Anoa Natuna (XZANU)

Formerly known as Anoa Natuna. The terminal comprises FPSO 'Anoa Natuna', moored in position 05°13.2'N 105°36.4'E. It is operated by Premier Oil Natuna Sea Ltd. There is a production platform situated 1nm NW of the FPSO. The two are connected by a pipeline.

Tropical.

Anoa Natuna terminal is located in the South China Sea, approx 127nm N of the Anambas Islands. It is within Indonesian territorial waters but only 2nm E of the Malaysia/Indonesia border.

Offshore: LOA 239.1m, beam 42m, 105,317DWT.

The recommended anchorage is within an area, with 0.75 miles radius, centred on position 05°12'N 105°38'E, to the SE of the restricted area. Anchorage is prohibited within the restricted area, (see "Restrictions") and the prohibited area may not be entered without a company Mooring Master onboard.

BA 3543, 3482. Admiralty Pilot NP30.

1025.

Vessels must be equipped with correct mooring relevant to its size as recommended in the OCIMF "Standards of Equipment Employed in the Mooring of Ships at a Single Point Mooring." The minimum dimensions of the centre bow fairleads are 600mm in width and 450mm in depth, in order to accommodate the chafe chains. Vessels which, in Mooring Master's opinion, do not have a suitable method of attaching the mooring, will be refused permission to berth. Should bitts have to be utilised, or should bow stopper/Smith bracket be located at such distance from the fairlead that they are unusable, rope snotters of 14 inch circumference operation and vessels requiring this mooring technique will not be considered suitable for subsequent operations at Anoa Terminal. ..... Mooring Procedures: a. Tankers due for mooring must have a pilot ladder or hoist securely rigged on the side requested by the Mooring Master. Vessels with a freeboard of more than 9.1m shall have an accommodation ladder rigged so that the lower platform is not more than 3.0m above the water level with a short pilot ladder rigged for access to the platform. Upon the approach of the Mooring Master in the support vessel, the tanker must provide a good lee on the appropriate side. Tanker shall also have the port derrick rigged and crew on deck standing by. b. The Mooring Master who will advise the tanker crew during mooring and hose connection, will normally board tankers from the support vessel which also serves as a stand by safety boat throughout the loading operation. Immediately the Mooring Master have boarded, the support vessel will proceed to the port side derrick area of the tanker where mooring and hose connection equipment will be lifted abroad. Sufficient crew must be available on deck to transfer the mooring equipment from the derrick area to the forecastle. The following equipment, provided by the Export Tanker, shall be ready for use when the Mooring Master boards: On the forecastle head: 1 buoyant mooring rope, 250mm circumference 2 messenger lines, minimum 75mm circumferences x 100m. A selection of shackles, wire strops and tools On the poop deck: 2 messenger lines, minimum 75mm circumference 1 buoyant mooring rope, 250mm circumference. c. Approach to the FPSO involves manoeuvring at close quarters to the FPSO. It is therefore imperative that all measures are taken to ensure that there is no loss of power or steering during these manoeuvres. Mooring Master will test export tanker engines ahead and astern and full port to starboard rudder movement before commencing his approach run. d. A mooring boat will be situated near the stern of the FPSO at the end of the pickup rope. The pickup rope is secured to a 54mm/75mm combination chafe chain, which in turn is