PETROLEUM DEVELOPMENT OMAN L.L.C.

MINA AL FAHAL

PORT REGULATIONS
&
INFORMATION

July 2010
P.O. Box 81, Postal Code 100 Muscat, Sultanate of Oman ¿É```````````ªY á```````棛°S ,§`````•````°ùe 100 …ó````jô`````Ñ`dG õ````eôdG ,81 Ü.¢U
Facsimile : 24677106 24677106 : œ«ª«°ùcÉa
Tel. : 24 .................... 24................ : ºbQ “JÉg

TANKER DATA SHEET

MS / SS :- FLAG :-

PREVIOUS NAMES :- CALL SIGN :-

NAME OF MASTER :- TELEX No:-

SUMMER DWT :- TELEPHONE No:-

TROPICAL DWT :- FAX No :-

GROSS :- E-MAIL ADDRESS:-

NETT :- DATE OF LAST DRY-DOCK :-

SUMMER DRAFT :- CLASS SOCIETY :-

YEAR BUILT :-

AGENTS :- LLOYDS / IMO No :-

OWNERS NAME & ADDRESS : ........................................................................................................................................

................................................................................................................................................................................................

OPERATORS NAME & ADDRESS : ...................................................................................................................................

................................................................................................................................................................................................

LAST DISCH/LOAD PORT :-

NEXT PORT :-

DISCH PORT :-

Incorporated in Oman by Royal Decree as a limited liability company ÊÉ£›°S ƒ°Sôe ÖLƒÃ ¿ÉªY ‘ â°ù°SCÉJ á«dhDƒ°ùŸG IOhóÁ ácô°T
Head Office: Mina al-Fahal Commercial Registration No. 9999 9999 : …QÉéàdG œé°ùdG ºbQ œëØdG AÉæ«e : »°ù«FôdG Öà˜ŸG

July 2010
JULY 2010
JULY 2010
Petroleum Development Oman L.L.C. The Master,

Mina al Fahal MS/SS : ....................................................................

OMAN. Date: / / 20.…

Dear Sir,

REQUEST FOR PILOTAGE AND BERTHING ASSISTANCE

On behalf of my Owners and/or demise charterer of my vessel (the “Owners”) I hereby request the berthing
and unberthing services of Petroleum Development Oman L.L.C.(the “Company”) on the terms and conditions
set out below.

............................................. Master. ............................................. Ship’s Stamp

CONDITIONS FOR BERTHING AND UNBERTHING SERVICES

The Company provides Berthing Masters for vessels berthing at and unberthing from the Company’s
berthing facilities. It is hereby agreed that the following conditions shall apply to the berthing and unberthing
operations.

1. In all circumstances the Master of the vessel shall remain solely responsible for the safety of his crew and
his vessel and for the proper navigation and berthing and unberthing of his vessel.

2. Berthing Masters (which term includes Berthing Master assistants) proceed on board vessels solely in an
advisory capacity in order to assist the Master in the berthing and unberthing of the vessel and Berthing
Masters shall be deemed to be and shall, whilst on board, become the servants of the Owners and under the
control of the Master or other person in charge of the vessel.

3. Neither the Company nor any of its personnel (including the Berthing Master) shall be liable for any
loss, damage or delay to the vessel and/or any third party property howsoever caused even if such loss,
damage or delay is caused, or contributed to, by the negligence of the Company and/or its personnel
(including the Berthing Master) and the Owners shall hold harmless and indemnify the Company and its
personnel (including the Berthing Master) against all claims for any such loss, damage or delay and shall
also indemnify the Company with respect to damage to any property belonging to the Company.

4. The Owners shall hold harmless and indemnify the Company and its personnel (including the Berthing
Master) from and against all claims for damages for death or injury to any person howsoever caused even
if caused, or contributed to, by the negligence of the Company and/or its personnel (including the Berthing
Master).

5. This Agreement shall be construed and take effect in accordance with the laws of the Sultanate of Oman.

6. Any dispute arising from this Agreement shall be referred to a single arbitrator to be mutually agreed
between the parties. If no single arbitrator is acceptable to both parties then each party shall nominate an
arbitrator and these two arbitrators shall designate a third arbitrator. In the event that either party fails to
nominate an arbitrator, as required above, within two months of that date then the other party may apply to
the President of the Omani Commercial Court to nominate the third arbitrator.

7. The findings of the single arbitrator or the panel of three arbitrators shall be accepted as final and binding
upon the parties.

8. The venue of the arbitration shall be Muscat, Sultanate of Oman. The rules for the arbitration shall be
the UNCITRAL Arbitration Rules insofar as they do not conflict with the provisions of this agreement in
which case the latter shall prevail. The language of the arbitration shall be English.

July 2010
Petroleum Development Oman L.L.C. The Master,

Mina al Fahal MS/SS : .................................................................

OMAN. Date: / / 20.…

Dear Sir,

REQUEST FOR EMPLOYMENT OF TUGS

On behalf of my Owners and/or demise charterer of my vessel (the “Owners”) I hereby authorize Petroleum
Development Oman L.L.C. (the “Company”) to supply such tug or tugs as it considers necessary for the
moving of my vessel whilst entering or within or leaving the area of the Company’s terminal facilities on the
terms and conditions set out below.

............................................. Master. ............................................. Ship’s Stamp

CONDITIONS FOR TUG SERVICES

It is hereby agreed as follows: -

1. For the purpose of these conditions the term “towing operations” shall mean when a tug or tugs is engaged in
the towing of any vessel commencing from the time when the tug is in a position to receive orders direct from
the vessel to pick up ropes or lines, or when the tow rope has been passed to or by the tug, or when the tug is in
a position to commence holding, pushing, pulling, moving, escorting or guiding of or standing by the vessel or
when the tug is in attendance upon or engaged on any manoeuver for the purposes of rendering assistance to the
vessel, whichever is the earliest, and ending when the final orders from the vessel to cast off ropes or lines have
been carried out, or when the tow rope has been finally slipped, or when the tug has ceased to attend upon or to
be engaged on any manoeuver for the purposes of rendering assistance to the vessel and when the tug is safely
clear of the vessel, whichever is the earliest.
2. With respect to any tug engaged in towing operations:-
(a) The Master and crew of the tug shall for the duration of the towing operations become the servants of the
Owners and under the control of the Owners or his servants or his agents, and anyone on board the vessel who
may be employed or paid by the Company shall be considered the servant of the Owners.
(b) Neither the Company nor any of its personnel shall be liable for any loss, damage or delay to the vessel and/
or any third party property howsoever caused even if such loss, damage or delay is caused,or contributed to,
by the negligence of the Company and/or its personnel and the Owners shall hold harmless and indemnify
the Company and its personnel against all claims for any such loss, damage or delay and shall also indemnify
the Company with respect to damage to the tug and any property belonging to the Company.
(c) The Owners shall hold harmless and indemnify the Company and its personnel from and against all claims
for damages for death or injury to any person howsoever caused even if caused, or contributed to, by the
negligence of the Company and/or its personnel.

3. This Agreement shall be construed and take effect in accordance with the laws of the Sultanate of Oman.
4. Any dispute arising from this Agreement shall be referred to a single arbitrator to be mutually agreed between
the parties. If no single arbitrator is acceptable to both parties then each party shall nominate an arbitrator
and these two arbitrators shall designate a third arbitrator. In the event that either party fails to nominate an
arbitrator, as required above, within two months of that date then the other party may apply to the President of
the Omani Commercial Court to nominate the third arbitrator.
5. The findings of the single arbitrator or the panel of three arbitrators shall be accepted as final and binding upon
the parties.
6. The venue of the arbitration shall be Muscat, Sultanate of Oman. The rules for the arbitration shall be the
UNCITRAL Arbitration Rules insofar as they do not conflict with the provisions of this agreement in which
case the latter shall prevail. The language of the arbitration shall be English.

July 2010
 PETROLEUM DEVELOPMENT OMAN L.L.C.

MINA AL FAHAL

PILOTAGE INFORMATION EXCHANGE

THE MASTER DATE / / 20.…

MS/SS..................................................................... Vessel is to berth at SBM / CBM # ............. PILOT.........................................

Currents and tidal streams in the port area are variable but tend to be predominantly East to West or West to East in direction.

Initial approach into the restricted area will be made on a southerly course at a speed of approximately ....……to…...... knots.

Final approach to the CBM / SBM will be in an easterly or westerly direction at a speed of approximately.………to.......... knots
whilst allowing for any localised currents or sets.

Given your arrival draft of .............…..m the minimum underkeel clearance expected will be .......…....... m whilst berthing.

The pilot is accompanied by Berthing Master Assistant .............…...........................who will accompany the mooring party forward
and will advise on the preferred method of operation. He will be in direct contact with both the Pilot and mooring tugs by UHF radio.

The tugs will be utilised for berthing as follows:- Hoses……………………. Pick-up ropes……………………….

If the vessel is deep draft berthing to SBM 1 then an additional tug ……………….… will be on standby to assist as required.

