring lines/chains and made fast to the ship's bollards by means of the ship's own lines. This will be backed up by two lengths of wire strops each 30 feet in length and 2in dia. These wires will be provided by the Terminal to be used as preventer wires. These two wire strops will not be used as the permanent mooring system. 3. Tanker loading Butane Plus at SBM No 6 (currently not in use) will moor in the same manner as crude oil tankers referred to in Paragraph 2 above. Refrigerated LPG tankers will berth alongside the starboard side of the LPG. Storage Barge "Ardjuna Sakti". The "Ardjuna Sakti" is secured to a Rigid Arm Single Buoy Mooring System which allows the storage barge to rotate according to direction of wind and tide. There are five large Yokohama type rubber fenders aboard the storage barge, four of which are supported on davits. The fenders are lowered to the water prior to the berthing operation. Each fender is 6.5m in length, diameter of the fenders is 3.3m. Line running launches are available to pass the mooring lines between the barge and the ship. When secured in position the moorings will be as follows: Five lines on the forecastle. Four lines on the poop. Two springs on the maindeck forward leading aft. Two springs on the main deck aft leading forward. Each LPG tanker loading at Ardjuna Marine Terminal will be required to provide the above ropes. Where tension winches are available, they will only be used if they can be locked in a fixed position. Export tanker gear and equipment: A ship may be rejected, if upon inspection, it is not properly equipped, or if it is not suitably manned, or if its tanks are not suitable for the cargo, or if in the case of crude oil tankers the ballast is dirty. A vessel is suitably manned if it has a full complement of qualified officers and a crew, all of whom are in sober condition, competent and willing to carry out their duties and orders. A ship must be equipped with a good working propulsion unit as passed by the appropriate survey society. Inoperative ships or partly inoperative ships will be rejected. Should a ship become inoperative or partly inoperative while berthed alongside the storage barge "Ardjuna Sakti" or while secured to Single Buoy Mooring, it will be removed at the ship's expense. No repairs to main engines or other essential equipment or machinery while alongside the storage barge "Ardjuna Sakti" or while secured to an export Single Buoy Mooring may be carried out, unless with the permission of the Terminal Superintendent or his designated alternate. Crude oil and butane tankers must lift the export hoses from the water to connect with the ships manifold by means of its own derricks and its own crew. A vessel must have both bow anchors in good working condition. Both bow anchors and anchor cable must be of a size and standard to meet either "Lloyds" or "ABS" requirements, even though they may in fact, be classified by other societies. All vessels must have ready on deck suitable stoppers for manila, synthetic lines, and wires used for mooring purpose. All vessels must have suitable winches or capstans in good working order. Such winches or capstans must have sufficient power to heave in the 450mm Terminal mooring lines as required by the Terminal Mooring Master. Tankers must have the capacity to heave in the 450mm braided lines used to secure them to the Export SBM's. Power supply to all deck machinery must be maintained throughout the period the ship is secured alongside the storage barge "Ardjuna Sakti" or to the Export SBM. Failure to comply with this requirement will result in cessation of loading, and delay and expense so caused will be for the ships account. To assist in vessel's turn around, tankers should have all necessary gear ready on arrival. Crude oil and butanes tankers must have the cargo boom on the port side raised with the cargo gear rigged and ready before the ship is boarded by the Mooring Master. Vessels which may consider the lifting capacity of their gear to be marginal should strengthen their gear accordingly. A common way to do so is to rig a second topping lift on the boom. Masters of crude oil tankers are reminded that the hose connecting operations will normally be carried out while the ship is deballasting. The cargo derrick required to raise the hose from the water, must have a sufficient length of strong lifting wire rope on the winch drum to enable the cargo hook to reach the water and still have adequate turns of wire left on the drum to ensure safety.

Pilotage is compulsory within the terminal limits and vessels are boarded in the anchorage or near the moorings. Mooring launches are available to assist. Mooring Master boards in position 05°50'S 107°47'E (in the anchorage area). Heavy weather can delay berthing and there is normally no night berthing but vessels may be unberthed at any time.