secured to the main mooring, a 475mm circ nylon grommet connected to a 76mm chafing chain at the FPSO stern. e. During the approach of the tanker towards the stern of the FPSO, the ship's crew, under the advice of the Mooring Master will prepare the forecastle for the mooring operation. This will include passing one or two messenger ropes through the centre bow fairlead, or other fairleads designated by the Mooring Master and lowering the end to sea level; the mooring attachment will also be prepared. f. Upon the close approach of the tanker's bow, the mooring boat manoeuvres alongside and attaches the mooring pick-up rope to the ship's messenger line. The tanker will then heave up the messenger and pick-up rope, carefully picking up the slack as the tanker approaches the stern of the FPSO. g. The pick up rope should be continually hove in as the tanker approaches the FPSO stern. The distance between the vessels will be continuously relayed to the Mooring Master on the Bridge from the forecastle and by the support vessel. When the pick up rope has been brought inboard through the fairlead, it may be necessary to adjust the direction of pull and asist the chafing chain through the fairlead. Action required by the tanker crew in this respect will be advised by the Mooring Master. h. When the chain is inboard, depending upon the method of attachment available, the connection will be made. i. On completion of the mooring operation the support vessel will be secured to the stern of the tanker, using its towline, to prevent the tanker from coming into contact with the FPSO. Until the support vessel is secured it may be necessary to use the tankers engine for this purpose. Once the support vessel is secured the Mooring Master will then advise "Finished with Engines". Engines must be maintained in a constant state of readiness and at no time during the tanker's stay at the terminal may the engines be immobilised. j. Emergency towing lines should be rigged, one on the starboard bow and one on the starboard quarter. These lines must be maintained with the eye 1.0m from the waterline and no slack on deck. Hose disconnection: On completion of loading and when the tanker is informed by FPSO Control that all flow has ceased, the hose and hose end valve will be closed first followed by the ship's manifold valve. Once the spool piece has been drained, the hose can be disconnected from the manifold (sufficient drip tray volume must be available to contain any oil remaining in the spool piece and reducer) and the blind flange will be replaced on the hose. The weight of the hose will be taken on the derrick and pick up the chain, to allow the snubbing chain to be released from the hose bitts. The hose will them be lowered to the water. Anoa Terminal standard for mooring equipment: Bow chain stoppers as outlined in the OCIMF "Recommendations for Equipment Employed in the Mooring of Ships at Single Point Moorings''. Vessels not fitted with bow chain stoppers will be considered "unsafe" for normal mooring operations. Tankers are expected to conduct operations using a closed loading method. Vessel which is unable to comply, with this requirement will not be loaded. Lifting vessels will normally be accepted and berthed in chronological order of arrival provided such vessels have current nomination of cargo valid at the time of tender, carry clean ballast, if any, and have cargo tanks in a fit condition to receive cargo. Also they must be in all respects properly equipped, manned and ready to moor. Should berthing be delayed on account of bad weather, vessels will keep their position in line.

