Al Shaheen (XZSHA)

A crude oil export terminal which comprises of FSO 'Asia' and FSO 'Africa', moored in 62m depth of water. The FSO's have a combined storage capacity of 3,000,000bbls and can accept export tankers of LOA 340m and 500,000DWT. The Al Shaheen Terminal is Qatar's biggest oil field and one of the most complex and largest in the world. The oil field was discovered in 1992 and the two aforementioned FSO's have been serving the location since 2010. FSO specifications FSO 'Africa': LOA 378.40m, beam 68m and 432023DWT. FSO 'Asia': LOA 380m beam 68m and 432023DWT.

Tropical.

Al Shaheen Terminal is situated approx 80nm NNE of Doha.

Max offshore LOA 340m, BCM 171m, no draught limitations and 500,000DWT.

An anchorage area to the SE of the terminal is recommended for all export vessels. The depth of water is approx 62m and the holding ground is generally good. The designated anchorage is a circular area of 1nm radius centred at 26° 33'N., 052°04'E. Prohibited anchorage: Anchoring, unless in case of extreme emergency, is prohibited within the North Oil Company (NOC) operating area, including Al Shaheen Field and Terminal.

The Terminal is located with centre position 26°35'N., 052°00'E, with depth of water approximately 62m. All export vessels intending to approach the terminal should obtain permission from North Oil Company (NOC) before entering the safety zone, unless they have a NOC representative onboard, eg, Pilot/Mooring Master. Departure: Once operational paperwork and unmooring has been completed the export vessel will be released from the terminal. It is recommended that the export vessel clears the terminal in an easterly direction at slow speed, before altering course for the next destination. The export vessel must ensure that the safety zone surrounding Al Shaheen Field is not violated after release from the terminal.

BA 2523. Admiralty Pilot NP63, NP286(8).

