Ash Shihr (YEASR)

The terminal is operated by Canadian Nexen Petroleum Yemen and consists of 2 SPM's and a small boat harbour.

Arabian Sea Seasonal Tropical Area, Tropical Sep 1 to May 31, Summer Jun 1 to Aug 31.

Ash Shihr Petroleum Export Terminal is located on the southern coastline of Yemen, approx 290nm North East of Aden.

Off shore: LOA 336.17m, draught 24.0m, 321,300DWT.

Approx 52 vessels handled annually.

Masters of vessels are advised that no anchorage area is warranted as being suitable by the terminal operator. There is no recommended waiting anchorage off the terminal; any chosen anchorage berth should be well clear and to leeward of the oil terminal and its facilities. The holding ground within the terminal area is dolomite limestone and is not suitable for anchoring large vessels with conventional anchors. Open anchorage may be obtained between 0.7nm and 1nm off the town of Ash Shihr in depths from 13.0 to 22.0m, sand & shell. Prohibited anchorage: Masters must not attempt to anchor within the terminal area, all vessels waiting to berth must keep a safe distance offshore to the SE of the terminal. Note: It is required that any vessel waiting to berth remains outside the Republic of Yemen Territorial waters unless specifically requested to do otherwise by the terminal manager.

The terminal is approached directly from Gulf of Aden. FAD's (Fishing Aggregating Devices): Generally buoyed, may be found in the approaches to the harbour. Mooring buoys: A, B and C are designated for use by harbour craft and tugs, are laid 0.350nm SSE, 0.650nm SSE and 0.975nm S, respectively from the harbour entrance.

BA 2964, 3784. Admiralty Pilot NP64, NP286(8).

No coastguard available.

Mooring systems: The mooring system comprises 2 endless grommet 17in circumference mooring ropes each with a single U3 grade 76mm chaffing chain. The port mooring system has a 180m 10inch diameter polypropylene pick-up rope and the starboard mooring system pick-up rope is 110m. Provision of mooring equipment: Vessels must be equipped with mooring equipment in accordance with the "Standards for Equipment Employed in the Mooring of Ships at Single Point Moorings" recommended by the OCIMF. Panama lead size: Panama leads and chain stoppers must accept 76mm diameter chains. Messenger lines: The vessel must supply, at the bow, 2 floating messenger lines of 25mm minimum diameter and minimum 50m long.

Pilotage is compulsory. A mooring master and an assistant board arriving vessels approx 2nm seawards of the SPM or at another advised position compatible with prevailing weather. Use of a mooring master is compulsory. Vessels are not permitted within 2nm of the SPMs unless a pilot is onboard. A combination accommodation ladder/pilot ladder should be rigged on the leeward side, 1.0m above sea level. The mooring master will remain onboard the vessel to co-ordinate the loading operation throughout the vessel's stay. The vessel must provide the mooring master, his assistant, the cargo inspector and possibly an Oil Ministry Representative, accommodation and food equivalent to that enjoyed by the ship's officers. Should adverse weather prevent the safe disembarkation of the mooring master and his assistant, the terminal requests that the co-operation of the vessel's master in allowing them to remain onboard until the next most convenient point of disembarkation.

The limits of the terminal extend 5nm SSE from the coast on both sides of the terminal facility. Terminal area: The terminal area is delineated by a circle 3nm in radius from the SPM and by a corridor 2nm wide from the SPM to the shoreline in a NNE direction.

Location of navigational and mooring facilities is given by the following coordinates: ..... SPM 1: Position: 14°40.6'N 049°31.3'E Navigation light: Mo (U) 3M SPM 2: Position 14°41.4'N 049°32.4'E Navigation light Mo (U) 3M Navigation buoys: Permanent navigation lights are exhibited on the three navigation buoys marking the 27.4m water depth contour. Quick flash (Fl Y 5s with radar reflectors) zenon lights, visible at 3nm. The buoys are positioned as follows: ..... Buoys Location (Lat/Long) East Buoy: 14°42.3'N 049°32.8'E Mid Bouy 14°41.7'N 049°31.8'E West Buoy: 14°40.5'N 049°30.3'E Mooring buoys are designated for use by harbour craft and tugs: "A" 14°41.1'N 049°29.5'E "B" 14°40.8'N 049°29.5'E ''C'' 14°42.1'N 049°32.2'E

Berthing should only take place during daylight hours. Vessels must arrive in good time to allow berthing operations to be completed before sunset, otherwise the berthing will be scheduled for the next day. Due to strong winds from Mid-day to sunset during monsoon season (Jun-Sep), vessels will only be berthed in the early morning daylight hours. The terminal may be closed, without liability on any party, if the terminal operator determines that conditions or circumstances warrant closure. Vessels are not allowed within 2nm of the offshore facilities unless the terminal is onboard.