Pilotage, by the Berthing Master is compulsory. Berthing Master boards within the anchorage area and vessels berth at the terminal during daylight only. Note: A restricted area, 3nm in length by 2nm width has been established around the terminal, within which, immediately surrounding the terminal, is a prohibited area.

The FPSO displays at its bow and stern a light (Mo(U) 15s 5M). In addition, at the bow only, a light (Mo(U) R 10s 3M). In restricted visibility, a fog signal (Mo(D)) is synchronised to sound simultaneously with the light signal. A 16in floating hose lies in the water within 260m of FPSO stern. Yellow lights are established along the length of the hose visible at 2nm distance. The production platform displays white lights (Mo(U)), one at each corner, range 5nm, synchronised to flash simultaneously. In the event of restricted visibility the Platform sounds 1 prolonged blast followed by 2 short blasts on the foghorn Both the FPSO and the production platform burn excess gas by flare. This produces an orange/yellow flame that may be visible at a considerable distance.

Port will normally be closed from 1630hrs local time until 0600hrs local time (during the hours of darkness). Export tankers already in the berth before 1630hrs continue operations. Berthing is normally carried out during daylight hours only, weather and other circumstances permitting. Vessels may be unberthed throughout 24 hours. In special circumstances and at the sole discretion of the FPSO Superintendent, night berthing may be allowed if all conditions are favourable. Prohibited Area: Is bounded by the following points: ..... Point A 05°12.8'N 105°36.4'E B 05°13.9'N 105°35.3'E C 05°14.7'N 105°33.5'E D 05°15.1'N 105°34.3'E E 05°14.3'N 105°35.6'E F 05°13.2'N 105°36.7'E Restricted Area: Is bounded by the following points: Point Latitude Longitude G 05°11.9'N 105°36.4'E H 05°13.4'N 105°33.2'E I 05°16.2'N 105°34.6'E J 05°13.2'N 105°37.7'E Operational conditions: The Anoa Natuna Marine Terminal is an open, unsheltered mooring. On occasions there may be circumstances or a combination of circumstances, which may preclude mooring and/or loading and/or deballasting operations. In those circumstances, good judgement should be exercised by the Master, under the Mooring Master's advice, as to the precise actions to take. With respect to export tanker operations, the FPSO and mooring system is designed for the following operational limits: ..... 1. Mooring operational limit: The FPSO and mooring system is designed to enable the export tanker to moor to the FPSO under the following conditions: a. Significant wave height of 1.5m. b. Wind up to 25kts. 2. Offloading operational limit: The FPSO and mooring system is designed to enable the FPSO to continue offloading to a moored export tanker under the following conditions: a. Significant wave height of 3.0m. b. Wind up to 35kts.

Tidal streams: Tidal streams can be expected to reach 1.5kts during spring tides. Currents: The surface currents of the Natuna Sea in the Anoa area are wind generated. Currents will, therefore, be in the direction of the prevailing monsoon. These currents will generally exceed 1kt and, on occasions, exceed 2kts.

Environmental conditions: ..... 1. Winter: The NE monsoon season: In the Anoa Natuna area the NE monsoon becomes established during November although in some years it may not blow regularly until December. During this period the wind direction over the open sea is predominantly NE'ly and the average force, when fully evolved, is approx force 4, S of Lat 5°N and force 5 to the N of this latitude. The winds tend to blow in successive pulsations, periods of comparatively fresh winds followed by periods when the wind is less strong. At times the wind freshens to force 6 or 7, whilst at other times it does not exceed force 3. The frequency of force 7 winds is estimated to be about 1% in most of this season, probably reaching 2 or 3% during December, the month of greatest frequency. 2. Summer: The SW monsoon season: From about May-Oct, winds are predominantly SW'ly mainly force 3 or 4. Over the open sea, the SW'ly winds can reach force 6 but nearer the coast they are weaker and more irregular. During October the winds become variable before the onset of the NE monsoon. Although during the summer monsoon wind speeds of force 7 are rare, squalls, known locally as "Ribut", in which gale force winds may be experienced temporarily are fairly common. The most dangerous type is the arch squall, which is preceded by clouds rising from the horizon in the form of an arch, heavy rain is usual when the arch is passing overhead. The Natuna Sea area is not normally affected by typhoons.

ANOA NATUNA MARINE TERMINAL, NATUNA SEA, SOUTH CHINA SEA ________________________________________________________________________________ __________