System description: The primary method of mooring will be for the export vessel to secure to the stern of the FSO (tandem-mooring). On occasions it may be necessary to use an alongside mooring (ship to ship transfer). Such operation will follow industry standard procedure. Ref: OCIMF "Ship to Ship Transfer Guide". The mooring system for the export vessel consists of one braided nylon hawser with a minimum breaking load of 250t, connected to the stern of the FSO in a quick release system. Connection at the export vessel, must comply with OCIMF standards, which must have either tongue or hinged bar chain stoppers for 76mm (3in) chain. The export hose connection between the FSO and the export vessel is via a 20in floating hose streamed from the stern of the FSO, which terminates in one 16in tail. The export vessel hose end is fitted with a butterfly valve and a Camlok quick connecting coupling. In addition there is a breakaway coupling after the first 40m of the 16in tail floating hose. Preparations: The mooring system is designed to comply with the OCIMF standards and only export vessels that are fully equipped to this standard will be allowed to berth in tandem at the terminal. Additional floating hose connecting equipment will be brought to the export vessel by the Pilot/Mooring Master. The export vessel's crew will lift this equipment onboard using the manifold derrick or crane. The export vessel's anchors must be stowed and secured including sea passage fastenings in the hawse pipe, prior to final approach. The Pilot/Mooring Master will brief the Master and the export vessel's officers on the mooring operation to be carried out. Emergency signals in the event of radio failure will be agreed upon at this time and contingency planning discussed. Sufficient crew must be available for both mooring and hose handling. Rope messengers and heaving lines shall be made ready. Rope messenger (min 24mm diameter polypropylene) of sufficient length to reach the water line plus 20m with at least 5 turns on an empty storage drum should be made ready and lead through the port (normally) side bow chain stopper. This rope should be fitted with a small shackle so that it can be made fast onto itself. The storage drum should be capable of taking 80mm diameter polypropylene line of 150m in length. Max freeboard, trim, deadweight and draught: The export vessel shall be upright and at an optimum trim for manoeuvring. The propeller shall at all times be fully immersed. The trim should not exceed 3.0m (10ft) by the stern. There is no limitation to draught as water depth is 62m. The max freeboard permissible at the Al Shaheen Terminal is 20.0m at the manifold position. This max freeboard applies in case of a STS operation only. The Export Vessel should arrive with a min of 25% of the summer deadweight. However, if the Export Vessel should exceed 350,000DWT, additional vetting may be required to ensure safe operation. Engine test: Before making the final approach to the FSO the ability of the export vessel's engines to manoeuvre will be verified by the Pilot/Mooring Master. The Master will remain responsible for the full manoeuvrability of the export vessel. Final Mooring Approach: The final approach to the FSO will be made at slow speed as nearly as possible on a constant heading from a distance of 1nm inwards. Good communications between bridge and forecastle are essential. The Pilot/Mooring Master will advise on current speed and direction to be expected. On approaching the FSO, a rope messenger should be passed to the standby tug/utility vessel which will connect the rope messenger to the messenger line on the pick up line. This pick up line is connected to the chafe chain/hawser. The pick up line is heaved onboard and connected to the export vessel's delegated drum. The messenger line(s) and the pick up line are then heaved up until the chafe chain is in position in the chain stopper. The chain is then secured in the stopper. At no time during the heaving should excessive force be used, in general slack in the system is heaved only. The messenger line is approx 32mm x 80m and the pick up rope is 80mm x 120m. Standby tug/utility vessel: The standby tug and the utility vessel are equipped with towing hook, anchor handling winch, and fire fighting equipment. The standby tug and the utility vessel will be provided by Al Shaheen Terminal and is compulsory. Payment is included in the flat berthing fee. Immobilisation: Immobilisation of machinery, such as main engines, steering gear, deck machinery, power sources or any essential equipment, is not permitted whilst the export vessel is moored in tandem at the terminal or during ship to ship transfers. All navigational and communications equipment shall be maintained in satisfactory working order throughout the export vessel's entire stay at the terminal. In the event of a blackout, other than momentary loss of power, then the transfer of crude oil shall be stopped and the Pilot/Mooring Master informed immediately. If the blackout condition persists then consideration will have to be given in moving the export vessel off the terminal. Safe distance: Once tandem mooring operations have been completed, a close watch must be kept to see that both vessels maintain their safe distance apart. Any apparent closing of the distance must be advised to the Pilot/Mooring Master immediately. A watchman equipped with a radio shall be permanently on the forecastle whilst the export vessel is in tandem mooring. The standby tug may be used to hold the vessels in position. The tug will be secured using export vessel's line(s), or soft line tail onto a towing wire. All lines/wires to comply with a minimum breaking load of 60t. Unmooring: Unmooring will be carried out once the hoses have been pulled clear and secured by the utility vessel. The pick up rope and the messenger line shall be lowered to the sea level as per good seamanship practice where it will be pulled clear by the utility vessel or standby tug. Once the line has been let go and is clear the export vessel can be manoeuvred clear of the FSO. Once clear, the export vessel will either proceed to anchor or hold position in the anchor area for completion of departure formalities, or if those formalities are complete, it will disembark the Pilot/Mooring Master and personnel at an agreed position and take departure. Hose handling: General: The export vessel manifolds must comply with OCIMF standards for oil tanker manifolds and associated equipment. Hose(s) will be connected, normally on the port side, by the export vessel's crew. The Pilot/Mooring Master and/or his assistant will give guidance as required but the Master will remain responsible for the connecting and disconnecting procedures. All unused flange connections must be fully bolted. Skip bolting is not permitted. Connection: Two reducers each 16in must be fitted on to the export vessel port manifolds fully bolted before mooring operations commence. One (1) 16in connection on starboard manifold to be utilised in tandem mooring and in the event of STS mooring two (2) 10in connections on the manifold side, prescribed by the Mooring Master, will be utilised. Derricks/cranes: The minimum required capacity of hose handling derricks or cranes is 20t SWL, having an outreach from the Export Vessel's hull side of a min of 8m. Once connected the weight of the hose will be taken by hanging a webbing strap from the derrick/crane running wire to the hose. The hose to be prepared for quick release. Disconnection: When the hose(s) are disconnected, any spillage shall be collected in the drip pans/trays, and the hose(s) shall be blanked. The pick up buoy(s) and lines shall be resecured and the hose(s) lowered to the sea water level and in STS mooring recovered to the FSO.