Currents: Variable. Generally flow in a NE or SW direction at rates up to 3.0kts.

No schemes.

A tug is available at the terminal. The operator will require that the tug be in attendance throughout operations. Tugs will be connected to the stern of the vessel throughout loading and will provide the towline.

Area is affected by the SW monsoon.

ASH SHIR 14°41.05'N 49°31.85'E UNCTAD LOCODE: YE ASR ________________________________________________________________________________ ___________

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VHF: Vessel's must monitor Ch 09 (working channel) and contact the terminal on Ch 16 for advice from the terminal control centre (TCC), callsign "Operations Control". All vessels must have a fully operational VHF radio in the cargo control room. Email: manager_yemterm@nexeninc.com

Vessel's agent represents the various port officials.

Upon arrival at the terminal the following will be required by Yemen government authorities (documents to be given to the pilot who will pass on to ship's agent, the agent does not attend the vessel): ..... Document Copies 1. Crew List 3 2. Personal Effects Declaration 2 3. Bonded Stores List 2 4. Last Port Clearance Original 5. Maritime Declaration of Health 1 6. Vaccination List 2 7. Cargo Manifest 2 The terminal also requires the following documentation, signed by the master where necessary: 1. "Conditions of Use" letter (signed by master) 2. Ship/Shore Safety Check List 3. Safety Requirements 4. Non-intrinsically Safe Equipment List 5. Notice of Readiness Notification 6. EDP (agreement for agent to sign documents) 7. Forecastle Watchkeeper 8. Tanker Deficiency Report 9. Information to Masters - Early Departure Procedure 10. Information to Masters - Communications Procedure 11. Ships Stores Document 12. Copy of a current CLC Certificate 13. H2S Advice Note 14. Copy of a current Document of Compliance (DOC) 15. Copy of a current Safety Management Certificate (SMC) 16. Copy of the P&I Standard Pollution Insurance Certificate 17 Copy of International Ship Security Certificate (ISSC) Cargo documentation: The terminal operator prepares all the cargo related documentation, including: 1. Bills of Lading 2. Cargo Manifest 3. Quality and Quantity Report 4. Certificate of Origin 5. Tanker Time and Loading Report 6. Ship's Ullage Report 7. Receipt for Documents and Samples. The terminal utilises an early departure procedure (EDP) and no documents are placed onboard vessel prior to sailing. Bills of Lading are based on shore metered quantities and will be dated according to the time of completion of loading. No amendments to any Bill of Lading are permitted. Early departure procedure (EDP): The following is an explanation of the EDP adopted at Ash Shihr Terminal: ..... 1. Masters should be aware that the early departure procedure is compulsory at the terminal as all companies lifting cargo have been informed. In any case, on arrival masters are requested to sign a letter which is an agreement in principle to the procedure. 2. On completion of loading, cargo hoses will be disconnected and the vessel unmoored from the SPM. 3. Concurrent with (2) above, vessel's tank ullages, water dips, etc will be taken. Usually this practice is completed prior to unmooring operations. 4. The vessel will be manoeuvred to a safe position which is to seaward of the SPM and then stopped to await shore cargo figures. 5. Shore cargo figures will be passed to the vessel from the terminal by VHF. These figures represent the Bill of Lading figures. The ship's cargo figures will be passed to the terminal by radio by the mooring master. If there is no dispute over the difference between ship and shore cargo figures then the vessel is free to sail. In case of a dispute the respective cargo figures will be recalculated and compared once before the vessel is released. If the master chooses to issue a Letter of Protest, this will be received by the mooring master. 6. No cargo documents will be placed onboard the vessel, either in completed or blank form. 7. All cargo documents which require the master's signature will be signed by the vessel's agent after the documents have been prepared by the terminal, which will be after the vessel's departure. Authorisation to sign cargo documents is a matter between the master and the vessel's agent. 8. Copies of the signed Bill of Lading and Quality & Quantity Certificate will be sent by fax to the vessel. If the vessel does not have a fax, the master can nominate a fax number to which they can be sent. 9. Master's copies of cargo documents are forwarded to the discharge port by courier. 10. An outward clearance certificate for the vessel is issued by the vessel's agent and will be handed to the master, along with any other documents prepared by the agent, by the pilot. Protest Notices: Any letters of protest must be signed by the master and dated and endorsed with the ship's stamp. The mooring master has the authority to receive all letters, without prejudice.