In addition to the SBM points for export tankers and the storage barges, various oil wells and production structures are located in the immediate vicinity and the areas extending E, S and W from the storage barges which constitute a hazard to navigation for mariners. SBMs, storage barges and structures within Ardjuna Marine Terminal area to display the following visual characteristics: ..... Export SBM's (Buoy No 2) Storage Barges: "Ardjuna Sakti" and "Cempaka Nusantara". Crude oil production platforms and natural gas liquids processing facilities: "B" (Bravo) flow station "E" (Echo) flow station, located 12nm E of Bravo. "K" (Kilo) flow station, located 8nm SSW of Bravo. "L" (Lima) flow station, located 15nm W of Bravo. "U" (Uniform) flow station, located 13nm SSE of Bravo. "MM" (Mike-Mike) flow station, located 33nm W of Bravo. "F" (Foxtrot) flow station, located 28nm ESE of Bravo. "X" (X-Ray) flow station, located 36.86nm SE of "P". "NGL" The natural gas facilities and quarters platforms are joined by a bridge. Their position is: 05° 54.6'S 107°44.0'E In addition to the above specified obstructions and navigational aids, all platforms display interrupted quick flashing white lights. The storage barges, flow stations, NGL facilities and quarters platform will brightly illuminate the areas around them at night through the use of lights for normal working purposes.

Gas pipelines run SSW from the central gathering platform and SE from "L" Field, situated 14nm W, to the shore 12.5nm W of Tanjung Bobos. Gas pipelines contain flammable natural gas at high pressure. A ship damaging a pipe could face an immediate fire or buoyancy problem. Mariners are strongly advised not to anchor near the pipelines. There are no restrictions except during bad weather or poor visibility.

Range 0.5m.

Approach information can be obtained by radio from the terminal. Under normal weather conditions, if a tanker is scheduled to berth upon arrival, the Mooring Master will board such tanker in the close vicinity of the mooring area.

Fire fighting tugs available.

Prevailing winds: SE'ly. East and South-East maximum 25kts when East Season. West and South West maximum 30kts when West Season.

ARDJUNA OIL TERMINAL, JAWA 5°54.56'S 107°44.01'E UNCTAD LOCODE: ID AJN ________________________________________________________________________________ ___________