Pilotage is compulsory. Pilot/Berthing Services Form: The Master shall sign the pilot/berthing services form prior to commencement of the mooring operation. Responsibility: The pilot station where the Pilot/Mooring Master joins the export vessel is designated as: 26°33'N., 052°04'E. The pilot station is the terminal arrival point. The Pilot/ Mooring Master is to be considered as an advisor to the Master, who remains solely responsible for the safety and navigation of his vessel. The Pilot/Mooring Master will decide when mooring and loading operations shall commence and may further decide if the export vessel should abandon the lifting operation and leave the safety zone. The Master will comply with this request promptly and without delay. The Pilot/Mooring Master will remain onboard throughout the export vessel's entire stay. The decision to initiate, carry on with or abort the mooring operation, or to suspend the transfer for safety reasons remains within the Master's responsibility. Export vessels calling at the terminal will be liable for any damage caused by the export vessel to the terminal or to any Al Shaheen Terminal property or to any other vessel lying therein whether or not a Pilot/Mooring Master was assisting at the time. Boarding: Once VHF communications have been clearly established, the arriving export vessel will be advised whether the export vessel is to anchor or berth on arrival and the Pilot/Mooring Master, Terminal Supervisor, assistant(s), surveyor(s) and relevant personnel, boarding time. Weather and current to allow for safe boarding. Boarding ladder: The Pilot/Mooring Master will board on the export vessel's starboard side via the utility vessel in a position approx 5nm ESE of the FSO, normally using a pilot ladder and accommodation ladder in a combination such that the climb on the pilot ladder is not more than 8m. The pilot ladder must be constructed and rigged to international standards (SOLAS) with two man ropes, well clear of obstructions and overboard discharges. The Pilot/Mooring Master may refuse to board an export vessel if the means of access does not conform to the foregoing. A responsible officer must be in attendance when personnel are embarking or disembarking. The export vessel's engine must be stopped while the Pilot/Mooring Master and personnel is transferring from the utility vessel to the export vessel or vice versa. Pilot card: The Master shall prepare a "Pilot Card" showing the export vessel's manoeuvring characteristics and any deficiencies or peculiarities and hand this over prior to the mooring operations briefing.

Navigation lights/fog signal: Navigation lights displaying the Morse character "U" (two short and one prolonged flash) every 15 sec are shown from the production installation and the SPMs. In addition, there is a fog signal on the production installation and the FSO. The FSO displays anchor lights according to COLREGS whilst moored to the SPM.

A safety zone extends a distances of 1,300nm from the centre position of each SPM and 261nm from the edge of the platforms. There are also protective zones which extend 174nm on either side of interfield pipelines, anchorage is prohibited in this area. Vessels, when approaching the anchorage, are prohibited from travelling through the Al Shaheen North Field (Bravo) Gas Field. Caution must also be taken whilst travelling in the surrounding areas due to the surrounding oil fields and subsequent facilities. A restricted area lies with a radius 0.704nm centred on a platform which lies in the Al Shaheen North Field (26°28.9'N., 52°01.6'E). A separate restricted area with a radius of 2.17nm centred on a platform located in the Al Rayyan Oilfield (26°39.4'N., 51°34.4'E). The final restricted area with a radius 0.37nm centred on the platform “WH1” which is located in the North Field(Charlie) Gas Field (26°37.6'N., 51°59.0'E) Caution must be taken throughout the area due to submarine cables.

Prevailing current SE'ly at speeds of 2kts.

A standby tug vessel is available. The standby tug and the utility vessel are equipped with towing hook, anchor handling winch, and fire fighting equipment. The standby tug and utility vessel will be provided by Al Shaheen Terminal and is compulsory.

Prevailing: NW'ly winds. Meteorological information is broadcast by coast radio stations at scheduled times. In addition, a continuous broadcast in English and Arabic on VHF Ch 72 for Qatari coastal waters is made by Doha Radio, giving short term forecasts and general synopsis. The Master will remain solely responsible for the safe operation of the export vessel. The weather and current to be monitored and found acceptable by both Master of the export vessel and the Pilot/Mooring Master prior to approaches. The weather (wind/sea status/swell) and/or current are to be monitored continuously during the entire stay at the terminal. If any of said parameters endanger the operation, taking into account all installations and their positions within the area, use of utility vessels, etc, the operation is to be postponed until weather and/or current allow for safe working conditions. In the event of rain, all surplus rain water and other water drained from exhaust steam lines or firewater lines must be drained off periodically and scupper plugs replaced immediately after the water has been drained off. It is the export vessel's responsibility to keep drip pans/trays under the manifold connections emptied or drained.