In order to execute the mooring operation safely and effectively please provide the following information :-

Engine power in HP : ........……............. Main Engine type : DIESEL / TURBINE

Ahead (RPM) Speed (Kts) Astern (RPM)

Any engine restriction : NO/YES ………mins
Dead Slow
Percentage astern power of ahead………….%
Slow
Max No. consecutive starts…………….........…
Half
Time engine last tested astern……………........
Full

Radar available & operational : 3 cm 10 cm Arpa (circle those applicable)

Speed Log available : Ground Track Doppler , Water Track Doppler , E. Magnetic , Pressure Type , MDGPS, GPS.

Is there any equipment not fully operational that will effect the safe navigation or mooring of the vessel to the SBM

YES/NO List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Please be advised that the time your officers and crew were briefed on the Operational and Safety Requirements for the

mooring operation at Mina Al Fahal by my assistant was : ........................... hours.

Master ................................................. Pilot .................................................

July 2010
 (EARLY DEPARTURE AUTHORISATION)

To whom it may concern,

DATE : .................................

I,........................................................ the Master of the MS/SS : ...............................................

authorise my agents, ................................................ , to sign all cargo documents, including Bills of

Lading, on my behalf, for the cargo loaded by my vessel at Mina Al Fahal commencing on

…...................... 20...

............................................... Master ............................................... Ship’s Stamp

This letter, or a similarly worded letter on Company headed notepaper if preferred, is to be given to the Petroleum
Development Oman pilot if you are authorising your agent to sign the Bill of Lading and all other relevant cargo
documents on your behalf

July 2010
Petroleum Development Oman L.L.C. From: The Master

Mina al Fahal MS/SS : ...............................................................

OMAN. Date: / / 20.…

Dear Sir,

I acknowledge receipt of the ESD radio and UHF radio (SBM 1 & 2 only)

INSURANCE (CLC)

I confirm that my vessel has pollution insurance with ………………................................................................

BALLAST

I certify that, to the best of my knowledge, the ballast I have to pump out prior to, or during, loading, is clean
and free from any trace of oil.

DECLARATION

I hereby confirm that I am fully aware of the requirements contained in PDO’s Port Regulations & Information
Book, and I acknowledge receipt of the same.

............................................... Master ............................................... Ship’s Stamp

July 2010
 PETROLEUM DEVELOPMENT OMAN L.L.C.

MINA AL FAHAL

On behalf of SHELL OMAN MARKETING COMPANY (SAOG)

EMERGENCY RESPONSE PROCEDURE

The Master

MS/SS : ......................................................... DATE : / / 20.…

Cargo Operations

Cargo nomination, loading sequences, line flush requirements and ship/shore stops as per attached

FAX dated: / / 20.…

Ship/ Shore Communication

1. Ship/Shore will stand by on VHF ch 6 at all times while on the SBM / CBM. UHF ch 1 is available as a back up, the
radio being with the Berthing Master Assistant if aboard.

2. Normal contact person on shore is the Operation Supervisor call sign “Shell Oman”.

3. Ship contact person will be Master / Chief Officer / Officer of the Watch.

Emergency Procedure

In an event of any incident the following procedure should be followed

1. Call “Shell Oman” on VHF ch 6 and call “Emergency Stop Loading, Emergency Stop Loading”.

2. Vessel to take action as necessary to avoid escalation of the incident and advise Shell Oman.

3. Inform the Berthing Master Assistant / Pilot via UHF 1 or VHF 12.

4. Stand by for further instructions.

Master ................................................. Pilot .................................................

July 2010
 PETROLEUM DEVELOPMENT OMAN L.L.C.

MINA AL FAHAL

SAFETY REQUIREMENTS
Responsibility for the safe conduct of operations on board your ship while at the terminal rests jointly with
you, as the Master of the ship, and with the responsible terminal representative. We wish, therefore, before
operations start, to seek your full co-operation and understanding on the safety requirements set out in the
Ship/Shore Safety Check List which are based on safe practices widely accepted by the oil and the tanker
industries.

These safety requirements are fully described in the International Safety Guide for Oil Tankers and Terminals
(ISGOTT) and you are required to be fully aware of them. We therefore expect you and all under your command
to adhere strictly to them throughout your stay in our terminal. We, for our part, will ensure that our personnel
do likewise and co-operate fully with you in the mutual interest of safe and efficient operations.

Before the start of operations, and from time to time there after, for our mutual safety, a member of the terminal
staff, where appropriate together with a responsible officer, will make a routine inspection of your ship to
ensure that the questions on the Ship/Shore Safety Check List can be answered in the affirmative. Where
corrective action is needed we will not agree to operations commencing or, should they have been started, we
will require them to be stopped.

Similarly, if you consider safety is endangered by any action on the part of our staff or by any equipment under
our control you should demand immediate cessation of operations, and bring this immediately to the notice of
“Fahal Pilot” via the UHF radio Ch 1, or “Fahal Control” on UHF radio or VHF Ch 12.

We reserve the right in the event of continued or flagrant disregard of the safety requirements by any ship to
stop all operations and to order the ship off the berth for appropriate action to be taken by the Charterer and/
or Owners concerned.

To assist you with ship/shore communications PDO will provide you with one UHF radio and a spare battery.
This radio must be used as the primary means of communication during the vessels stay in port unless advised
otherwise. The UHF radio channel frequency is monitored 24 hours a day by both “Fahal Pilot” and “Fahal
Control”. The radio is the property of PDO and should be returned to the Duty Pilot at the completion of loading.
The OOW must have access to this radio throughout the Port operations.

SAFETY OF SBM OPERATIONS

It has been our experience that under certain conditions of wind, sea and current a vessel moored to the
SBM has a tendency to “ride up” to the buoy. This condition exposes both the vessel and the SBM to the risk
of damage; further, there is a danger of the mooring ropes fouling the SBM and causing substantial damage
to pipework, with ensuing pollution, when the weight eventually comes on to these lines. Therefore an hourly
checklist on SBM and hose equipment will be presented by the attending Berthing Master Assistant for counter
signature by the Officer on Watch (OOW).

We therefore require that the vessel maintain a continuous forecastle head watch. The forecastle watchkeeper
is required to report the SBM position in relation to the vessel’s bow at periods not exceeding 30 minutes to
the OOW or sooner if there is any significant alteration or if the distance between SBM and Tanker is causing
concern. To standardise the reporting of information, distances should be given in metres (hawser length 50
metres) and direction should be given using clock face notation i.e. 12 o’clock being right ahead, 9 o’clock
and 3 o’clock being port and starboard beam respectively. If the distance between SBM and Tanker is causing
concern the OOW should inform the attendant Berthing Master Assistant who will then proceed forward and if
required contact a tug. Initially the tug would be used to push the ship clear but may also be made fast through
the centre lead aft, using a ship rope mooring line. If, for whatever reason, the Master wishes to use the ship’s
engine(s), he must abide by the conditions set out in paragraph 8.03.

Any untoward situation should be brought immediately to the attention of the Master and attendant Berthing
Master Assistant, who will in turn call the Duty Pilot as necessary. We would point out that the responsibility
for keeping a forecastle head watch rests with the vessel.

We hereby advise you that all costs resulting from damage sustained by our SBM installation and attributable
directly or indirectly to your vessel will be for your Owner’s/Charterer account, even if such damage is caused,

Mina al Fahal Port Regulations July 2010

or contributed to, by the negligence of PDO or its personnel. “Fahal Pilot” and “Fahal Control” maintain a
continuous watch on UHF radio and VHF Channel 12, should you have any problems the Duty Pilot is always
available.

ENVIRONMENTAL PROTECTION
In order to safeguard our mutual interests in the above matter, you should instruct your OOW’s to report on
UHF radio to “Fahal Control”, every 2 hours, the quantity of oil received in metric tonnes on board your
vessel.

The Berthing Master’s Assistant has been instructed to stop the discharge of any ballast water that he considers
suspect.

The Government of Oman is acutely aware of its environmental obligations. Any vessel found polluting Oman’s
territorial water is liable to severe censure and a fine. To this end, aircraft and vessels of the Royal Oman Police
patrol the coastal waters.

Government Officials may also board the vessel and carry out port State control inspections. They will ask to
sight the ship’s Oil Record Book, IOPP certificate and proof of membership of a recognised P&I club.

Should pollution occur from your vessel, Petroleum Development Oman will mount clean up operations and
the costs involved will be debited to your owners.

The Government of Oman will take the fullest action against any vessel, its Master or owner found
dumping garbage and / or refuse into Oman’s waters contrary to the requirements of the MARPOL Annex V
regulations.

ENFORCEMENT OF SECURITY IN MINA AL FAHAL AREA

With the risk of sabotage against tankers and tanker operations within the Gulf Area, strict enforcement of
security precautions is advised.
Unless you are requested by the Berthing Master Assistant or through VHF by Fahal Pilot to provide access,
the pilot ladder/accommodation ladder should be kept at deck level.

The Port of Mina al Fahal has been fully certificated in accordance with the provisions of the International Ship
and Port Facility Security Code

Any suspicious activity in the vicinity of your vessel must be immediately reported to “Fahal Pilot” or “Fahal
Control” on UHF radio or VHF Channel 12.

The Royal Oman Police (Coastguard Division), VHF channel 11, will undertake regular checks to enforce local
security.

Thank you for your co-operation in the above.

