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Port Regulations – 2020 Edition / Page 1

PORT REGULATIONS

- English version -

VALIDITY & LIABILITY

This Manual furnishes updated information about Terminales Marítimas Patagónicas

(TERMAP S.A.) as of October 1st, 2020. This edition will be frequently reviewed and updated

by the Maritime Superintendent and its coming into effect will be authorized by the General

Manager on the date shown below.

TERMAP S.A. neither warrants nor assumes any liability for the completeness of its contents

or any additional information that the company may provide in the future, through duty

updating.

The instructions and procedures included in this document must be fulfilled by the personnel

of TERMAP S.A., as well as by the personnel employed by contractors and companies working

in the Terminals.

Nevertheless, the information comprised in this Manual does not supersede nor does it replace

any other current information or rules enacted by local or international competent authorities,

nor does it release Owners, Charterers, Pilots or Masters of Vessels from their legal liability

and obligations.

The terms and conditions governing the use of the Caleta Córdova and Caleta Olivia Terminals

are included in this Manual and acceptation by all users of the Terminals is obligatory. Copies

of these rules shall be delivered to Ship owners, Charterers and Masters of Vessels that load in

these facilities.

José Luis Marzocca Daniel A. Scalise

Maritime Superintendent General Manager

TERMAP S.A. TERMAP S.A.

Update: Day: 01 Month: October Year: 2020

Valid from: Day: 01 Month: October Year: 2020


PORT REGULATIONS

Note of Reception

I hereby acknowledge receipt of the manual entitled “Port Regulations”, Edition 2020, updated

to 1st of October 2020, and “Conditions for the use of the Terminal and Services” of Terminales

Marítimas Patagónicas S.A. (TERMAP S.A.).

On behalf of the Tanker’s Owners and/or Charterers, I hereby accept the requirements and rules

set forth in said manual and in “Conditions for the use of the Terminal and Services”.

Capitán / Master: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Buque / Vessel: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Fecha / Date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Hora / Time: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _


Foreword

This Manual is intended for Ship Owners, Charterers, Pilots and Masters of Vessels using the

Terminals, since it contains information on general conditions, facilities, services and rules that

must be strictly complied with. It may also be used as a reference by maritime agencies, cargo

surveyors companies or any other organization or company related with the operation of the

SPM terminals of TERMAP.

The Port Regulations Manual is divided into the following sections:

- Section A: Comprises all relevant warnings and major precautions to be considered

when operating.

- Section B: Details in primers of quick access all emergency procedures and how the

company manages emergencies.

- Section C: Reports the Terminal operational limits.

- Section D: Specifies the roles and responsibilities of key members of staff involved in

operations.

- Section E: Contains a step by step description of the operations carried out in the

Terminal.

- Section F: Contains general information about the Terminal.

- Section G: Contains glossary and definitions.

- Section H: Contains annexes, main documents relating to the operation, general

information and descriptive figures.

- Section I / OCIMF: Contains links of this Port Regulations Manual with the sections

suggested in the document Marine Terminal Information Booklet / OCIMF, Guidelines

and Recommendations - First edition 2018.


INDEX

A WARNINGS

A.1 Tanker’s Master Responsibility

A.2 Surge Pressure

A.3 Pollution

A.4 Hydrogen Sulfide (H2S)

A.5 Alcohol & Drugs

A.6 Smoking

A.7 Operations Stop

B EMERGENCIES

B.1 Emergency Procedures

B.1.01 Emergency Communications

B.1.02 Emergency Signal

B.1.03 Loading Interruption

B.1.04 Electric Storm

B.1.05 Quick reference sheets of Emergency Procedures

B.2 Emergency Management

B.2.01 Documents

B.2.02 TERMAP S.A.’s Emergency Plan (Oil Spills at sea)

B.2.03 Contingency Plan

B.2.04 Oil Tanker Emergency Plan

B.2.05 Emergency Departure

B.2.06 Crude Oil Spill Response

C OPERATIONAL LIMITS OF CALETA CORDOVA AND CALETA OLIVIA

TERMINALS

C.1 Operational limits set out by the Argentine Naval Prefecture (PNA)