AL SHAHEEN TERMINAL 26°34'.57N 51°58'.49E UNCTAD LOCODE: QA ASN ________________________________________________________________________________ ___________

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Vessels intending to approach the Al Shaheen Terminal shall obtain permission from MOQ before entering such Safety Zones, unless they have a MOQ representative onboard (e.g., Terminal Supervisor or Mooring Master). Notice of ETA: Vessels must send their ETA to Maersk Oil Qatar AS (MOQ) and copy to Al Shaheen Terminal 7 days, 5 days, 72h, 48h and 24h in advance. Should the ETA deviate more than 3h from the last forwarded ETA, an updated ETA shall be forwarded to MOQ and the Al Shaheen Terminal. The 7-day ETA should be sent by e-mail and/or fax to MOQ. Vessels should contact the FSO on VHF Ch 69 when within range. 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Protective Zones (anchorage prohibited) extend 200m either side of inter-field pipelines.", "Vessels must obtain permission from MOQ before entering Safety Zones unless having a MOQ representative onboard (e.g., Terminal Supervisor or Mooring Master).", "Notice of ETA required: 7 days, 5 days, 72h, 48h, and 24h in advance to Maersk Oil Qatar AS (MOQ) and copy to Al Shaheen Terminal; update if ETA deviates more than 3h.", "Vessels should contact the FSO on VHF Ch 69 when within range; FSO advises the VHF working channel." ] }, "formatted_text_original": "PILOTS PROCEDURE: (1) Pilotage is compulsory for all vessels. (2) The Al Shaheen Terminal Pilot Station/Anchorage is located at 26°33.00N 52° 04.00E (approx 6 n miles off the terminal). (3) The Mooring Master boards in position 26°33.00N 52°04.00E. ________________________________________________________________________________ ___________ TERMINAL DESCRIPTION: The terminal consists of 2 FSO units moored to SPM's. CONTACT DETAILS: FSO Asia/V7QR6 Call: Al Shaheen Terminal VHF Frequency: Ch 69 Telephone: +974 44012800 (Terminal Supervisor) E-mail: doh-shaheen@maerskoil.com FSO Africa/V7IJ5 Call: Al Shaheen Terminal VHF Frequency: Ch 69 Telephone: +974 44012820 (Terminal Supervisor) E-mail: doh-shaheen@maerskoil.com Operator (Maersk Oil Qatar (MOQ)) Telephone: +974 4963963 \t+974 66842669 (Marine Duty (Mobile)) \t+974 55518058 (Oil Export Duty (Mobile)) Fax: +974 4963409 E-mail: doh-shaheen@maerskoil.com HOURS:\tTerminal: H24 \t Maersk Oil Qatar AS: Sun-Thurs: 0700-1530 LT PROCEDURE: (1) Safety Zones extend 1500m from the centre position of the SPM's and 500m around the platforms measured from their outer edges. Protective Zones (anchorage prohibited) extend 200m either side of inter-field pipelines. Vessels intending to approach the Al Shaheen Terminal shall obtain permission from MOQ before entering such Safety Zones, unless they have a MOQ representative onboard, e.g. Terminal Supervisor or Mooring Master. (2) Notice of ETA: Vessels must send their ETA to Maersk Oil Qatar AS (MOQ) and copy to Al Shaheen Terminal 7 days, 5 days, 72h, 48h and 24h in advance. Should the ETA deviate more than 3h from the last forwarded ETA, an updated ETA shall be forwarded to MOQ and the Al Shaheen Terminal. The 7 day ETA should be sent by e-mail and/or fax to MOQ. (3) Vessels should contact the FSO on VHF Ch 69 when within range. The FSO will advise the VHF working Channel. NOTE: The terminal is operated by Maersk Oil Qatar AS. ________________________________________________________________________________ ___________" }