Yours faithfully
For Petroleum Development Oman LLC

Senior Port Operations Supervisor

Mina al Fahal Port Regulations July 2010

 INDEX

1. 00 BERTH INFORMATION

2. 00 DESCRIPTION OF BERTHS
2.01 SBM 1.
2.02 SBM 2.
2.03 SBM 3.
2.04 LOADING RATES
2.05 HOSE CONNECTION
2.06 COASTAL TANKER MOORING

3.00 NAVIGATION AND OCEANOGRAPHIC INFORMATION

3.01 CHARTS & SAILING DIRECTIONS
3.01 TIDAL INFORMATION
3.02 SEA ANCHORAGE
3.03 APPROACH / DEPARTURE CHANNEL

4.00 COMMUNICATIONS
4.01 RADIO ADVICE REQUIRED PRIOR TO ARRIVAL
4.02 VHF COMMUNICATIONS
4.03 COMMUNICATIONS DURING CARGO OPERATIONS
4.04 EMERGENCY PROCEDURES
4.05 EX EQUIPMENT

5.00 PILOTAGE INFORMATION

5.01 PILOTAGE
5.02 BOARDING FACILITIES
5.03 APPROACHES TO THE BERTH
5.04 ANCHORS
5.05 DRAFTS
5.06 DRAFT/LOADED DISPLACEMENT LIMITATIONS
5.07 BERTHING AT SBM’s
5.08 CBM’S
5.09 TUGS

6.00 DOCUMENTATION REQUIREMENTS

6.01 HEALTH REQUIREMENTS
1.2 PAPERS REQUIRED ON ARRIVAL
1.3 CARGO DOCUMENTATION - AUTHORISATION LETTER

7.00 SPECIAL REGULATIONS

7.01 INERT GAS OXYGEN CONTENT
7.02 BALLAST

8.0 SAFETY PROCEDURES

8.01 COMPLIANCE WITH REGULATIONS/SAFETY GUIDELINES
8.02 IMMOBILISATION OF ENGINES
8.03 USE OF ENGINES WHILST MOORED TO THE SBM
8.04 FORECASTLE HEAD WATCH
8.05 FIRE WIRES
8.06 SHIP/SHORE CHECK LISTS
8.07 USE OF RADIO EQUIPMENT WHILE LOADING
8.08 AIR CONDITIONING
1.9 PREVENTION OF PRESSURE SURGES
1.10 LOADICATOR – STABILITY AND STRESS
1.11 CLOSED LOADING
1.12 H2S
1.13 WEATHER CRITERIA

9.0 SECURITY PROCEDURES

9.01 SHIP/SHORE SECURITY
9.02 DECLARATION OF SECURITY

10.0 FURTHER INFORMATION AND FACILITIES

10.01 BERTHING MASTER’S ASSISTANT (BMA)
10.02 SUPPLIES AND SERVICES
10.03 ALCOHOL
10.04 NO FISHING
10.05 ISRAELI BOYCOTT
10.06 SHORE LEAVE
10.07 LOCAL CURRENCY

Mina al Fahal Port Regulations July 2010

 MINA AL FAHAL TERMINAL INFORMATION AND REGULATIONS

COUNTRY: SULTANATE OF OMAN LOCATION: 23° 40’ N 058° 30’ E

Local time UTC + 04 hours.

1.00 BERTH INFORMATION

Name Type Depth Max Draft Max Draft Max Dist Bow Max Min Max Maniflod
Products
of of Alongside Arrival Departure to Manifold Deadweight Deadweight HT Above
Handled
Berth Berth (Metres) (Metres) (Metres) (BCM) (Tonnes) (Tonnes) Sea Level

SBM 1 SBM 34 18.5 21 173 m 350,000 40,000 N/A Crude Oil

SBM 2 SBM 43 N/A N/A 191 m 554,000 40,000 N/A Crude Oil

SBM 3 SBM 20 14 14 111 m 100,000 7,000 N/A White Oils &

Chemicals
ECBM CBM 6.0 3.0 4.5 N/A 3,000 N/A N/A Gas Oil

DEPTH ALONGSIDE REFERS TO CHART DATUM

2.00 BRIEF DESCRIPTION OF BERTHS

SBM 1 and 2 are owned by PDO. SBM 3 is owned by Shell Oman Marketing (SOM).
PDO Marine Department operates and maintains all three buoys.

2.01 SBM 1.
Light Fl W 2s
Export of Crude Oil and Long Residue
2 x 30" submarine pipelines for Crude and 1 x 30" pipeline for the Long Residue. Length 3,139m
each.
Ship to provide 1 / 2 x 16" connections for Crude oil. (As advised by Duty Pilot)

2.02 SBM 2.
Light Fl W 5s
Export of Crude Oil.
1 x 40" submarine pipeline for Crude export, length 4,261m
2 x 10" into 1 x 16" submarine pipeline for Bunker Fuel export.
Ship to provide 1 / 2 x 16" connections for Crude Oil. (As advised by Duty Pilot)

2.03 SBM 3.
Light Fl(3)W
Import and export of Gas Oil, Mogas, Jet A1, Condensate and MTBE. Each hose can be used for any
of these products except MTBE which must be through the outer hose only. This will be advised by
Shell Oman Marketing prior to arrival.
The Inner product hose (forward manifold connection) 1 x 200m, 8" ID terminating in 8" hose connection
to ship’s manifold.
The Outer product hose (aft manifold connection) 1 x 200m, 8" ID terminating in 8" hose connection to
ship’s manifold is MTBE resistant and only this hose is to be used for MTBE
Ship to provide 1 or 2 x 8" connections.
The crossing of hoses is not permitted.

Mina al Fahal Port Regulations July 2010

2.04 LOADING RATES
Crude Oil 1 hose connected Max Rate 5600 m3/hr (35,200 Bbls/hr)
2 hoses connected Max Rate 11200 m3/hr (70,400 Bbls/hr)

White Oil Import per hose Max Rate 1400 m3/hr (8,810 Bbls/hr)
White Oil Export per hose Max Rate 1400 m3/hr (8,810 Bbls/hr)

CBM Max Rate 788 m3/hr (4,950 Bbls/hr)

Crude is loaded by gravity. The maximum rates described above are only available from certain shore
tanks when loading to one SBM. Rates will fluctuate as tank levels change. “Fahal Control” will inform
the vessel of any changes in rate. The Duty Pilot will advise expected maximum and average loading
rates. Vessels may request any loading rate, but in order for the shore meters to function correctly, a
minimum loading rate of 10000 to 12000 Bbls/hr should be maintained.
“Fahal Control” can supply information on the total cargo on board on request.

2.05 HOSE CONNECTION

Hose connections will be made on the port side amidships. Crude loading ships should fit 2 x 16"
reducers or number as directed by the pilot upon boarding. The crane or derrick should be rigged with
equipment, in good condition and have a minimum SWL of 10 Tonnes.

White Oil vessels berthing on SBM 3 should fit 8" reducers. The crane or derrick should have a
minimum SWL of 5 Tonnes.

On the CBM there must be a stern manifold crane fully certified with SWL of 2 Tonnes. The hose is
connected to the vessels stern discharge line via a single 6" connection.

Hose connection and disconnection is carried out by the ship’s crew with advice from the Berthing
Master Assistant.

2.06 EAST CONVENTIONAL BOUY MOORING (CBM)

There is 1 inshore berth for coastal tankers. Pilotage is compulsory for berthing, whilst a tug must be
in attendance for unberthing and escorting the coastal tanker clear from the Port Area. Berthing is only
permitted in daylight, whilst unberthing is permitted day or night. Permission must be obtained from
“Fahal Pilot” on VHF channel 12 prior to departure.

Coastal tankers will not be berthed if wind is more than 10 knots and/or sea wavelets are more than
0.5 metres in height.

The maximum draft permissible is 4.5 metres. Vessels moor using both anchors forward and ships
mooring ropes to a buoy on each quarter. Vessel must have fully operational anchor equipment with
minimum of 6 shackles on each the anchor cable.

On the East CBM (white oils) the hose connection is 6" with a total length of hose available 6 x 30ft.

Approximate density of water : 1025.

Mina al Fahal Port Regulations July 2010

3.00 NAVIGATION AND OCEANOGRAPHIC INFORMATION
3.01 CHARTS & SAILING DIRECTIONS
See British Admiralty charts 3522 & 3518.
Also Oman Government Charts (Royal Navy of Oman) 254 and 255.
Sailing directions refer British Admiralty NP 63 Persian Gulf Pilot.

3.02 TIDAL INFORMATION

No tidal restrictions on berthing and unberthing. Tidal currents in the area are predominantly East /
West setting. Tidal information is based on Muscat.

3.03 SEA ANCHORAGE

Recommended 2 to 4 Miles West or Northwest of Fahal Island and at least 2 miles off the Oman
Coast.
Before anchoring, tankers should contact “Fahal Control” on VHF Channel 12 for a designated
anchorage. In all cases tankers are required to anchor at least 2 miles west of Fahal Island and at
least 2 miles off the Oman coastline.