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Terminal Superintendent: Tel: +62 21 7854 9126, Fax: +62 21 7854 9128, Email: ardjuna.marineterminal@bp.com. VHF: Call "6ZLA". Ch 16, 74. ..... 1. Masters are recommended to use this system when they arrive within radio range of the Ardjuna Marine Terminal, particularly when approaching the port, if poor visibility exists the tanker's approach may not be observed. Attention to VHF communications may be the means of avoiding delay in berthing. During berthing the ship's radio will be under the sole control of the Master, and the storage barge radios will be under the sole control of the Terminal Superintendent or his assistant. Masters are reminded that if tankers are requested to anchor to await berthing, it is their responsibility to maintain constant listening watch on Ch 16 to receive terminal instructions. Any failure to observe a safety regulation and to maintain listening watch on Ch 16 will be rejected for the next loading operation. Therefore, any delay due to failure to maintain a constant listening watch on Ch 16 will be for the ship's account, and will not be included in lay time calculation. The Ardjuna Marine Terminal is equipped with VHF/FM Radio Telephone Sets and continuous watch is maintained on Ch 16 and frequency 157.725MHz. Tankers approaching the terminal should make initial contact on Ch 16. For subsequent inter ship communication within the Terminal a "Walkie Talkie" VHF radio on 157.725MHz will be used by the Mooring Master. This frequency will not be used for general purpose, unless clearance is obtained by the terminal. This is required for safety reasons. Should all radios on the tanker become inoperative, the emergency signal, ie, continuous blasts on the ship's whistle, will be sounded to notify the terminal of the radio failures. Upon hearing this signal from a loading tanker, the storage barges will immediately stop loading to Export Tanker until communications have again been established. 2. High Frequency single side band (SSB) radio telephone. A voice message from incoming tankers may be relayed by HF/SSB. Atlantic Richfield Indonesia Inc, located in Jakarta, Indonesia, is inter-connected to the Ardjuna Marine Terminal via local communications system and maintain a continuous watch on HF frequency 7320kHz (upper side band A3J Mode, 100W. Vertical Whip Antenna, callsign "8GJ9"). 3. Pertamina control radio stations HF/SSB. In the event incoming tankers are not able to contact the Ardjuna Marine Terminal on the foregoing VHF/FM Frequencies, or by HF/SSB, Pertamina maintains coastal radio stations located in Jakarta and Merak. Pertamina Jakarta Radio, callsign "PKX 2" may be contacted on HF/SSB per following frequencies and during the following service hours: ..... Frequency (kHz) Hours (GMT) Keep watch (kHz) 452 0001-2359 500 8626 0200-0400, 0500-0600 0700-0800, 1000-1200 1400-1600, 1700-2000 8363.2-8364.8 12980 0100-0200, 0400-0500 0800-1000, 1200-1400 1600-1700, 2000-2200 12544.8-12547.2 12559.2-12560.4 4419.4 4425.6 0500-0600, 0800-0900 1600-1800, 2200-2359 4125.0-4131.2 6512.6 0001-0100, 0300-0400 0600-0700, 1200-1400 1800-2000 6206.2 8759.2 0100-0300, 0400-0500 0700-0800, 1100-1200 1500-1600 8235.3 VHF Ch 09/16/19 0001-2359 Ch 16 Pertamina Merak Radio callsign "PKQ" maybe contacted on HF/SSB per following frequencies and during the following service hours: Frequency Hours Keep watch (kHz) (GMT) (kHz) 452.5 0001-1600 500 8626 0100-0200, 0900-1000 8363.2-8364.8 1500-1600 8372.8-8373.6 4419.4-4425.6 0001-0100, 1200-1400 4125.0-4131.2 6512.6-6521.9 0200-0300, 0400-0500 6206.2-6215.5 VHF Ch 09/16/19 0001-2359 Ch 16 Masters should request the Pertamina Coastal Radio Station to relay the necessary information to Atlantic Richfield Indonesia Inc. Jakarta c/o Terminal Section during office hours and Radio Operator after office hours, by telephone numbers: 5202121, 5219055, 5219678, 5218486 or by Pertamina Internal Telex System number 18 which is the designated number of Atlantic Richfield Indonesia Inc, Jakarta.

Immigration: All crew members must have a valid travel document. Crews from communist countries are not allowed to disembark whilst in port. Customs: Cigarettes, cigars, tobacco, matches, spirits, wine, beer, perfume, arms, ammunition and possibly other items have to be locked up under Customs seal from time of arrival of ship in port until time of leaving territorial waters. Each person is allowed to bring in 200 cigarettes or the equivalent in grams of tobacco or cigars. Special allowances are made for the Master under special circumstances. After the ship is all secured, the Customs Officer will seal the stores. If arriving from a foreign port, the agent will prepare the General Cargo Declaration Form stating the cargo onboard the tanker and attaching appropriate shipping documents. If the tanker is arriving from an Indonesian Port, the necessary documents will be presented to the Government Officials at the Ardjuna Marine Terminal whereupon an arrival clearance will be granted.