Al Shaheen Terminal contact info Call sign FSO 'Asia': Al Shaheen Terminal (V7QR6) Call sign FSO 'Africa': Al Shaheen Terminal (V7IJ5) VHF: Ch 69 Note: Contact hours are available throughout 24hrs. Area navigation warnings and information are broadcast by local coast radio stations and via the GMDSS network. Doha Radio (callsign "A7D") keeps continuous watch on 500, 2,182kHz and VHF Ch 16. Telephone services: MF, HF and VHF. Telegraph services: MF, HF and VHF Telex services: HF, MF (on request) and VHF (on request) Inmarsat: Shore-ships. Ships - ships via A7D/Inmarsat. General information: ..... Maritime telecommunications Station name: Radio Maritime Coast Station (Doha Radio) Station callsign: "A7D" throughout 24 hours Receiver station: 25°21'N 051°32'E Transmitter station: 25°42'N 051°35'E Location: Area coverage: VHF/Territorial Water MF - The Gulf HF - Red Sea, Mediterranean, Europe, Atlantic Ocean, African coast, Far East, North Australia & NW Pacific. Services: RTG, RTF-2, RTX-1, METEO, OBS, AVUR, SLT (Radiotelegraphy, radiotelephony, radiotelex, telex, weather reports, accepts radio telegrams on weather observations, telex, urgent warnings to navigators, radiomaritime letters). Emission: A1A, A2A, H2B, F1B, H3E, J3E, F3E Frequency bands: MF, HF and VHF Universal time: GMT Local time: GMT +3 hours Receiving: 9 operating consoles Transmitting: HF max power 5kW MF max power 2kW & 1kW Station Telephone No: +974 443 8882 Station Telefax No: +974 443 3063 Telex No: 5061, 5062, DOHRAD Owner and accounts Qatar Public Telecommunications Corporation (Q-Tel), PO Box 217, Doha, Qatar Radio telephony: Frequency bands: MF, HF and VHF Calls through the coast station are accepted for Qatar and for passing on worldwide via one of the three satellite earth stations operating in Qatar besides the other advanced retransmission networks. 1. MF (Medium frequency): Calling and distress: 2182kHz (throughout 24 hours) Working frequency: 2768kHz (Normal - 24 hours) Traffic lists: 0433hrs, 0833hrs, 1233hrs, 1633hrs (GMT) Weather forecasts: 0503hrs, 1003hrs, 1233hrs, 1633hrs (GMT) Navigation warnings: On receipt, at end of next silence period and at 0433hrs, 0833hrs, 1233hrs, 1633hrs (GMT) Other working frequencies: 2601, 3673kHz 2. HF (High frequency): Channel Ship Station 421 4125 409 4089 423 4131 821 8255 804 8204 826 8270 832 8288 1221 12290 1201 12230 1229 12314 1239 12344 1621 16420 1626 16435 1643 16486 2235 22102 2228 22081 Traffic lists: Transmitted on Ch 804 every 4 hours. Radio telegraphy: Frequency bands: 1. MF (Medium frequency): Calling and distress: 500kHz (throughout 24 hours) Working frequency: 439kHz (Normal - 24 hours) Traffic lists: H + 40 every even hour Weather forecasts: 0500hrs, 1000hrs and1600hrs (GMT) Navigation warnings: On receipt, at end of next silence period and at 0418hrs, 0818hrs, 1218hrs, 1618hrs (GMT) Other working frequencies 438, 445.5, 447.5, 512.5kHz 2. HF (High frequency): Ship Station DOHRAD Service Ch/frequency A7D (kHz) Time UTC (GMT) Ch 5 & 6 4231 1500-0500hrs Ch 15 & 16 4316 1500-0500hrs Ch 5 & 6 8473.5 24 hours Ch 15 & 16 8630 24 hours Ch 5 & 6 12966.8 0500-0800hrs Ch 15 & 16 13024 1100-1500hrs Ch 5 & 5 16880 0800-1100hrs Ch 15 & 16 16935 0800-1100hrs Traffic Lists: Transmitted on (4316, 8630, 13024, 16935kHz) at H + 00 regularly at service time. SLT services: (Radio maritime letters) are accepted from ships for delivery in Qatar and for remail by air to all other countries worldwide Band Channel Ship Station Coast Station - - - Answering Working 4 3, 4, 9 & 10 4,182-4,186.5 4231 4316 8 3, 4, 9 & 10 8,366-8,370.5 8473.5 8630 12 3, 4, 9 & 10 12,550-12,554.5 12966.5 13024 16 3, 4, 9 & 10 16,734-16,738.5 16935 17221.4 Radio telex: Selective calls: Ships can dial 4690 for auto reception Station Telex No: 5061 and 5063 Conns: Ships can be connected to telex subscribers in most countries worldwide. Coast Station Ship Station Schedule 4216 4178.5 RX 4178.3 1800-0200 (UTC) 8421 8381 RX 8380.8 0200-0700 (UTC) 1100-1800 (UTC) 12591 12488.5 12488.3 0700-1100 (UTC) 16816.5 16693 RX 16692.8 On request Other routes: A telex may also be booked via any of the radiotelephone or radiotelegraph services.