Note: - The following positions are foul due to lost anchors or cables:

1. Fahal Is Light 121 deg x 2.95’

2. " " " 150 deg x 3.4’
3. " " " 126 deg x 1.16’
4. " " " 144 deg x 2.5’

Vessels at anchor wishing to carry out maintenance activities involving disabling the main Engine, and/
or overside testing of lifeboats, should gain permission from the Director of Ports via their agent.
Additionally they should advise Fahal Pilot or Fahal Control on VHF ch 12, prior to, and on completion
of this work

3.04 APPROACH / DEPARTURE CHANNEL

Open approach. Keep a distance off Fahal Island of at least 1 mile. Prudent navigators should be
aware of the 14m patch on the eastern side close to Fahal Island.

Mina al Fahal Port Regulations July 2010

4.00 COMMUNICATIONS
4.01 RADIO ADVICE REQUIRED PRIOR TO ARRIVAL
ETA messages should be sent at least 5 days prior to the first day of accepted date range, with
updates every 24 hours prior to arrival to PETROMAR MUSCAT, Telex 5212 ON, Fax +968 24675150.
Any change in ETA in excess of two hours, within the final 48 hours, must be advised immediately.

The 5 day message should contain the following information:

a) E.T.A. in local time, and date in plain language.
b) Time vessel will tender NOR if different from above
c) Confirmation that vessel is fully inerted, all tanks less than 8% 02.
d) Last port of call.
e) Next port of call
f) Quantity of cargo required, in bbls.
g) Time required for deballasting, if prior to loading.
h) Max. Draft on arrival, and trim.
i) Max. Draft on departure.
j) Hose handling crane or derrick, and SWL
k) Bow to manifold distance, in metres
l) Number, Type, Size and SWL of Bowstoppers for securing SBM mooring chains.
m) Vessel’s Flag of Registry.
n) Master’s name.
o) Any fault or condition on the vessel which, could adversely effect performance
p) Statement from the Master confirming all lifting appliances to be utilised at the port are in good
order and certification is up to date.
q) Whether any maintenance or repairs is planned in the anchorage
r) Vessel’s NRT
s) Maximum H2S levels (PPM in vapour) measured in cargo tanks
t) Maximum loading rate with only one hose connected.
u) ISPS – security level.
NB: Pilot will inspect chain register/wire certificates on boarding or before hose
connection.

4.02 VHF COMMUNICATIONS

VHF communications should be established as soon as possible and at least 2 hours prior to arrival
with “Fahal Control” or “Fahal Pilot” on VHF Channel 12. The range of the station is approximately 50
miles, but may be reduced to 20 miles when approaching from the East due to the screening effect
of the mountains. This station may call ships on Channel 16, but a watch will not be maintained on
Channel 16.
All vessels when in port or lying off Mina al Fahal should keep watch on Channel 12. The mooring tugs
are also equipped with VHF channel 12.
When anchored you are requested to inform “Fahal Control” of the following:-
1) Time of Anchoring.
2) Bearing and Distance from Fahal Island.
3) Your Notice of Readiness time.
4) Cargo Request in Bbls at 60ºF.
5) Ship maximum loading rate 1 & 2 connections.
6) Quantity of SBT to be discharged in MT.

4.03 COMMUNICATIONS DURING CARGO OPERATIONS

UHF radio is provided for communication between ship/shore/tug and is utilised throughout all
operations. Cargo operations are conducted via “Fahal Control” on UHF with VHF ch 12 as back up.
All vessels must have VHF ch 12 available in their Cargo Control Room. As an alternative hand held
VHF radios under the direct control of the OOW are acceptable.

Vessels are required to give 1 hour, 30 minutes, 15 minutes, 5 minutes and “standby for
stopping” notification prior to completion of cargo.

For vessels undertaking cargo operations on SBM 3 / CBM communications are with Shell Oman
Marketing on VHF Channel 6. Call Sign “Shell Oman”

Mina al Fahal Port Regulations July 2010

4.04 EMERGENCY PROCEDURES
For vessels loading CRUDE OIL, an Emergency Shutdown Radio (ESD) will be left on board. This
radio should be kept at all times in the possession of the OOW. The Berthing Master Assistant prior to
commencement of cargo operations will demonstrate the operation of this radio. IN AN EMERGENCY
THE ESD RADIO SHOULD BE ACTIVATED AND THEN A VERBAL “EMERGENCY STOP”
MESSAGE PASSED BY VHF CH 12 AND UHF CH 1 RADIO TO “FAHAL CONTROL”.

For ships loading products at SBM 3 the emergency stop is conducted using VHF radio ch 06
(Shell Oman) and UHF ch 1 radio (Fahal Pilots). The Duty Pilot will advise which system will be in
operation.

4.05 EX EQUIPMENT

All equipment to be used outside the accommodation block of the vessel to be EX classed
and correspondingly approved.
The Shore UHF radio is EX class 1, the ESD radio is not EX classed and shall only be used
inside the accommodation block.

Mina al Fahal Port Regulations July 2010

5.00 PILOTAGE INFORMATION
5.01 PILOTAGE
Contact “Fahal Pilots” on VHF Channel 12 for berthing Information.

The Pilot and Berthing Master Assistant will board the vessel either 1 mile to the east of the Mina Al
Fahal Fairway Buoy or 1.5 miles north east of Fahal Island as directed by VHF. The portside crane /
derrick should be rigged and standing by ready to lift the hose securing equipment.
Harbour steaming is deemed to start at this point.

5.02 BOARDING FACILITIES

Vessels berthing at Mina al Fahal should have pilot and accommodation ladders, constructed
in accordance with IMO SOLAS Regulation 17 and rigged to IMO requirements and IMPA
recommendations.

Under all weather conditions a pilot ladder is used for boarding the vessel. This may be in combination
with an accommodation ladder. A pilot ladder should not be used alone for distances greater than 9m.
The ladders should be clean and in good order.

If the Pilot considers the accommodation or pilot ladder to be unsafe he should not permit boarding
of the vessel until the fault has been rectified. All ladders should be secured and clear of any possible
discharges from the ship. It should be firmly against the shipside and about 3m above sea level.
Construction of pilot ladders should be in accordance with IMO SOLAS Regulation 17.

Safe access to the vessel’s deck should be provided from the ladder and a lifebuoy and line ready at
hand. At night the ladder and access to deck should be well lit. The rigging of the ladder and embarkation
and disembarkation of personnel should be supervised by a ship’s officer. Bags and cases should be
taken on and off the vessel using a heaving line and not carried up and down the accommodation
ladder by hand. Bags should only be transferred once the pilot ladder and accommodation ladder are
clear of personnel to avoid the heaving line hitting these personnel

The following checks will be carried out prior to loading by the Pilot or Berthing Master Assistant
(i) Check of Oxygen content in all cargo tanks. Vessel to ensure that all cargo tanks are fully
inerted on arrival to avoid delay in loading
(ii) Check of the Register of Lifting Equipment. Certification for the crane or derricks and their
wires with the relevant manufacturer’s data and the test dates of the whole equipment. Vessel
to ensure that these certificates are available to the Pilot
(iii) Check of all Clean and Segregated Ballast Tanks to confirm they are free of oil prior to
deballating. Vessel to ensure that the ballast is clean and tanks are ready for inspection
(iv) Check on the validity of the document of compliance and safety management certificate
under the ISM code SOLAS protocol, (1994 amendment). Vessels which fail to produce
these documents will be in contravention of Omani Government regulations with attendant
penalties

5.03 APPROACHES TO THE BERTH

Open sea. For the borders of the Restricted Area see Port Regulations and attached Port Plan. Under
no circumstances must vessels enter the Restricted Area unless accompanied or advised by a Mina
al Fahal Pilot. (See also BA 3518 or OMAN 255 / 254)

5.04 ANCHORS
In order to prevent damage to SBM moorings and submerged pipelines, anchors are to be secured in
the seagoing condition before the ship enters the Restricted Area. (See BA 3518 / OMAN 255 / 254
or attached Port Plan). Under no circumstances is the seagoing security of the anchors to be altered
whilst the vessel is moored to the SBM.

5.05 DRAFTS
All vessels scheduled to berth at MAF SBM’s must arrive with the propeller fully immersed and with the
forward and aft drafts deep enough in order to:
a) Positive Stability.
b) Allow safe handling of the vessel in the prevailing weather conditions for the area.
c) Prevent the bow riding above the fendering on the SBM.
d) Allow connection of the mooring hawser, whilst maintaining a safe distance from the SBM.

Mina al Fahal Port Regulations July 2010

 In order to comply with the above, as a minimum the vessel should have her propeller immersed with
a maximum trim of 1.5% LOA.

Vessels will not be permitted to berth if the above conditions can not be followed at all times.

NB. It is the vessel’s responsibility to ensure that drafts and trim are maintained in such condition
that the vessel can safely unberth and manoeuvre at all times. The above drafts and trim should be
complied with at all times on the SBM. At the Pilots discretion, especially during winter months, or if
bad weather is forecast, a minimum Deadweight restriction may be placed on the vessel

5.06 DRAFT/LOADED DISPLACEMENT LIMITATIONS

SBM 1 Maximum draft during berthing operations is 18.5 metres.
Maximum 350,000 Tonnes Loaded Deadweight.
SBM 2 No draft restriction, maximum 554,000 Tonnes Loaded Deadweight.
SBM 3 Maximum draft 14.0 metres or maximum 100,000 Tonnes Loaded Deadweight.
E CBM Maximum draft arrival of 3.0 meters, maximum draft on CBM of 4.5 meters and maximum
deadweight of 3,000 Tonnes.