C.1.01 Minimum visibility for mooring and unmooring

C.1.02 Hydrometeorological Conditions for mooring

C.1.03 Hydrometeorological Conditions for operations

C.1.04 Mooring maneuvers time

C.1.05 Maximum allowed draft

C.2 Design And Construction Limits

C.3 Mooring System And Hose Layout Limits

C.3.01 General Limits

C.3.02 Deck equipment:

C.3.03 Manifold equipment

C.4 Operational Safety Limits – Cargo Stoppage and unmooring due to bad weather

conditions

C.5 Limits considered by the Loading & Mooring Master

C.6 Tanker’s trimming

C.7 Navigation Limits

C.8 Additional Limits


D OPERATION ROLES

D.1 Tanker’s Master

D.2 Pilot

D.3 Senior Mooring & Loading Master

D.4 Junior Mooring & Loading Master

D.5 Mooring Service Assistants

D.6 Tug’s Master

D.7 Mooring Boat’s Coxswain

D.8 Shore Base Boatswain

E DESCRIPTION OF MAIN OPERATIONS

E.1 Description of Mooring, Hose Connection/Disconnection, And Unmooring Maneuvers

E.1.01 Scope

E.1.02 Evaluation

E.1.03 Embarking condition

E.1.04 Main Engine Condition

E.1.05 Safety and Environmental Care

E.1.06 Necessary Tanker’s hardware readiness prior to mooring

E.1.07 Main Steps For Mooring

E.1.08 Main Steps for Hose connection.

E.1.09 Main steps for Hose disconnection

E.1.10 Main Steps for Unmooring

E.1.11 Operations stop and unmooring due to bad weather. Limits and Considerations

E.1.12 Illustrations

E.2 Loading Operations

E.2.01 Scope

E.2.02 Safety while loading

E.2.03 Loading Procedure – Minimum flow rate of operation

F PORT INFORMATION

F. 1 General

F.1.01 Introduction

F.1.02 Object

F.1.03 Termap’s Management System

F.1.04 Responsibility

F.1.05 Facilities, Official Address, Location and Main Characteristics

F.1.05.01 Comodoro Rivadavia

F.1.05.02 Caleta Cordova Terminal

F.1.05.03 Caleta Olivia Terminal

F.2 Terminal facilities

F.2.01 Facilities

F.2.02 Monobuoy

F.2.03 Design conditions for operations at the Terminal and Tanker

F.2.03.01 Maximum draft:

F.2.03.02 Maneuvering area restriction

F.2.03.04 Deballasting and Slops at the Terminal

F.2.03.03 Deballasting to the sea

F.2.04 Operational restrictions for pressure-Loading rate


F.2.05 Minimum Closing Time of Tanker’s Valves

F.3 Weather

F.3.01 General

F.3.02 Winds

F.3.03 Tides

F.3.04 Meteorological Characteristics (from Document: Derrotero Argentino-

Argenitne Course)

F.3.05 Caleta Córdova

F.3.06 Caleta Olivia

F.3.07 Forecast

F.4 Approach to Terminal, Navigation Aids and Restricted Areas of Operation

F.4.01 Approach to Terminal and Navigation Aids

F.4.02 Restricted area at the Terminal

F.4.03 Anchorage Area

F.4.04 Mooring & Loading Master Boarding Area

F.4.05 Mooring & Loading Master embarking/ disembarking

F.4.06 Mooring & Loading Master Generalities

F.5 Mooring and Loading

F.5.01 Tanker’s Equipment

F.5.02 Tanker’s readiness

F.5.03 Mooring Priority

F.5.04 Note Of Readiness (NOR), LayTime And NOR Acceptance

F.5.05 Mooring Operations

F.5.06 Hose Connection

F.5.07 Loading- Safety and Responsibility

F.5.08 Loading- Control of oil transfer

F.5.09 Pressure surge - Sanctions to Responsible Ship

F.5.10 Flag Signals

F.5.11 Request for Variation Of Committed Volume

F.5.12 Services and Facilities Provided by TERMAP

F.5.13 Flushing of the Terminal’s Oil Transfer System

F.6 Ballast, Air Pollution

F.6.01 Precautions and regulations

F.6.02 Minimum Ballast required

F.6.03 Surveillance and control

F.6.04 Simultaneous loading and deballasting

F.6.05 Maritime Ordinances for Vessels

F.6.06 Liability for Contamination

F.6.07 Ballast Water Management Plan

F.6.08 H2S & Mercaptans

F.6.09 Stability of Vessel during liquid transfer

F.6.10 Restriction of use of exhaust gas treatment systems with discharges to the sea