A representative from the Qatar Authorities present at Al Shaheen Terminal, onboard the FSO, will clear vessels inward and outward. Note: All alcoholic beverages, drugs, cameras, etc, are to be locked up in the export vessel's bonded stores prior to arrival at the terminal. Should any alcohol, drugs or any other items not complying with Qatari law be found onboard the export vessel outside of the bonded stores, the export vessel shall immediately leave the terminal and the Qatar Custom/Immigration Authorities will be advised. Upon clearance by the Qatar Custom/Immigration Authorities the export vessel will be re-inspected prior to re-berthing at the terminal. All lay-time and demurrage resulting from finding alcohol, drugs or any other items not complying with Qatari law outside bonded stores shall be for the charterers account.

Prior to arrival: The standard arrival message will be sent to the export vessel. Arrival Forms: One copy of each of the following documents will be required from the Export Vessel upon arrival and prior to mooring. ..... 1. Last Port Clearance 2. NOR 3. P&I Club Certificate 4. CLC Certificate 5. ISM Certificate 6. SMS Certificate 7. ISPS Cerificate 8. IOPP Certificate 9. IMO Crew List 10. IMO Maritime Declaration of Health 11. MENAS (Middle East Navigation Aids Service) Certificate 12. IMO Crew Declaration, on terminal request only A copy of the P&I certificate should be faxed during office hours for assessment by the terminal. This is particularly important when a vessel arrives after office hours, in which case the vessel may be ordered to anchor pending office hours. The general instruction for the port is that one copy of each document should be presented to the Al Shaheen representative for the pre-arrival inspection except for the P&I certifictes, the original of which must be presented. In addition, the Master will be required to sign the following terminal documents/forms: ..... 1. Request for Pilotage Form 2. Receipt of the Terminal, General Information Booklet. 3. Arrival Form 4. No Smoking Form 5. Receipt of VHF radios and personal H2S monitors 6. Hose Handling Equipment 7. Tanker Agency Appointment 8. H2S Warning Letter 9. Pumping log 10. Vessel Arrival Check List Cargo documentation: Bill of Lading procedure: The Bill of Lading (FSO) cargo figures will be entered by the Marine Supervisor or the Export Supervisor who will then present the Bill of Lading for the export vessels Master's signature. Should the weather conditions prevent the transfer of cargo documentation from the Al Shaheen Terminal/FSO to the Export Vessel, the cargo documentation (figures) may be completed by hand on pre-prepared documentation onboard the export vessel by the MOQ Representative onboard, eg. the Mooring Master signing the cargo documentation. This should only take place based on telefaxed cargo figures and authorised instruction from the MOQ Representative on the Al Shaheen Terminal/FSO, normally the Terminal Supervisor. Departure forms: ..... 1. Bill of Lading 2. Cargo Manifest 3. Certificate of Origin and Authenticity 4. Certificate of Quality 5. Certificate of Quantity 6. Ullage Report 7. Receipt of Samples 8. Cover Letter for Discharge Certificate with Certificates 9. Customs Export Bill 10. Port Time Sheet 11. Port Clearance Certificate

Advance notice of arrival: ETA must be sent 7 days, 5 days, 72, 48 and 24 hours in advance. Should the ETA deviate more than 3 hours from the last forwarded ETA, an updated ETA shall be forwarded to North Oil Company and the terminal. Export vessels coming from another loading port/facility/terminal in the Gulf area should ask agents to pass the ETA by fax or telex, if the export vessel's communication system is not in use. The ETA shall be sent to North Oil Company. Approximately 14 days before but not later than upon receipt of advance notice of ETA (7 days) is received, a Standard Arrival Message will be sent in return containing details of cargo including the expected quantity, ballast information, berthing prospects and the type of transfer planned. If there are any queries about this message, or the export vessel cannot comply with any requirements then the Master should contact North Oil Company by telex or fax immediately. FSO/Al Shaheen Terminal direct communications: Once within VHF range communications shall be established, firstly on VHF Ch 69, then the FSO will advise on the VHF Marine Channel to be used. The Pilot/Berthing Master will advise on the additional channels to monitor during operations, as well as berthing time or anchoring instructions.