5.07 BERTHING AT SBM’s

Vessels berth head on to a single buoy mooring system comprising of nylon grommet-type-mooring
lines, which terminate with chafe chains for securing on board using the vessels bow chain stoppers.
Vessels which are not fitted with approved 76mm tongue or hinged type bow stoppers will not be
accepted for loading operations at Mina al Fahal. Vessels must comply with the arrangements as per
OCIMF Standard of Equipment for Bow Mooring.
SBM 3 comprises of only one mooring line and chafe chain.

Two suitable messengers of 28 mm minimum diameter rigged to individual winches should be provided
by the ship to lift the end of the two 80 mm diameter polypropylene pick-up ropes from the tug. A Pilot
and Berthing Master Assistant will board the vessel for mooring and will advise the details of the
mooring procedure.

5.08 CBM’s
One CBM operates in Mina Al Fahal. The East CBM is for white oils. The CBM is owned by Shell
Oman.
Berthing is only during daylight hours.
Maximum mean wave height is 0.5m and mean wind speed of 10 knots for berthing.
Vessels report to Fahal Pilot VHF Ch.12 for berthing and unberthing. Normal pilot boarding positions
are 1 mile east of the Mina Al Fahal Fairway Buoy or as directed by Fahal Pilot. No pilot required for
unberthing. Tug boat will escort the vessel to clear of restricted area.
Cargo operations will be suspended when weather conditions exceed above 20 knot winds and 1.0m
wave heights or as defined by the duty pilot.

5.09 TUGS
On arrival at the Pilot boarding position a tug will bring the Pilot and Berthing Master Assistant to the
point of access. The manifold equipment box etc may be taken onboard once the vessel is fast at the
SBM, using the port derrick or crane, though under certain conditions at the pilot’s discretion this may
be done on the lee side prior to berthing. Whilst berthing, one tug will assist with connecting the pickup
ropes, whilst a second tug will keep the hoses clear on the final approach.

Once the vessel is securely moored, the Berthing Master Assistants, who are familiar with local
conditions, will call a tug for assistance if considered necessary. This will be in direct response to the
safety conditions mentioned earlier with regards to the distance and position of the SBM. Ships should
have soft “floating” ropes ready by the centre lead aft, for use by the tug, if found necessary.

On departure, to assist the vessel in manoeuvring clear from the SBM, a tug(s) may be instructed by
the Pilot to push on the port/starboard bow, and/or port/starboard stern.

Tugs are equipped with fire fighting capabilities and will react to requests for assistance should a fire
break out on the vessel.

Tugs at Mina Al Fahal, all are on call 24 hrs a day. This can be supplemented if required by additional
tugs from Mina Sultan Qaboos. If the Master requires either option of additional tugs then a request
should be made to “Fahal Pilots” via VHF ch 12 or UHF radio.

Mina al Fahal Port Regulations July 2010

6.00 DOCUMENTATION REQUIREMENTS

6.01 HEALTH REQUIREMENTS

The vessel’s agents should be telexed with details of any sickness on board. Vaccinations can be
given by the Port Health Officer on arrival. A doctor and dentist are available. Patients should be
able to speak Arabic/English or be accompanied by a competent interpreter and should bring their
passports. To avoid delay to patients a form containing the following information must be sent in
triplicate with every patient.

Name, address and telex address of ship’s owners.

Name of ship.
Rank and name of patient.
Nature of complaint (in general terms).

6.02 PAPERS REQUIRED ON ARRIVAL

FOR PILOT : 2 copy of Crew List.

1 copy of Ship Security Certificate.

FOR SHORE AUTHORITIES: 4 copies of Crew List.

2 copies of vaccination list.
1 copy Declaration of Personal Effects.
1 copy Bonded-Stores List.

CARGO DOCUMENTATION
Petroleum Development Oman follows the Early Departure Procedure for completion of cargo
documents. The Pilot on departure requires the ships metric tonne cargo loaded figure within one and
a half hours upon completion of loading. The unberthing operation will commence immediately after
the hoses are disconnected with the vessel being told to anchor until the vessel provides a ship figure
if this is not made available prior to the Pilots departure.

On departure you will be given a provisional Certificate of Quantity and Quality with all shore figures
entered. These shore figures are provisional only and may be subject to change by Government
officials. Confirmation or any amendment will be telexed to you from your agent within 3 days of your
departure and the figures should then be transferred to your cargo documents, as Master, you are
required to sign cargo documents with the cargo figures omitted as presented by the shore officials.
These will include Cargo Manifest, Receipt documents, Ullage report some of which will be returned
ashore for despatch as instructed by consignee/shipper.

If you do wish to use the Early Departure Procedure, you may authorise your agent to sign the
documents on your behalf. You will be given the EARLY DEPARTURE AUTHORISATION letter which
can be duplicated to your own headed note paper which confirms that you will be authorising your
agent to sign the Bills of Lading and other relevant cargo documents on your behalf. The original of this
letter is to be returned to the Pilot for use by the Terminal and Government officials whilst you retain a
copy for your local agent.

Upon receipt of confirmation of the shore figures and if you are authorising your agent you are requested
to contact your agent and instruct him to sign the cargo documents on your behalf.

Before your ship is released, we require you to return to the Pilot the completed PDO ullage report, a
copy of the Vessels Experience Factor, the Berthing Master Assistants’ safety check lists, the ESD and
UHF radio. The Pilot will receive all Letters of Protest at the same time. The Berthing Master Assistant
has been instructed not to sign for any papers.

Mina al Fahal Port Regulations July 2010

7.00 SPECIAL REGULATIONS

7.01 INERT GAS OXYGEN CONTENT

All vessel’s cargo tanks are to be inerted. The Oxygen content of all cargo tanks are to be maintained
at less than 8% by volume during operations.

During approach to the berth, the Berthing Master Assistant will test 2 cargo tanks. Tanks to ensure
that oxygen content is less than 8%, using vessel’s equipment.

All tankers fitted with an Inert Gas system which are found to be non-operational on arrival at Mina
al Fahal will not be accepted for cargo or ballast operations until such deficiencies are rectified. Any
failure of the Inert Gas system during cargo or ballast operations will result in an immediate suspension
of such operations and the removal of the vessel from the berth until such time as repairs have been
carried out and the system is once again operational.

Certain wind conditions may bring vented gases back down on to the deck level, even from specially
designed vent outlets. Efforts should be made to increase the pressure on the Inert Gas main, especially
if Hi Jets are fitted, resulting in the gas dispersing higher above the main deck. The pressure in the
Inert Gas main should subsequently be reduced during topping off to avoid entrainment of oil into the
venting system.

At all times when high, and potentially dangerous, levels of gas are detected or suspected
on deck, all non essential work should cease, and only essential personnel should remain on
deck, taking all precautions. In addition, when the last cargo carried was a sour crude, tests
should be made for hydrogen sulphide. If a level in excess of 10 PPM is detected no personnel
should be allowed to work on deck unless they are suitably protected.

7.02 BALLAST

With effect from November 1, 2009, all ships, regardless of flag, will be required to exchange, treat or
deliver to a shore reception facility all ballast water taken up outside the Regional Organisation for the
Protection of the Marine Environment (ROPME) Sea Area*. This comprises the states of Bahrain, Iran,
Iraq, Kuwait, Oman, Qatar, Saudi Arabia and the United Arab Emirates.

Vessels arriving from the outside the ROPME Sea Area are to exchange ballast water in waters at
least 200 metres deep and 200 nautical miles from the nearest land. If this is not possible for safety
reasons, ballast may be exchanged in areas within 200 nautical mile limits, as long as such exchanges
are more than 50 miles from the nearest land and in waters at least 200 metres deep.

If a ship cannot exchange ballast in the specified depths or at the required distance from land, it will be
required to provide the respective port authority with the reason why exchange cannot be achieved.
Further ballast water management measures may also be required.

Ballast which has been treated with a ballast water treatment system approved in accordance with
IMO standards need not to be exchanged.

Ships will be required to have on board an approved ballast water management plan in accordance
with the IMO standards. Ships should also have and maintain a ballast water record book.

*the ROPME Sea Area (RSA) is defined as extending between the following geographic latitudes and
longitudes, respectively: 16Û 39`N, 053Û 03`30``E ; 16Û 00`N, 053Û 25`E ; 17Û 00`N, 056Û 30`E ;
20Û 30`N, 060Û 00`E ; 25Û 04`N, 061Û 25`E.

There are no Ballast reception facilities. Ballast is to be pumped overboard. Vessels must arrive with
clean pumps and lines.

CBT tankers are not acceptable Mina Al Fahal.

Mina al Fahal Port Regulations July 2010

8.0 SAFETY PROCEDURES
8.01 COMPLIANCE WITH REGULATIONS/SAFETY GUIDELINES
Vessels must comply with local and International Regulations, ISGOTT and OCIMF
recommendations.