ETA's must be advised 10 days, 72, 48, 24 and 12 hours prior to arrival and variations of more than 3 hours must also be advised. Pre-arrival information must be sent by fax or email direct to the terminal. The terminal operator must be provided with answers to the following questionnaire 3 days prior to the vessel's arrival: ..... 1. ETA 2. Cargo requirements in barrels at 60°F. 3. Max and min loading rates. 4. Quantity and type of ballast onboard to be discharged at the terminal. 5. Can vessel load and deballast simultaneously while maintaining a min 2 valve separation? 6. Deballasting time prior to commencement of loading (CBT) 7. Number and size of cargo manifolds. Do they comply with OCIMF, "Recommendations for Oil Tanker Manifolds & Associated Equipment" 4th edition 1991. 8. Availability of 2 reducers to adapt port side manifold to suit 16in x 150 ANSI loading hoses. 9. Whether inert gas system is operative and percentage oxygen level in cargo tanks, prior to arrival at terminal. 10. Is vessel equipped with 1 or 2 bow chain stoppers capable of accepting a 76mm chain? 11. Does forecastle mooring arrangement comply with OCIMF "Recommendations for Equipment Employed in the Mooring of Ships at a Single Point Mooring" 3rd edition 1993. 12. SWL of cranes or derricks. 13. Last port and destination. 14. Name of pollution insurers. 15. Summer deadweight tonnage. 16. Arrival displacement. Sailing displacement. 17. Arrival draught. Sailing draught. 18. Nationality of Officers and Crew. 19. Master's name. 20. Other. Prior to arrival, sea discharge valves must be flushed and deck scuppers must be plugged. Vessels must arrive with anchors secured.