(scrubber - open loop)

F.7 Safety & Security

F.7.01 Safety

F.7.02 Ship/Shore Safety Check List (SSSCL)


F.7.03 Precautions to take by the Vessel during operations

F.7.04 Safety actions taken by the Company

F.7.05 Departure from the facilities

F.7.06 Operational Safety

F.7.07 Environmental Protection

F.7.08 ISPS Code – International ship and Port Facility Security Code

F.7.09 Access to the Facilities

F.8 Port Services and Requirements

F.8.01 Documents

F.8.02 Flag

F.8.03 Repairs and/or Inspections

F.8.04 Government Agencies

F.8.05 Authorities or Government Agents permanence on board

F.8.06 Quarantine Provisions

F.8.07 Consulates

F.8.08 Visitors and Change of Crew

F.8.09 Supplies

F.8.10 Emergency Medical Care

F.8.11 Maritime Agents

F.8.12 Smuggling

F.8.13 Waste

F.8.14 Disembark of Cargo Commission

F.8.15 Absence of Authority

F.9 Port fees

F.10 Communications

F.10.01 Notice of Arrival (ETA)

F.10.02 Pre. Arrival Information to be sent by the Tanker

F.10.03 Pre. Arrival Information to be sent by the Terminal

F.10.04 Initial radio communications

F.10.05 Ship-Shore Communication

F.10.06 Radio Watch

F. 11Additional Information and Documents

F.11.01 Maintenance of facilities

F.11.02 Monobuoy’s Maintenance windows

F.11.03 Information for Vessel’s nomination

G GLOSSARY

H ANNEXES, INFORMATIVES DOCUMENTS & FIGURES

Annex 1 Conditions for the use of the Terminals and services

Annex 2 Terminal’s Safety Requirements

Annex 3 Tanker’s Safety Check List

Annex 4 Fire Prevention Rules and Smoking Restrictions

Annex 5 Monobuoy and Terminal Equipment Verification Check List

Annex 6 5 minutes safety meeting

Annex 7 Vessel’s lifiting equipment verification check list


Annex 8 Pre Cargo Agreement

Annex 9 Pressure surge in Ship-Shore Pipe System

Annex 10 Tanker’s Pre Arrival Information

Annex 11 Letter of complaint due to lack of or defect on the Vessel’s deck equipment

Annex 12 Letter of complaint due to failure of the Vessel’s inert gas system

Annex 13 Letters of complaint from the Terminal

Annex 14 Reply to Vessels’ letter of complaint

Annex 15 Segregated ballast statement

Annex 16 Time Log and Flow and Pressure Control Vessel-Terminal

Annex 17 Ballast water reporting form

Annex 18 Vessel Performance Report (VPR)

Annexo 19 Terminal Pre-Arrival Information

Annex 20 Loading Procedure – POSGI 08

Annex 21 Environmental conditions for operation design and Buoy survival

Annex 22 Letter form for Vessels to request first response to oil spill

Annex 23 Location of Caleta Córdova SPM

Annex 24 Location of Caleta Olivia SPM

Annex 25 General arrangement of the Terminal

Annex 26 General arrangement of the Monobuoys SOFEC CC & MHI CO

Annex 27 Floating Hose System

Annex 28 Vessel’s connecting hose

Annex 29 Mooring System

Annex 30 OCIMF Manifold Arrangement

Annex 31 OCIMF Arrangement of Ship Mooring Equipment

Annex 32 Mooring Maneuver

Annex 33 Hose Connection Maneuver

Annex 34 Statement of compliance of Port Installation – Caleta Olivia – ISPS Code – Expiration

23/09/24

Annex 35 Statement of compliance of Port Installation – Caleta Córdova – ISPS Code – Expiration

23/09/24

Annex 36 Emergencies at the docks of TERMAP, Caleta Córdova and Caleta Olivia

Annex 37 Mooring procedure and hose connection - OP SGI OM 21

Annex 38 MSDS Cañadon seco crude oil

Annex 39 MSDS Escalante crude oil

I SECTION OCIMF

LINKS BETWEEN DOCUMENTS OF THIS PORT REGULATIONS WITH

SUGGESTED ONES BY OCIMF IN THE MARINE TERMINAL INFORMATION

BOOKLET


A) WARNINGS

A.1 Tanker’s Master Responsibility

The Tanker’s Master shall be at all times solely responsible for the safety of the vessel and its

crew, while berth at the Terminal.