8.02 IMMOBILISATION OF ENGINES

Engines are required to be maintained at 10 minutes notice whilst berthed at the SBM. Immobilisation
is not permitted.
No testing or maintenance of life-saving appliances, fire-fighting system, or essential ships machinery
is permitted whilst berthed at PDO facilities.

8.03 USE OF ENGINES WHILST MOORED TO THE SBM.

The responsibility to keep clear of the SBM rests with the Master.
The use of the Tug should always be considered as the first option to move the ship clear.
The second option is to request additional tugs.
If the Master then considers that the use of the ship’s engine is still required, then prior to using the
ship’s engine the Master should ensure that the following conditions are met:

1 :- The Master is in direct contact with the Pilot on the shore radio or the Pilot is onboard.
2 :- Cargo operations are suspended, Hose valve and Manifold valves shut.
3 :- BMA & Chief Officer are on the Foc’sle with ships crew.

8.04 FORECASTLE HEAD WATCH

As described in ISGOTT, a continuous forecastle head watch must be maintained on the SBM.
Any untoward situation including the hawser support buoys fouling the hawsers must be brought
immediately to the attention of the Master and the Berthing Master Assistant who will in turn call the
Pilot as necessary. We would point out that the responsibility for keeping a forecastle head watch rests
with the vessel.

8.05 FIRE WIRES

One suitable fire wire should be prepared aft, rigged from the starboard side poop deck and hanging
two metres above the water.

8.06 SHIP/SHORE CHECK LISTS

As per ISGOTT Ship / Shore safety checklist, periodically inspections will be undertaken as defined
during the ship shore safety meeting. A ship’s officer should accompany the Berthing Master Assistant
during these inspections.

The safety requirements in the checklist are fully described in the International Safety Guide for Oil
Tankers and Terminals (ISGOTT) and you are required to be fully aware of them. We therefore expect
you and all under your command to adhere strictly to them throughout your stay in our terminal. We, for
our part, will ensure that our personnel do likewise and co-operate fully with you in the mutual interest
of safe and efficient operations.

If we observe any infringements on board your ship of any of these safety requirements we shall bring
this immediately to the attention of yourself or your deputy for corrective action. If such action is not
taken in reasonable time we shall adopt such measures as appear to us most appropriate to deal with
the situation and shall notify you accordingly.

8.07 USE OF RADIO EQUIPMENT WHILE LOADING

The ship’s main transmitter and radars must not be used while the vessel is moored to the SBM.
There is no restriction on the use of satellite communication. All other transmitting equipment including
VHF, AIS are to be set on low power (1W).

8.08 AIR CONDITIONING

Due to the climatic conditions of the area, vessels not fitted with a working air conditioning system
pose a threat to the safety of the loading operation. Only in exceptional circumstances when a vessel
has demonstrated its ability to comply with all conditions on the ISGOTT Safety Check list, will a vessel
without air conditioning be accepted for loading. During all periods of loading air conditioning systems
must be in re-circulation mode.

Mina al Fahal Port Regulations July 2010

8.09 PREVENTION OF PRESSURE SURGES
Recent incidents have highlighted the need for greater care and attention during loading operations
at SBM terminals. The necessity to prevent pressure surges is paramount. In order to avoid such
incidents, you are asked to ensure that loading rates are reduced in ample time whenever necessary
i.e. topping-off, changing tanks etc. You are always to inform “Fahal Control” before you enter your
final centre tank or pair of wing tanks. The need for caution can not be overstated.
In the event of an emergency “STOP CARGO”, the vessel’s valves should remain open until
“Fahal Control” informs the vessel that flow has stopped.

8.10 LOADICATOR – STABILITY AND STRESS

Vessels are required to have a working loadicator, certified by Class, and prior to arrival the vessel
stability and stress calculations are to have been calculated for all conditions of the forthcoming loading
and/or deballasting. Random checks may be made by the Duty Pilot during loading and/or deballasting
to ensure that the Bending Moments and Shear Forces experienced by the vessel are not in excess
of the safe limits.

8.11 CLOSED LOADING/DISCHARGING

Vessels loading crude and/or residue or discharging products must be able to do so with all tanks
closed. Tank venting is only permitted via a mast riser or suitable high velocity vents. Any vessel
unable to comply with this requirement will not be permitted to load or discharge.

8.12 H2S
All vessels coming to Mina Al Fahal are required to report the H2S content in their tanks (in ppm) prior
to arrival.
Vessels arriving with H2S will be requested to reduce the level in the vapour space to the minimum
possible, using the procedures laid down in there operating guidelines. This shall include but not be
limited to blowing down the cargo tank vapour spaces and loaded tank isolation.
All personnel to be supplied and use H2S personnel meters when on the deck of the vessel.

8.13 WEATHER CRITERIA

Berthing/unberthing and hose handling operations will be cancelled or aborted if any of the following
weather/sea conditions are exceeded, and the port is then deemed to be closed due to weather.

Day Time Night Time

Mean wind speed of 30 knots. Mean wind speed of 25 knots.
Sea height of 3 metres. Sea height of 2 metres.
Swell height of 3 meters. Swell height of 2 metres.
Visibility less 0.5nm Visibility less 0.5nm

Hose handling operations will also be cancelled or aborted if at any time the tug master or pilot
considers that the safety of the tug and its crew is compromised due to excessive sea state or adverse
weather conditions.

Cargo suspended at mean wind speed 30 knts

Cargo hose disconnected mean wind speed 35 knts
Vessel sail mean wind speed 40 knts.

All of the above are at the discretion of the pilot / Master.

Loading must be suspended, and venting stopped, if there is a lightning storm in the vicinity.

Refer to Section 5.08 for CBM criteria

Mina al Fahal Port Regulations July 2010

9.0 SECURITY PROCEDURES

9.01 SHIP/SHORE SECURITY

The Port of Mina al Fahal has been fully certificated in accordance with the provisions of the International
Ship and Port Facility Security Code (ISPS Code).

In today’s climate of increased security risk to tankers and tanker operations, strict enforcement of
security precautions is advised.

Any suspicious activity in the vicinity of your vessel must immediately be reported to “Fahal Pilot” or
“Fahal Control” on UHF Radio or VHF Channel 12. The Duty Pilot or Control Room Operator will then
contact the Port Facility Security Officer as required and take action as seen necessary.

The Royal Oman Police (Coastguard Division), VHF Channel 11, undertake regular checks in
accordance with the Port Facility Security Plan, to enforce local security.

The Port Facility Security Officer’s (PFSO) details are as follows:

Name :- Malik Saif Al-Barhi
Contact Details: Office Number: + 968 2467 0217
Mobile Number: + 968 9947 8415

Security – Duty Officer: Mobile Number: + 968 9947 2041

If, for any reason, a visiting vessel is operating at a higher security level than that of Mina al Fahal
Port (as set by the Oman Government), and a Declaration of Security is required, the Declaration can
be found in this Port Information Booklet. The Duty Pilot berthing the ship, who is approved to complete
this form on behalf of the PFSO, will complete this Declaration in conjunction with the Ship Security
Officer or Master as applicable.

Mina al Fahal Port Regulations July 2010

 9.02 DECLARATION OF SECURITY

DECLARATION OF SECURITY
(To be completed for all ships interfacing with NPA facilities)

FACILITY NAME: ____________________ SHIP NAME: __________________________

PFSO NAME: ______________________ FLAG/REGISTRY: ______________________

FACILITY INFORMATION

SHIP INFORMATION
DESIGNATED ALT: __________________ COMPANY NAME: ______________________

24 HR CONTACT NO. ________________ MASTER NAME: _______________________

RADIO CHANNEL: ___________________ SSO NAME: __________________________

24 HR CONTACT NO. ___________________

This Declaration of Security, dated ____________, is valid from _______________ until

______________, for the above listed ship/port facility interface activities under Security Level
______.
Facility Ship
1. Communications established between the ship and port facility:
a. Means of raising alarm agreed between ship and port facility. _______ _______
b. Ship/port facility report/communicate any noted security
_______ _______
nonconformities and notify appropriate government agencies.

c. Port specific security information passed to ship and notification

procedures established (Specifically who contacts local authorities, _______ _______
National Response Centre and ROP Coast Guard).
2. Responsibility for checking identification and screening of:
a. Passengers, crew, hand carried items and luggage. _______ _______
b. Ship’s stores, bunkers, cargo and vehicles. _______ _______
3. Responsibility for searching the berth/pier directly surrounding the ship. _______ _______
4. Responsibility for monitoring and performing security of water
_______ _______
surrounding the ship.
5. Verification of increased security level and implementation of
_______ _______
additional protective measures.
6. Establish protocol to coordinate response between ship/port facility
_______ _______
to acts that threaten either the ship or the port facility
The signatories to this agreement hereby certify that security arrangements for both the port facility
and the ship during the specified ship/port facility interface activities are in place and maintained.