{ "widget_1_pilotage": { "area_groups": [ { "area_name": null, "pilots_area_description": null, "pilots_contact_details": [ { "station_call_name": "PNSZ", "vhf_primary_watch": "71", "vhf_secondary_working": "5910; 4492; 13525; 2182", "telephones": [ "+62(0)21 5151800 (EX 8451)" ], "faxes": [ "+62(0)21 5151900" ], "emails": [ "anoa_hofo@premier-oil.com", "anoa-pic@premier-oil.com" ], "websites": [], "operating_hours": "H24" } ], "procedure": { "compulsory_text_note": "Pilotage by the Mooring Master is compulsory.", "when_to_report": null, "how_to_report": null, "what_to_report": [], "pilot_boarding_positions": [ { "designator": null, "coordinates_or_verbose": "5°09.91´N 105°36.58´E (to the S of the Restricted Area), radius 0.75 n miles centred on this position", "vessel_particular_constraints": null } ], "leftover_text_notes": [ "Mooring Master boards within the anchorage area.", "Notice of ETA: Vessels should send ETA at the terminal 72h, 48h, 24h and 12h in advance and notify any changes of more than 1h.", "Notice of Readiness will be accepted between the hours of 0600 and 1630 LT provided that the Mooring Master is satisfied that the vessel is apparently in all respects ready to moor and load.", "Notice of Readiness will not be accepted during a period when the Port is closed on account of adverse weather, or when the vessel arrives prior to, or after the firm 3 days date range in which it is accepted to load.", "The terminal is operated by Premier Oil Natuna Sea BV." ] } } ] }, "widget_2_vts": { "cross_reference_redirect": null, "area_groups": [ { "area_name": null, "vts_boundaries": { "description": null, "coordinates": [] }, "contact_details": [ { "station_call_name": "PNSZ", "vhf_primary_watch": "71", "vhf_secondary_working": "5910; 4492; 13525; 2182", "telephones": [ "+62(0)21 5151800 (EX 8451)" ], "faxes": [ "+62(0)21 5151900" ], "emails": [ "anoa_hofo@premier-oil.com", "anoa-pic@premier-oil.com" ], "websites": [], "operating_hours": "H24" } ], "procedure": { "compulsory_text_note": null, "general_rules": [] }, "reporting_lines_and_points": [], "reporting_requirements": [] } ] }, "widget_3_tugs": { "contact_details": [ { "provider_name": null, "vhf_channels": [], "telephones": [], "emails": [] } ], "availability_hours": null, "notes": [] }, "widget_4_port_and_notes": { "port_and_terminal_contacts": [ { "station_call_name": "PNSZ", "vhf_primary_watch": "71", "vhf_secondary_working": "5910; 4492; 13525; 2182", "telephones": [ "+62(0)21 5151800 (EX 8451)" ], "faxes": [ "+62(0)21 5151900" ], "emails": [ "anoa_hofo@premier-oil.com", "anoa-pic@premier-oil.com" ], "websites": [], "operating_hours": "H24" } ], "standalone_general_notes": [ "Pilotage by the Mooring Master is compulsory.", "Tankers are normally berthed H24 and unberthed H24.", "Mooring Master boards within the anchorage area, radius 0.75 n miles centred on position 5°09.91´N 105°36.58´E (to the S of the Restricted Area).", "Notice of ETA: Vessels should send ETA at the terminal 72h, 48h, 24h and 12h in advance and notify any changes of more than 1h.", "Notice of Readiness will be accepted between the hours of 0600 and 1630 LT provided that the Mooring Master is satisfied that the vessel is apparently in all respects ready to moor and load.", "Notice of Readiness will not be accepted during a period when the Port is closed on account of adverse weather, or when the vessel arrives prior to, or after the firm 3 days date range in which it is accepted to load.", "The terminal is operated by Premier Oil Natuna Sea BV." ] }, "formatted_text_original": "PILOTS HOURS:\tH24 PROCEDURE: (1) Pilotage by the Mooring Master is compulsory. Tankers are normally berthed HJ and unberthed H24. (2) Mooring Master boards within the anchorage area, radius 0·75 n miles centred on position 5°09.91ґN 105°36.58ґE. (to the S of the Restricted Area). ________________________________________________________________________________ __________ TERMINAL CONTACT DETAILS: Call: PNSZ VHF Frequency: Ch 71 RT Frequency (kHz): 5910 4492 13525 2182 Operator Telephone: +62(0)21 5151800 (EX 8451) Fax: +62(0)21 5151900 Field Operations E-mail: anoa_hofo@premier-oil.com Terminal Superintendent E-mail: anoa-pic@premier-oil.com HOURS:\t H24 PROCEDURE: (1)\tNotice of ETA: Vessels should send ETA at the terminal 72h, 48h, 24h and 12h in advance and notify any changes of more than 1h. (2) Notice of Readiness will be accepted between the hours of 0600 and 1630 LT provided that the Mooring Master is satisfied that the vessel is apparently in all respects, ready to moor and load. Notice of Readiness will not be accepted during a period when the Port is closed on account of adverse weather, or when the vessel arrives prior to, or after the firm 3 days date range in which it is accepted to load. NOTE: The terminal is operated by Premier Oil Natuna Sea BV. ________________________________________________________________________________ __________" }