The Agent prepares the Ship's Documents Check List Form to check the validity of each document. These documents are: Certificate of Registry, Ship's Construction Certificate, Load Line Certificate, Life Safety Equipment Certificate, Safety Radio/Telegraph Certificate, Cargo Gear Certificate, and Ship Sanitation Control Certificate (SSCC) and Ship Sanitation Control Exemption Certificate (SSCEC). This list is then delivered to the Harbour Master with the following documents attached: Last Port Clearance, Crew List approved by the Immigration Officer and Light Dues Receipt if arriving from another Indonesian port. The Harbour Master issues a Port Clearance at departure provided clearance is also granted by the other governmental authorities. A Panamanian Port Clearance for Panamanian Flag vessels is not required at Ardjuna. The Immigration Officer required 2 copies of the Crew List and will check the ship's articles and the passports of the crew. When these documents are found to be in order, an Arrival Clearance will be marked on the Crew List. If arriving from another Indonesian Port the Pertamina agent will sign a guarantee if the vessel cannot prove that Light Dues have been paid. Departure procedure: Prior to the vessel's departure, the Immigration Official requires 6 copies of the Crew List to be marked for "Departure Immigration Clearance", and duly signed, it will be distributed as follows: ..... Copies 1. Master of the vessel 1 2. Harbour Master 1 3. Customs 1 4. Pertamina agent 1 5. Immigration 2 Upon presentation of the Crew List which is signed and marked for Departure Immigration Clearance, the Harbour Master will issue the Port Clearance. Final Clearance formalities will be carried out aboard the tanker either at the Export SBM or alongside the storage barge "Ardjuna Sakti" or in the Anchorage Area as circumstances dictate. Before leaving the terminal area the Master should advise the terminal of the vessel's ETA at destination port, through the Mooring Master. Cargo documentation: Documents such as Bills of Lading, Certificate of Quality, Certificate of Quantity, Dry Certificate, Ullage Report, Time Loading Report, Certificate of Origin, Cargo Manifest and Master's Receipt for Documents/Samples, etc, are prepared at Ardjuna Marine Terminal. When the tanker has been loaded, the documents shall be completed and be taken aboard the tanker for the Master's signature. Notes of Protest, if any, should be handed to the Mooring Master for further delivery to Atlantic Richfield Indonesia Inc, Jakarta. Please note that the Mooring Master will acknowledge receipt of the Note of Protest only, and is not authorised to accept such letters.

Advice of arrival by cable or Telex: It is important that all incoming tankers advise Ardjuna Marine Terminal 72, 48, 24 and 12 hours before the estimated time of arrival, giving the best estimate of ship's arrival at the terminal, via Terminal Section Manager, ARII, Jakarta - Indonesia. Telex: 60048 & 60052 ARJAK IA; Fax: +62 21 5202221 and 5218799. Time to be used for ETA is local time or GMT +7 hours throughout the year. The first message should also include the following information: ..... 1. Name of tanker and radio callsign. 2. Cargo requirements. 3. Deballast time. (Note: If a separate/permanent ballast system is fitted onboard, ability of ship to load crude oil and discharge ballast simultaneously must be stated.) 4. Maximum loading rate. 5. Arrival draught, forward and aft. 6. Last Port of Call. 7. Confirm that vessel has clean Bill of Health. 8. If there is any sickness aboard give whatever information is available as to the possible type of sickness. 9. If cholera inoculation or smallpox vaccination required. If so, advise number required. 10. Distance in feet from the bow to tanker's loading manifold. 11. Safety questionnaire form is requested to be completed. 12. Last incident or accident report (if there is any incident or accident aboard within a year). Further ETA messages should be sent to Ardjuna Marine Terminal via above telex number and/or fax number when the tanker is 24 hours and 12 hours distant from the terminal and any other time, if any appreciable change occurs in the original ETA or those subsequent thereto. Any changes to ETA should be reported.

In accordance with practice in Indonesian Ports, Quarantine, Immigration, Pilot and Call Sign flags must be displayed by all vessels approaching Ardjuna. These signals shall be displayed continuously until clearance is granted. The signals are as follows: Sunrise to sunset Quarantine Flag "Q". Sunset to sunrise Signal lights (red over white). The "N" flag should be flown until the Immigration Officer boards the ship. The "G" flag (request for Pilot) should be flown until the Mooring Master boards the ship. The vessel should also fly its callsign. As soon as the Mooring Master boards the ship the "G" flag should be replaced by the "H" flag which signifies that the pilot is aboard. Tankers must fly the "P" flag if sailing within 24 hours. Indonesian Immigration, Customs and Harbour Master officers will board the vessel after arrival to grant clearance.