___________________________________ _____________________________________
(Signature of Master or Ship Security Of¿cer) (Signature of PFSO or Designated Alternate)

Mina al Fahal Port Regulations July 2010

10.0 FURTHER INFORMATION AND FACILITIES

10.01 BERTHING MASTER ASSISTANT (BMA) - Loading Master

The Berthing Master Assistant, acting as shore representative, they may remain aboard at the SBMs.
If required the vessels may be requested by the pilot to provide him with a standby area (e.g., mess
room) and meals.
As Oman is a Muslim country the appropriate type of food, i.e. no pork, pork products or alcohol
should be supplied. Any failure to comply with this request may result in delays to the vessel and
complications with the local authorities.

10.02 SUPPLIES AND SERVICES

A wide range of marine lubricants are available which are supplied in drums and should be arranged
via agent.
Fresh water, garbage reception facilities and gasoil are available ex barge and should be arranged via
vessel’s agents.
There are 24-hour laundry facilities. Stores (fresh, frozen and bonded) are available, but at least 24
hours notice to vessel’s agents is required.
Repatriation may be carried out, but vessels are asked to give maximum notice to agents, in order that
visas can be obtained. (Advisable at least 2 days notice).

Only small hand carried items of stores and repatriation may be undertaken at the SBMs, but only from
a Petroleum Development Oman approved agents launch. Cranes or derricks shall not be used at
any time, including lifting items of stores onboard. Permission must be obtained from the Duty Pilot
prior to the launches being allowed alongside.

All other facilities are not permitted whilst the vessel is loading at the SBMs

10.03 ALCOHOL
The import of liquor or alcohol of any sort into the Sultanate is strictly prohibited. Therefore nobody is
permitted to bring liquor ashore from vessels in the port and under no circumstances should liquor or
other items be traded with local fishermen in exchange for fresh fish under penalty of suspension of
operations and removal from the buoy.

10.04 NO FISHING
Fishing by any means is prohibited on SBM 1, 2 and 3 and East CBM.

10.05 ISRAELI BOYCOTT

The Sultanate of Oman is one of the countries subscribing to the Israeli Boycott.

10.06 SHORE LEAVE

No shore leave is permitted whilst the vessel is berthed to an SBM.

10.07 LOCAL CURRENCY

Oman Rial. R.O 1 = US $2.6

Mina al Fahal Port Regulations July 2010

 PETROLEUM DEVELOPMENT OMAN

EMERGENCY SHUT DOWN – LOADING CRUDE

(ERICSSON P500)

IMPLEMENT THE FOLLOWING PROCEDURE IN THE EVENT OF THE VESSEL REQUIRING AN

EMERGENCY STOP FOR CRUDE OIL OR RESIDUE LOADING.

1) SWITCH ON THE EMERGENCY SHUTDOWN RADIO (ESD) BY PRESSING THE BLUE BUTTON WITH
THE LETTER “I” AND CHECK THAT IT IS DISPLAYING “PDO SHUTDOWN” ON THE SCREEN.

2) DEPRESS THE RED BUTTON WITH WHITE TRIANGLE TO ACTIAVTE THE ESD.

TO DO A RANGE TEST AFTER SWITCHING ON THE RADIO, DEPRESS THE BLUE BUTTON WITH THE
LETTER “S”. THE RADIO WILL SHOW “RANGE TEST” AND IF THE TEST IS SUCCESSFUL “RECEIVED”
WILL BE DISPLAYED ON THE SCREEN.

NOTES
1 THE EMERGENCY SHUTDOWN RADIO (ESD) MUST REMAIN IN POSSESSION OF THE OOW IN
CHARGE OF CARGO OPERATIONS AT ALL TIMES

2 IN ORDER TO PREVENT AN ACCIDENTAL STOP AND TO CONSERVE THE BATTERY, THE EMERGENCY
SHUTDOWN RADIO (ESD) MUST REMAIN SWITCHED OFF UNTIL NEEDED

3 THE UHF RADIO MUST REMAIN SWITCHED TO CHANNEL 1 AT ALL TIMES

Additionally
on UHF CHANNEL 1 and/or VHF CHANNEL 12 CALL:

“FAHAL CONTROL”

“BUOY............”

[[EMERGENCY STOP LOADING, EMERGENCY STOP LOADING]]

July 2010
 PETROLEUM DEVELOPMENT OMAN

EMERGENCY SHUT DOWN – SBM 3 / CBM WHITE OILS

IMPLEMENT THE FOLLOWING PROCEDURE IN THE EVENT OF THE VESSEL REQUIRING AN

EMERGENCY STOP FOR LOADING WHITE OILS ON SBM 3

On VHF CHANNEL 6 and UHF CHANNEL 1 CALL:

SHELL OMAN
BUOY THREE / CBM

“EMERGENCY STOP LOADING,

EMERGENCY STOP LOADING”

July 2010
 SBM REPORTING GUIDE

Movement of the tanker to SBM

SBM

50 M

45 M

35 M
Tanker
30 M

12’ OCLOCK
11’ OCLOCK 01’ OCLOCK
SBM
SBM SBM

10’ OCLOCK 02’ OCLOCK

SBM SBM

09’ OCLOCK SBM SBM 03’ OCLOCK

TANKER
 SHIP / SHORE SAFETY CHECK LIST
Ships Name: …………………………..… SBM: ................. Date: ....... /….... / 20…....
Time of Arrival: ……..……
Coding of items: A – Agreement P – Permission R – Re-Check

Part A - Bulk Liquid – General – Physical Checks Ship Terminal Code Remarks
1 There is safe access between the ship and shore R
2 The ship is securely moored R
3 The agreed ship/shore communication system is operative AR UHF Ch 1/VHF Ch 12/TETRA
4 Emergency towing-off pennants are correctly rigged and positioned. R Fwd:On deck. Aft:Over side.
The ships fire hoses and fire fighting equipment are positioned and ready
5 R
for immediate use.
The terminal’s fire fighting equipment is positioned and ready for immediate
6 R
use.
The ship’s cargo and bunker hoses, pipelines and manifolds are in good
7
condition, properly rigged and appropriate for the service intended
The terminal’s cargo and bunker hoses or arms are in good condition,
8
properly rigged and appropriate for the service intended
The cargo transfer system is sufficiently isolated and drained to allow safe
9
removal of blank flanges prior to connection.
Scuppers and save-alls on board are effectively plugged and drip trays are
10 R
in position and empty
11 Temporarily removed scupper plugs will be constantly monitored. R
12 Shore spill containment and sumps are correctly R
Ships unused cargo and bunker connections are properly secured with blank
13
flanges fully bolted
The terminal’s unused cargo and bunker connections are properly secured
14
with blank flanges fully bolted
15 All cargo, ballast and bunker tank lids are closed.
Sea and overboard discharge valves, when not in use are closed and visibly
16
secured.
All external doors, ports and windows n the accommodation, stores and
17 R
machinery spaces are closed. Engine room vents may be open.
18 The ship’s emergency fire control plans are located externally. Location:
19 Fixed IGS pressure and oxygen content recorders are working. R
All cargo tanks atmospheres are at positive pressure with oxygen content of
20 PR
8% or less by volume.
Part B - Bulk Liquid – General – Verbal Verification
21 The ship is ready to move under its own power PR 10 minutes notice
There is an effective deck watch in attendance on board and adequate
22 R
supervision of operations on the ship and in the terminal.
There are sufficient personnel on board and ashore to deal with an
23 R
emergency.
24 The procedures for cargo, bunker and ballast handling have been agreed. AR
The emergency signal and shut down procedure to be used by the ship and
25 A
shore have been explained and understood.
Material Safety Data Sheets (MSDS) for the cargo transfer have been
26 PR
exchanged where requested.
The hazards associated with toxic substances in cargo being handled have H2S content: ……….
27
been identified and understood Benzene content: ………..
28 An international Shore Fire connection has been provided. Location: …………….
29 The agreed tank venting system will be used AR Method: ……………
30 The requirements for closed operations have been agreed. R
31 The operation of the P/V system has been verified.
Where a vapour return line is connected, operating parameters have been
32 AR
agreed.
Independent high level alarms, if fitted are operational and have been
33 AR
tested.
Adequate electrical insulating means are in place in the ship/shore
34 AR
connection.
Shore lines are fitted with a non-return valve, or procedures to avoid back
35 PR
filling have been discussed.
Smoking rooms have been identified and smoking requirements are being
36 AR Nominated smoking rooms:
observed.
37 Naked light regulations are being observed. AR
Ship/shore telephones, mobile phone and pager requirements are being
38 AR
observed.
39 Hand torches are of an approved type.