WEEKLY CORRECTIONS FROM UKHO NtM WEEK 40/16 Malaysian ENC MY3C0655 40/16

The terminal monitors 2182, 4492, 5910 and 13525kHz. Vessel, owner or charterers may contact Premier Oil Jakarta Office by telecommunications satellite using national dialling code +62 21 718 2001. If tankers are unable to contact Anoa Terminal directly Masters should request Jakarta Radio (callsign "PKX-2") to relay necessary information to Premier Oil Natuna Sea Ltd by telex or telephone. VHF: Terminal monitors Ch 16, working channels are agreed between the terminal and vessel. Vessels at anchor are required to maintain a continuous listening watch on Ch 16. Delays due to failure to maintain such a watch are for the vessel's account.

The Immigration Officer requires 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. Bonded stores: Cigarettes, cigars, tobacco, matches, spirits, wine, beer, perfume, arms, ammunition and possibly other items have to be locked up under customs seals from time of arrival of the ship in port until time of leaving territorial waters. Each person is allowed to bring in 200 cigarettes or the equivalent weight of tobacco or cigars. Special allowances may be made for the Master under special circumstances. After the ship is all secured the Customs Officer will seal the stores.

The agent prepares the Ship's Documents Check List form to check the validity of each document. These documents are: ..... 1. Certificate of Registry 2. Ship's Safety Construction Certificate 3. Load Line Certificate 4. Life Saving Equipment Certificate 5. Safety Radio/Telegraphy Certificate 6. Cargo Gear Certificate 7. Ship Sanitation Control Certificate (SSCC) or Ship Sanitation Control Exemption Certificate (SSCEC) The list is then delivered to the Harbour Master with the following documents attached: Document Copies 1. Port Clearance from Last Port Original 2. Crew List 8 3. Passports of all crew Original 4. Crew Personal Effects List 3 5. Stores List/Bonded Store 3 6. Drugs List/Ammunition List 3 7. Cargo Manifest 3 8. Ship's particulars 3 9. Light Dues receipt if arrived from another Indonesian port - The Harbour Master issues a Port Clearance at departure provided clearance is also granted by the other governmental authorities. If arriving from another Indonesian port, the agent will sign a guarantee if the vessel cannot prove that Light Dues have been paid. 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, Form 5-B issued at the last Indonesian port will be retained by Customs and the Arrival Clearance at Anoa will be granted. The Harbour Master will submit a Harbour Report form for the Master to complete. Cargo documentation and inspection: ..... 1. Documents such as Bills of Lading, Quality Certificate, Quantity Certificate, Time/Loading Report, Certificate of Origin, Cargo Manifest and Master's Receipt for Documents/Samples etc, are prepared at Anoa Natuna Marine Terminal. When the tanker has been loaded, the documents will be completed and taken aboard the tanker for the Master's signature. Signing of these documents by the Master will take place at the same time as final departure clearance formalities are being carried out. 2. Immediately upon completion of loading, the official Bill of Lading quantity will be relayed to the Mooring Master by radio. In the event of a dispute, the vessel will be requested to recheck the measurement and calculation of the quantity. The Mooring Master will witness such measurements and calculations. After both ship and shore figures have been verified, should an appreciable difference still exist, receipt of a Letter of Protest will be acknowledged by the Mooring Master. 3. Notes of Protest, if any, should be handed to the Mooring Master for further delivery to Premier Oil Natuna Sea Ltd. Note that the Mooring Master will acknowledge receipt of the Note of Protest only and is not authorised to signify acceptance of such letters. 4. From time to time, owners, charterers, consignees or other interested parties may appoint third party oil inspectors to survey the loading operation on their behalf. Any delays caused by such survey(s), shall be considered "vessel delays".

Should be advised 48, 24 and 12 hours in advance of arrival. Changes of more than 1 hour should also be notified. The 24 and 12 hour messages should, in addition, be transmitted directly to the Anoa Natuna (FPSO).