The following items are of particular importance: ..... 1. No dirty ballast. Tankers with dirty ballast will be rejected and will have to tender a new Notice of Readiness upon second arrival. 2. No shore leave. 3. No crew changes. If emergency conditions prevail, for humanitarian reasons, exceptions to the foregoing may be permitted. All expenses incurred will be for ship's account. 4. No stores are available. 5. No clinic is available. 6. The laws of Indonesia govern the terminal and all personnel are urged to abide by them. 7. During daylight hours the Indonesian Flag must be flown throughout the vessel's stay in port. 8. Ardjuna time is GMT +7 hours throughout the year. 9. No bunkers are available 10. Agency matters in regard to general agency is handled by owners agent, while the handling agency is handled by PT Pertamina Tongkang (PTK). 11. The unit of currency is the Indonesian Rupiah. The rate of exchange varies from time to time. The Masters can obtain the current exchange rate from the agent. 12. There are no consulates available at Ardjuna Marine Terminal. However, there are many embassies and consulates represented in Jakarta, 59nm SW of the terminal. 13. Language of the port is English and Indonesian. 14. Only authorised personnel or visitors are permitted on the storage barge and/or export tankers. 15. No fresh water is available. 16. No slop tanks are available. Discharging dirty ballast, bilge water, and/or garbage is prohibited in the terminal areas. 17. The crude oil testing laboratory is equipped to perform the following tests: API gravity, BS&W, pour point and RVP. Any additional tests that may be required will be performed in Jakarta. 18. For convenience, mail for personnel on incoming tankers may be sent to the Company's Jakarta office for delivery to the tanker when it arrives at Ardjuna Marine Terminal. Except in an emergency basis, spare parts or other material will not be accepted for delivery to incoming tankers.

Free pratique is granted on arrival. Ship Sanitation Control Certificate (SSCC) and Ship Sanitation Control Exemption Certificate (SSCEC) can be renewed at the major ports. Each tanker entering the port of Ardjuna must have requested and been granted flag dispensation prior to its arrival. At the same time, application is made for provisional pratique through the Directorate of Quarantine and, if granted advice is sent to the Harbour Authorities. Port Health Clearance is issued prior to tanker's arrival and is also valid for departure clearance. If provisional pratique is not granted, a Port Health Officer will be provided. All of the foregoing is arranged through and by the Agent. Each crew member should be in possession of an International Vaccination Card.

The Mooring Master will act on behalf of the company to acknowledge receipt of tanker's Notice of Readiness. Masters of arriving tankers are reminded that due to operational reasons, ship's Notice of Readiness will not be accepted between 1630hrs and 0530hrs unless the company, in order to accelerate ship's turn around time, is willing to accept same. In any case, Notice of Readiness (NOR) will not be accepted for a time earlier than when: ..... a. The Master has received the Mooring Master onboard or; b. The tanker shall have dropped anchor within the recommended anchorage area, and has advised the terminal the time of anchoring. Exception to (a) and (b) will be if the tanker is within the anchorage area awaiting arrival of the Mooring Master and has been requested by the Terminal not to anchor, in this case NOR will be accepted from the time the Terminal requested the ship not to anchor. In order to meet safe and efficient marine operations, tankers are recommended to arrive during daylight hours, however, if on ship's arrival the required Customs Loading Clearance is not yet received at the Ardjuna Terminal, then the acceptance of NOR will be the time when such clearance is received or whenever the tanker is secured. The company reserves the right to decline to berth a specific tanker if its condition or facilities are unsafe for berthing or loading even though the berth is open to other tankers. The Company Mooring Master aboard will inspect the arriving tankers prior to berthing and loading activity to meet the Safety Terminal Operation requirements, and has the right to reject to berth a tanker if its condition or facilities are found unsafe. The decision of the Atlantic Richfield Indonesia Terminal Manager or his designated alternate to berth or not to berth a vessel shall be final.