Ship/Shore Check list 1/3 July 2010

 Fixed VHF/UHF transceivers and AIS equipment are on the correct power
40
mode or switched off.
41 Portable VHF/UHF transceivers are of an approved type.
42 The ship’s main radio transmitter aerials are earthed and radars are switched
off.
43 Electric cables to portable electrical equipment within the hazardous area are
disconnected from power.
44 Window type air conditioning units are disconnected.
Positive pressure is being maintained inside the accommodation, and air
45 conditioning intakes, which may permit the entry of cargo vapours, are
closed.
Measures have been taken to ensure sufficient mechanical ventilation in the
46 pumproom. R
47 There is provision for an emergency escape.
Stop cargo at: 30 Knts
48 The maximum wind and swell criteria for operations have been agreed. A Disconnect at: 35 Knts
Unberth at: 40 Knts
Security protocols have been agreed between the Ship Security Officer and
49 the Port Facility Security Officer, if appropriate. A
Where appropriate, procedures have been agreed for receiving Nitrogen
50 from shore, either for inerting or purging ship’s tanks or for line clearing AP
into the ship.
Inert Gas System Arrival O2 :……………%
51 The IGS is fully operational and in good working order. P
52 Deck seals, or equivalent, are in good working order. R
53 Liquid levels in pressure/vacuum breakers are correct. R
54 The fixed and portable oxygen analysers have been calibrated and are
working properly. R
55 All the individual tanks IG valves (if fitted) are correctly set and locked. R
All personnel in charge of cargo operations are aware that, in the case of
56 failure of the inert gas plant, discharge operations should cease and the
terminal be advised.
Crude Oil washing
57 The Pre-Arrival COW check-list, as contained in the approved COW manual,
has been satisfactorily completed.
58 The COW check-lists for use before, during and after COW, as contained in
the approved COW manual, are available and being used. R
Tank Cleaning
59 Tank cleaning operations are planned during the ship’s stay alongside the
shore installation. Yes/No Yes/No Delete Yes or No as appropriate.
60 If ‘yes’, the procedures and approvals for tank cleaning have been agreed.
61 Permission has been granted for gas freeing operations. Yes/No Yes/No Delete Yes or No as appropriate.
Part C – Bulk Liquid Chemicals – Verbal Verification
1 Material Safety Data Sheets are available giving the necessary data for the
safe handling of the cargo.
2 A manufacturer’s inhibition certificate where applicable, has been
approved. P
Sufficient protective clothing and equipment (including self-contained
3 breathing apparatus) is ready for immediate use and is suitable for the
product being handled.
4 Counter measures against accidental personal contact with the cargo have
been agreed.
5 The cargo handling rate is compatible with the automatic shutdown system, A
if in use.
6 Cargo system gauges and alarms are correctly set and in good order.
7 Portable
vapour detection instruments are readily available for the products
being handled.
8 Information on the fire fighting media and procedures have been
exchanged.
9 Transfer
hoses are of suitable material, resistant to the action of the
products being handled.
10 Cargo handling is being performed with the permanent installed pipeline P
system.
Where appropriate, procedures have been agreed for receiving nitrogen
11 supplied from shore, either for inerting or purging ship’s tanks, or for line AP
clearing to the ship.

DECLARATION
We, the undersigned, have checked the above items in Part A and B, and where appropriate Part C, in accordance with the
instructions, and have satisfied ourselves that the entries we have made are correct to the best of our knowledge.

We have also made arrangements to carry out repetitive checks as necessary and agreed that those items with code ‘R’ in
the Check-List should be re-checked at intervals not exceeding ……….. Hours

If to our knowledge the status of any item changes, we will immediately inform the other party.

Ship/Shore Check list 2/3 July 2010

 Vessel Name: …………………..………………………………..
For Ship For Shore
Name: Name:
Rank: Position or Title:
Signature: Signature:
Date: Date:
Time: Time:

Record of repetitive checks:

Date Time Initials for Ship Initials for Shore

0000 – 0600
0600 – 1200
1200 – 1800
1800 – 2400
0000 – 0600
0600 – 1200
1200 – 1800
1800 – 2400
0000 – 0600
0600 – 1200
1200 – 1800
1800 – 2400
0000 – 0600
0600 – 1200
1200 – 1800
1800 – 2400
0000 – 0600
0600 – 1200
1200 – 1800
1800 – 2400
0000 – 0600
0600 – 1200
1200 – 1800
1800 – 2400

((White copies of Check List to be handed over to Pilot prior sailing))

Ship/Shore Check list 3/3 July 2010

 PETROLEUM DEVELOPMENT OMAN L.L.C.
MINA AL FAHAL
HOURLY SBM AND HOSE CHECKS

MS/SS : ...................................................... SBM : …............... Date / / 20.…

The following check list is to be completed every hour by the Berthing Master Assistant, and countersigned by the OOW to state that
the Berthing Master Assistant has completed hourly checks of the SBM, hawsers, support buoys, and hoses. The Duty Pilot is to be
informed by UHF ch 1 if any situation is found not to be correct, otherwise 4 to indicate all is correct.

SBM Ship/Shore Signed

Support
Time Position Hawser(s) Hoses Difference Remarks BMA Name
Buoy(s) BMA OOW
Direction / Distance (MT)
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
Date / /
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
WHITE COPY IS TO BE RETURNED TO THE PILOT PRIOR TO DEPARTURE

July 2010
 VESSEL’S EXPERIENCE FACTOR
CHIEF OFFICER - PLEASE COMPLETE AND RETURN TO PILOT BEFORE SHIP SAILS

MS/SS : .............................................................. DATE : ………….............................

SHIP’S FIG SHORE FIG

CARGO LOAD PORT PRODUCT DATE
(M.T./Bbls) (M.T./Bbls)

1ST LAST

2ND LAST

3RD LAST

4TH LAST

5TH LAST

6TH LAST

7TH LAST

8TH LAST

9TH LAST

10TH LAST

TOTALS

TOTAL SHIP FIGURES

V.E.F. = = =
TOTAL SHORE FIGURES

NOTE:-
Exclude voyages with part cargoes and transhipment. SHORE FIG :
Exclude first voyages after a shipyard repair or dry-dock. SHIP FIG : ___________
Exclude first voyage after a non-oil cargo. DIFFERENCE :
Use a minimum of five voyages. (Ten is preferable). AVE DIFF :
Exclude all voyages prior to cargo tank modifications (if any) ADJ SHIP QUANTITY :

TABLES USED: ………………… CHIEF OFFICER:…………………………. (Signature)

July 2010
 Vessel’s Ullage Report

CHIEF OFFICER - PLEASE COMPLETE AND RETURN TO PILOT BEFORE SHIP SAILS

MS/SS : .............................................................. DATE : ………….............................

TANK PORT CENTRE STARBOARD

NO. M. (ft) Cm. (Ins) M. (ft) Cm. (Ins) M. (ft) Cm. (Ins)

AVERAGE TEMPERATURE .......................°F API .............................

QUANTITY LOADED - SHIPS FIGURES ................................................ METRIC TONNES

DO NOT INCLUDE OBQ, AND DO NOT APPLY VEF

July 2010
 PETROLEUM DEVELOPMENT OMAN L.L.C.

MINA AL FAHAL

PILOTAGE INFORMATION EXCHANGE (UNMOORING)

THE MASTER DATE / / 20.…

MS/SS............................................ SBM # ..……......... PILOT.........................................

UNMOORING PROCEDURE

On departure to assist the vessel in manoeuvring clear from the SBM, tug(s)………………/………………. will be
instructed by the Pilot to push on the port / starboard bow and/or the port / starboard quarter.

Additionally, tug………..………… will be keeping the hoses clear whilst unberthing.

Usually the vessel will Àrst let go the PORT mooring. The pickup rope should then be run off the winch drum in a
controlled manner, with the messenger connection eventually lowered to the tug. Once the tug crew has disconnected the
messenger from the pickup rope, the mooring tug will take the bight of the pickup rope and tow it clear from the vessel
and SBM. This will then be made fast on the Áoating hoses to keep it clear of the vessel. Once the port pickup rope is clear
of the vessel, the tug will standby to retrieve the starboard pickup rope from the water once it is disconnected, or push on
the bow or stern as instructed by the pilot.

The STARBOARD mooring will then be released, slacking down the rope until the chafe chain is in the water and there
is no weight on the pickup rope. The pickup rope should then be run off the winch drum in a controlled manner and the
pickup rope disconnected from the messenger by the ship’s crew. The ship will then be free to move astern while the
remainder of the pickup rope is lowered out through the fairlead.

In the event that this procedure has to be deviated from, there will be a full discussion between the ship’s ofÀcer and the
Berthing Master Assistant on the focsle and between the ship’s Master and the Pilot on the bridge.

Once clear of the hose string the vessel will be turned to clear the SBM and set on a course to leave the restricted area.

The Pilot is accompanied by Berthing Masters Assistant .........................................who will assist the mooring party
forward and will advise on the preferred method of operation. He will be in direct contact with both the Pilot and mooring
tugs by UHF radio.

PLEASE ENSURE THAT THE NUMBER OF PERSONNEL ON FOCSLE ARE KEPT TO A SAFE
MINIMUM.

In order to execute the unmooring operation safely and effectively please provide the following information :-

Deepest Draft : ………................................. Engines and steering gear tested prior to departure at :- ……....................

Radar available & operational : 3 cm 10 cm Arpa (circle those applicable)

Speed Log available: Ground Track Doppler , Water track Doppler , E. Magnetic , Pressure Type , GPS Speed.

Is there any equipment not fully operational that will effect the safe navigation or unmooring of the vessel to the SBM

YES/NO List……………………………………………………………………………………………………………

Please be advised that the time your ofÀcers and crew were briefed on the Operational and Safety Requirements for

the unmooring operation at Mina Al Fahal by the berthing master assistant was : ........................... hours.

ESD & UHF Radios returned to pilot : Yes / No UHF radio, charger and battery returned to BMA : Yes / No

Master................................................. Pilot…...................................................

July 2010