The Qatar National flag must be flown during daylight hours at the terminal.

Suitability (vessel vetting): By prior arrangement the export vessel will be suitable to load at the terminal. Should, for any reason, the export vessel be unsuitable or unsatisfactory following inspection by the Pilot/Berthing Master, then North Oil Company reserve the right to reject the export vessel, either totally or until such time as any defects are remedied. Signals: The correct international navigation signals must be displayed prior to and after the boarding of the Pilot/Berthing Master. Correct signals shall be used during the entire stay at the terminal. The use of the whistle to be minimised and only in case of an emergency. In this case only the aft whistle on the export vessel to be used. Emergency shut down: Emergency shutdown procedure shall be clearly established and made common knowledge to all the relevant personnel. Inert gas: The inert gas system must be in compliance with the SOLAS and fully operational throughout the operation and all tanks shall be inerted according to normal tanker practice, ie maintaining positive pressure and less than 8 percent oxygen by volume.Check lists: The ship/shore (FSO) or Ship to Ship Check List(s) will be completed prior to the transfer. Hose handling equipment: The hose strings must be properly suspended throughout the transfer. Drip pans/trays etc: Drip pans/trays must be positioned under flanges where appropriate, plugs fitted to permanent catchment trays, if necessary. All drip trays must be clean and dry at the commencement of the transfer and as far as practical be kept dry at all times. Transfer - General: The transfer will begin at a slow rate to enable the export vessel to verify that all systems are lined up properly. The hoses and connections will be checked for leaks and the rate will be increased in steps as mutually agreed until the full flow rate is achieved. The agreed loading plan will then be followed. If it becomes necessary to divert from the plan then the Pilot/Berthing Master must be informed immediately. At all times during loading operations, a responsible officer shall be in charge of operations onboard the export vessel and sufficient crew should remain on deck to deal with the operation and security of the export vessels. Hourly radio contact must be maintained with the terminal. Hose monitoring: Throughout the entire transfer operation, hoses and manifold connections must be monitored by one person in continuous radio contact with the cargo control room to ensure there are no leaks or chafing damage. All leakages or spillages must be reported to the officer in charge as well as the Pilot/Berthing Master immediately. The emergency shut down procedure must be initiated if the leakage is severe. Venting: When loading into an inerted tank, the inert gas displaced must be vented through the export vessel's vent system and not the ullage ports, ie only "Closed Loading System". The "Closed Loading Venting" system must be fitted with spark arresters/flame screens without any defects. Only export vessels equipped with "Close Loading System" will be accepted at the terminal. Stability and stress calculations: Calculation to ensure that the export vessel is always in a stable condition and that bending moments and shear forces (torsion where applicable) are within acceptable limits, shall be prepared by the Master, or his deputy prior to, during and upon completion of loading. These stability data should be available onboard and upon request from North Oil Company be cabled to same. List and trim: Where possible, listing and excessive trim should be avoided throughout the transfer. Upon completion the export vessel must be upright and as near as possible on even keel. Topping off: The export vessel will advise when "topping off" is taking place and will give sufficient notice for reduction of the loading rate. Tanks that are completed shall, whenever possible, have the master valve closed to provide two valve separation from tanks being loaded. Ullages must be periodically checked to ensure that there is no leakage which could lead to an overflow. The number of valves to be closed during "topping off" must be reduced to a minimum. The export vessel must never close all its valves against the flow of oil. Completion: Sufficient ullage in the final tank(s) must be left to enable the FSO pumps to be stopped in a controlled manner and for the line content to be drained into that tank(s) if necessary. Once the system is confirmed as closed the independent surveyor(s) will witness ullaging and sampling and the cargo calculations. After completion of loading and ullaging the Master or his delegated officer will ensure that all cargo system valves and all appropriate tank openings are closed and pressure/relief valves are set correctly. Cargo quantities/qualities: Previously loaded cargo: Ullages of previously loaded cargo tanks must be recorded before, during and after the loading operation at the terminal in order to ensure that no cargo is entering these tanks, contaminating the existing cargo and possibly leading to a spillage. Ullaging: Before commencement and upon completion of loading, the export vessel must ullage all tanks in the presence of the independent surveyor(s) who will have previously checked the "shore" figure onboard the FSO. The Master of the export vessel must then prepare the Al Shaheen Ullage Report in conjunction with the surveyor(s). Vetting List: Below are the list of requirements with which any export vessel must comply. If there are any discrepancies or omissions in the completed questionnaire, the consequence of rejection may apply. North Oil Company reserves the right to pass on all information given below to relevant entities: ..... 