Republic of Yemen (National) flag, relevant International Code of Signals flags

Standards of operations: Loading operations are conducted in accordance with the following standards: ..... 1. Oil Companies International Marine Forum, International Chamber of Shipping, International Safety Guide for Oil Tankers and Terminals (OCIMF, ICS and ISGOTT). 2. Special emphasis on the OCIMF "Recommendations for Tanker Manifolds and Associated Equipment" and "Recommendations for Equipment Employed in the Mooring of Ships at Single Point Moorings". 3. International Agreement for the Prevention of Pollution of 1973 and its Protocol of 1978 (MARPOL 73/78) as amended 1992. 4. Ash Shihr Petroleum Export Terminal Rules and Regulations (latest revision). Terminal terms of acceptance: The mooring master will give the master of the vessel a "Terminal Rules and Regulations" booklet and duplicate copies of documents entitled "Ash Shihr Petroleum Export Terminal Conditions of Use", "Ship/shore Safety Check List" and "Safety Requirements". These documents specify the conditions of use and safety requirements that must be satisfied. Vessel age restriction: The terminal will not accept a vessel for loading if the calendar year in which the vessel was built precedes the calendar year in which the vessel is nominated to the terminal by 20 years or more. New vessels: The terminal will not accept new vessels directly from the builders yard. Vessels will only be considered for loading after having carried a minimum of three cargoes. Combination carriers (OBO): Particular care should be taken when loading or discharging liquid cargo from combination carriers and when handling ballast on such vessels to ensure that the total free surface effect of cargo and ballast is kept within safe limits, otherwise a sudden and possibly violent, change of list could occur. In compliance with national/international requirements, all combination carriers are supplied with stability data and loading and unloading instructions. These instructions should be carefully studied and followed. Generally, these instructions will specify a maximum number of cargo holds or tanks which may be slack at any one time. Sometimes it may be necessary to adjust the quantity of cargo to be loaded in order to avoid slack tanks. Where double bottom tanks extend across the whole width of the vessel, the free surface effect of water in these tanks will be as great as that of full width cargo holds and account must be taken of this fact. Before arriving at the terminal, a plan must be prepared for the anticipated loading sequence, bearing in mind the free surface effect and distribution of cargo, fuel and ballast at all stages of the operation. This plan must be discussed with the mooring master prior to the commencement of loading or deballasting. If a loss of stability becomes evident during loading, all cargo and deballasting operations must cease and a plan prepared for restoring positive stability. This plan must be discussed with the Mooring Master prior to implementation. The Terminal will only accept Combination Carriers for loading if the vessel's immediately preceding three cargoes have been crude/fuel oil. Double hull operations: Single hull tankers usually have such a high metacentric height in all conditions of loading and ballasting that they can be considered as being inherently stable. Whilst tanker personnel have always had to take account of longitudinal bending moments and vertical shear forces, the actual stability of the ship has seldom been a prime concern. However, the introduction of double hulls into tanker design is likely to change that situation. The main problem likely to be encountered is the effect on the transverse metacentric height of liquid free surface in the cargo and double bottom tanks. Depending upon the design, type and number of these tanks, the free surface effect could result in the transverse metacentric height being significantly reduced. The situation will be most severe in the case of wide cargo tanks with no centreline bulkhead and the so called "U" ballast tanks which have no centreline bulkhead. The most critical stages of any operation will be whilst emptying the double bottom ballast tanks during loading of cargo. If sufficient cargo tanks and double bottom tanks are slack simultaneously, the overall free surface effect could well be sufficient to reduce the transverse metacentric height to a point where the transverse stability of the vessel may be threatened. This could result in the vessel suddenly developing a severe list. Large free surface area is especially likely to threaten stability at greater soundings with associated high vertical centre of gravity. It is imperative that the tanker and terminal personnel involved in cargo and ballast operations are aware of this potential problem and that all cargo and ballast operations are conducted strictly in accordance with the vessel's loading manual. Where they are fitted, interlock devices to prevent too many cargo and ballast tanks from being operated simultaneously, thereby causing an excessive free surface effect, should always be maintained in full operational order and should never be over-ridden.Vessels which operate with limited metacentric height should be equipped with a loading computer which calculates metacentric height. Pollution insurance: The owner or bareboat charterer of the vessel shall be enrolled as a member in the International Tanker Owner's Pollution Federation Ltd ("ITOPF"), and the owner or bareboat charterer and the vessel shall have, at all relevant times, certification of insurance or an equivalent certificate of financial responsibility, covering the vessel's liability under the 1969 International Convention on Civil Liability for oil pollution damage as amended by the Protocol of 1992. The owner or bareboat charterer of the vessel shall be, at all times, contracted for with a P&I Club, which is a member of the international group of P&I Clubs, for protection and idemnity insurance covering himself or itself and the vessel of liability for oil pollution damage at the maximum amount offered from or through the international group of P&I Clubs, but in no event less than $1,000,000 pollution coverage, and the maximum amount of excess of supplemental pollution coverage available, but in no event less than $100,000,000, and before the vessel will be accepted for loading, documentary evidence of this insurance must be provided to the terminal operator at the terminal. Draught on arrival: Vessels must arrive at the terminal with sufficient ballast onboard to ensure safe manoeuvring of the vessel and be trimmed no more than 4.0m by the stern and with the propeller submerged. Vessels will not be berthed with excessive trim or insufficient ballast. Handling of equipment supplied by the terminal: Equipment supplied by the terminal will be taken onboard from a line handling boat, using the vessel's lifting equipment. The vessel's crew must be available to receive equipment and connect the loading hoses. A "tag line" must be provided on the cargo hook. State of readiness: The vessel's main engines and essential machinery must be ready at all times in order to allow immediate evacuation of the berth. Vessels alongside the loading vessel: Only vessels authorised by the terminal operator are allowed alongside while deballasting and loading operations are in progress. Vessel's officers and crew: A ship's officer with an adequate command of English and sufficient qualified crew must be available at all times for operational and emergency requirements. Life boats: Except for emergency abandonment of the vessel, no vessel shall lower its lifeboats into the sea. Adequate deck and overside lighting: Adequate deck and overside lighting must be provided to assist in the detection of oil leakages or spills during the hours of darkness. The ballast discharge overboard area must be particularly well lit. Partially Loaded Tankers: Vessels that are partially loaded to the extent that it affects their ability to manoeuvre in the vicinity of the SPM will not be accepted for loading. Partially loaded tankers will only be accepted for loading if the cargo quantity onboard on arrival is in accordance with the table below: ..... VLCC's and ULCC's Max cargo onboard is 1,000,000bbls (net) or less Suezmax Max cargo onboard is 500,000bbls (net) or less Aframax Max cargo onboard is 300,000bbls (net) or less The vessel and crew shall comply with No Smoking and Drug .and Alcohol Policy requirement of the Terminal Operator and OCIMF.