The Indonesian flag must be prominently displayed by all vessels at all times. In accordance with practice in Indonesian ports, quarantine, immigration, pilot and callsign flags must be displayed by all vessels approaching Anoa Natuna Marine Terminal. These signals shall be displayed continuously until clearance is granted. The signals are: ..... 1. The quarantine flag, "Q". 2. The "N" flag should be flown until the Immigration officer boards the ship. 3. The "G" flag (request for pilot) should be flown until the Mooring Master boards, the "G" flag should be replaced by the "H" flag which signifies that the pilot is onboard. 4. During loading the Interco flag "B" shall be displayed from the top most signal halyard during daylight hours. During hours of darkness a red light shall be displayed; visible at a distance of at least 2nm and show an unbroken light all around the horizon.

Indonesian Immigration, Customs and Harbour Master officials will board the vessel after arrival to perform inbound clearance procedures. Each export tanker 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, cable advice is sent to the harbour authorities. Port Health Clearance is issued prior to vessel's arrival and is also valid for Departure Clearance. If provisional pratique is not granted a Port Health Officer will be provided. All the foregoing is arranged through and by the agent. Each crewmember should be in possession of an International Vaccination Card.

Arrival time will be considered as the time when the Mooring Master boards the vessel, or the time the vessel arrives in the deep water anchorage, if not berthing immediately. The Mooring Master will act on behalf of the company to sign acknowledgement of a tanker's Notice of Readiness. NOR shall be in English. NOR will be accepted between the hours of 0600 and 1630hrs local time provided the Mooring Master is satisfied that the export vessel is apparently in all respects ready to moor and load. NOR will not be accepted during a period when the port is closed on account of adverse weather, or when an export vessel arrives prior to, or after firm 3 day date range in which it is accepted to load.

Following receipt of a nomination for a vessel to load at Anoa Terminal, Premier Oil Natuna Sea Ltd will contact the vessel's agent, owner or charterer giving details of: Nomination, loading API, temperature (approx), and berthing prospects. On receipt of this message and in any case not less than 72 hours prior to ETA at Anoa, Premier Oil Natuna Sea Ltd will transmit the following questionnaire to the export tanker via the vessel's agent, owner or charterer: ..... 1. Vessel's name and summer deadweight. 2. ETA in local mean time (GMT +7 hours). 3. Last port: Next port. 4. Cargo requirements: Max loading rate via 1 x 12in manifold. 5. Quantity of ballast onboard. Type of ballast (SBT, etc). 6. Vessel able to load and deballast simultaneously maintaining 30% of summer deadweight throughout. Terminal has no dirty ballast facilities. 7. Estimated arrival and departure draughts forward and aft. 8. Bow to centre manifold distance. 9. Distance between tanker hose rail and manifold presentation flange on port side. 10. Size of bow fairlead(s). Bow chain stopper of Smit bracket. 11. Bow chain stopper or Smit bracket fitted, detail and SWL. 12. Derrick or crane available port side with min SWL 10t. 13. Vessel has clean bill of health. If sickness onboard give details. 14. IGS operational and all cargo tanks inerted to less than 8% oxygen by volume. Mooring Master will make random check of tanks prior to berthing. Failure to comply with this requirement will result in berthing delays. 15. Closed loading procedure can be followed. 16. Vessel entered in TOVALOP. 17. Vessel's owner/operator have a recognised "Drug and Alcohol Control Onboard Ship" policy in accordance with OCIMF guidelines. A copy of the owner/operator policy statement is onboard the vessel and the Master and crew understand and are guided by such policy. 18. Date of last drydock and last special survey. 19. Nationality of Officers and crew. 20. Independent cargo surveyor, if appointed. 21. Please note, no bunkers, stores or potable water available at the terminal. 22. Indonesian government regulations require that Pertamina Directorate of Shipping and Telecommunications be appointed General Agent for all tankers proceeding to load in Indonesia. These questions should be answered as completely as possible and a reply transmitted immediately. Terminal will not be responsible for berthing delays due to lack of information/notification. Delays due to non compliance with terminal regulations will be for vessel's account.