1. Vessel must confirm compliance with safety regulations as detailed in the International Safety Guide for Oil Tankers. 2. Vessel must confirm latest edition of ISGOTT, SOLAS and MARPOL are onboard and adhered to. 3. Vessel must confirm compliance with own operational and safety regulations as specified in ship's operation manual. 4. Reference ISM code, does the vessel have a Safety Management Certificate? 5. Vessel must confirm compliance with OCIMF recommendations and specifically confirm the following: a. Is the centre of cargo manifold arrangement 30m or less either forward or aft of mid length? b. Is the height of the centre of the cargo manifold no greater than 2.1m above the deck? c. Is the vessel fitted with a hose support rail at ship's side, constructed of curved plate or pipe of diameter more than 200mm. d. If the answer to (c) is yes is this at least 700mm below the centre of cargo manifold? e. Is vessel presenting 2 x 400mm (16in) manifold connections? f. Is vessel equipped with sufficient enclosed type fairleads on both sides to receive headlines, sternlines and springs? g. If the answer to (f) is yes, are the spring fairleads within 35m of the centre of the manifold? h. Are both sides clear of overhanging projections? 6. Vessel must confirm that only segregated ballast water if any, will be discharged at the terminal. 7. Vessel must confirm that inert gas system is operational. 8. Vessel must confirm that all cargo tanks maintaining positive pressure with the oxygen content of the inert gas below 8%. 9. Vessel must confirm to have suitable H2S precautions in place including personal protection and H2S detection systems as well as H2S monitoring and alarm system. 10. Vessel must confirm that 24 hours/day bridgewatch, as for vessels underway, will be maintained when at the terminal. 11. Vessel must confirm that deck crew is available 24hrs/day for emergency situations and quick release/let go of the vessel from the FSO. 12. Vessel must confirm maximum freeboard is 22m and propeller is immersed on acceptable trim (max 3m) on arrival. 13. Vessel must confirm to acceptance of 76mm (3in) OCIMF chafe chain in chain stopper. 14. Vessel must confirm that in tandem mooring, watchman is placed on the forecastle 24hrs/day in permanent radio contact with the bridge and instructed in quick release situation. 15. Vessel must confirm that the hawser messenger line is led to a fixed drum on the windlass. No warping end or capstan is allowed. If necessary unreel mooring wire/rope. 16. Vessel must confirm a suitable stern mooring wire with rope tail, all with min breaking load of 60t and all in good working condition, prepared through the centre lead for connection of the tug aft in tandem mooring. 17. Vessel must confirm that emergency/fire/towing arrangement is available on the forecastle and poop deck and this to be launched prior to mooring at the terminal. 18. Vessel must confirm that it is accepted by Oil Majors for their terminals. 19. Vessel must confirm valid Civil Liability Certificate. 20. Vessel must confirm valid P&I Club membership. 21. Are all ship's international Certificates valid? 22. Has the vessel been involved in any serious pollution incident in the last twelve months? 23. Has the vessel been involved in any serious grounding or collisions in the last twelve months? 24. Has the vessel any outstanding deficiencies reported by any port states control? 25. Vessel must advise ISPS code and expected ISPS security level on arrival. 26. Vessel must confirm sufficient crew members available for hose handling. Vessels own crew will connect/disconnect hose(s). 27. Vessel must confirm forward windlass has a minimum rated pull of 25t, minimum rated speed of 18m/minute and a lightline speed of 45m/minute all on first layer. 28. Vessel must confirm there is safe access to and from the vessel in accordance with IMO/IMPA regulations, including accommodation ladder and/or combination accommodation/pilot ladder. 29. Based on vessel itinerary, will Al Shaheen Terminal be the first port of call in the Arabian Gulf? (MENAS Certificate). Any deviations or outstanding to the above must be specified.

NOR will be accepted by North Oil Company - Al Shaheen Terminal only after completion of the Pilot/Berthing Master's inspection of the export vessel's suitability and the satisfactory result of the inspection.