Vessel's Masters may tender NOR on arrival by contacting Ash Shihr Control if the vessel is ready in all respects to load. Acceptance of the Notice of Readiness: NOR will be accepted by the terminal operator subject to the following conditions: ..... 1. The terminal is open 2. The ETA has been advised to the terminal 72, 48, 24 and 12 hours prior to arrival and masters have advised the terminal of any change in ETA in excess of 3 hours 3. That the vessel complies with the "Terminal Rules and Regulations". 4. The vessel arrives within its designated loading range 5. If the vessel arrives outside of its loading range, the following will apply: a. A vessel that tenders NOR within its loading range or before the first day of its loading range shall have priority over a vessel that tenders NOR after the last day of its loading range. b. A vessel that tenders NOR within its loading range shall have priority over a vessel that tenders NOR before the first day of its loading range. c. In the event that 2 or more vessels tender NOR within their respective loading ranges, priority shall be given to the vessel with the earlier loading range. d. In the event 2 or more vessels tender NOR before the first day of their respective loading ranges, priority shall be given to the vessel with the earlier loading range. e. In the event 2 or more vessels tender NOR after the last day of their respective loading ranges, priority shall be given to the vessel that tendered NOR first. f. In the event a vessel tenders NOR after the last day of its loading range, the terminal operator shall subject to 1-5 above, use reasonable efforts to berth the vessel at the first available opportunity, provided that doing so will not delay another vessel expected to arrive before or during the other vessel's loading range.

Masters are advised that the terminal utilises a compulsory "Early Departure Procedure" which will be fully explained on arrival. The terminal operator must be provided with answers to the questionnaire shown above, upon request, prior to the vessel's arrival at the terminal. ..... AAA ETA BBB Cargo requirements in barrels @ 60 F.? Cargo already on board in barrels @ 60 F.? CCC Maximum loading rate through two 16” connections? Minimum loading rate through two 16” connections? DDD Quantity and type of ballast on board to be discharged at this Terminal. EEE Number and size of cargo manifolds? Do they comply with OCIMF “Recommendations for Oil Tanker Manifolds and Associated Equipment” 4th Edition 1991? FFF Are the vessel’s portside manifold suitable to accept two (2) x16 inch 150 ANSI loading hoses? GGG Is the Inert Gas system operative? What will be the percentage of oxygen in the cargo tanks, prior to arrival? HHH Is vessel equipped with one or two bow chain stoppers? Are these chain stoppers capable of accepting 76mm chain? JJJ Does forecastle mooring arrangement comply with OCIMF Recommendations for Equipment employed in the mooring of ships at Single Point Moorings" 3rd Edition 1993? KKK What is the SWL of cranes.? Confirm that the hose handling crane is fully operational with no defects ?. Confirm the crane operators are competent and fully conversant with the Internationally recognized crane signals ?. LLL What was the last port? What is the destination? MMM What is the name of Pollution Insurer? NNN What is the Summer Deadweight Tonnage? OOO What is the Arrival Displacement? What is the Sailing Displacement? PPP What is the Arrival draft? What is the Sailing draft? QQQ What is the Nationality of officers and crew? What is the total number of persons on board? RRR What is the Master’s name? SSS What is the Flag State? What is the Port of Registry? TTT Are there any equipment defects? If so, provide brief details. UUU Confirmation that suitable (officer) accommodation is available on board for 3 Terminal persons to stay onboard throughout the loading operation. VVV Confirm that the vessel has a valid International Ship Security certificate? WWW What is the arrival ISPS Security level? XXX Please confirm that all crew are fit and healthy and not suffering from flu like symptoms. YYY Other