A.2 Pressure Surge

The Vessel will be held responsible for any damage to the facilities and /or the environment

resulting from the wrong or negligent manipulation of the Tanker’s valves. TERMAP S.A. has

the right to penalize the Tanker, canceling the load, unmooring it from the Terminal and /or

vetoing the ship for other operations

VESSEL’S TANKS WILL NOT BE REFILLED OR VALVES CLOSED BEFORE

LOADING PUMPS HAVE BEEN STOPPED, OR THE LOADING RATE

DECREASED, AND ALL THESE ACTIONS CONFIRMED BY THE L&M MASTER.

A.3 Pollution

It is an offence to:

• Spill oil

• Dump garbage

• Pour contaminated ballast

• Emit excessive funnel smoke

A.4 Hydrogen sulfide (H2S)

Tankers arriving with cargo tank atmosphere of more than 5 ppm in H2S will not be moored.

If on arrival alongside the Terminal tanks atmosphere is found to contain a higher than

acceptable concentration, the Vessel will be required to vacate the berth. All delays and costs

associated with this condition will be on Vessel’s account.

A.5 Alcohol & Drugs

Masters are advised that operations will cease when the actions of a person or persons involved

in operations are not under proper control as a result of the use of alcohol and/or drugs.

Operations will not be resumed until the situation has been reported to and fully investigated

by relevant authorities and the company considers it safe to do so.

A.6 Smoking Restrictions


On board the Vessels moored at the Terminal, smoking is strictly prohibited except in

enclosed spaces specially indicated by the Master and the M&L Master as “smoking areas”.

Not following these rules will lead to the cease of operations and may result in the vacating

of the Vessel until a full investigation is carried out and a written assurance from Vessel’s

Master that effective controls have been taken is received.

A.7 Operations Stop

UNDER NO CIRCUMSTANCES TANKER’S CREW WILL CLOSE

VALVES AGAINST THE CARGO FLOW RATE OR

WILL REDUCE THE NUMBER OF TANKS FOR LOADING, WITHOUT

FIRST INFORMING TO THE M&L MASTER.

THE PROCEDURE OF LOADING INTERRUPTION MUST BE

FOLLOWED AT ALL TIMES.

ALL INCIDENTS SHALL BE INVESTIGATED BY LAW.


B) EMERGENCIES

Response to emergencies due to spills originated in the Tanker while staying at TERMAP

S.A.’s terminals will be managed following our Emergency Plan contributing to PLANCOM

(Argentine National Contingency Plan - Maritime Ordinance 8/98) from the Argentine Naval

Prefecture (PNA – Prefectura Naval Argentina). This plan aims to provide the first response

with Support Vessels working for the company.

All actions following the first 24 hours will be carried out by the companies in charge of the

Tanker’s emergency response system.

B.1 Emergency Procedure

B.1.01 Emergency Communications

MEANS

SPM CALETA

CORDOVA SPM CALETA OLIVIA

TERMINAL

PRINCIPAL VHF CHANNEL 68 VHF CHANNEL 69

SECONDARY VHF VHF CHANNEL 19 VHF CHANNEL 11

TELEPHONE (+54) 297-459 0056 (+54) 297- 485 2686

TUG

VESSEL

(T/V)


SECONDARY VHF VHF CHANNEL 19 VHF CHANNEL 11

T/V El Chaltén (+54) 297 154645575 (+54) 297 154645575

T/V El Maitén (+54) 297 155171814. (+54) 297 155171814.

Replacement T/V Ranquel: (+54) 291 154192533.

SERVICE

COMPANY

ANTARES

NAVIERA S.A.


TELEPHONE (+54) 297-459 0133

(+54) 297-459 0138 (+54) 297- 485 4934


B.1.02 Emergency Signal

Hoots of foghorn of no longer than 10 seconds, and continuous hoots of Tanker general alarm.

B.1.03 Loading Interruption

The unplanned and unforeseen interruption of loading operation from the Tanker is forbidden.

The Tanker’s Master may request the loading interruption in the following ways:

• Requesting to M&L Master

• Requesting directly to Terminal via radio or telephone

• Requesting via Assistance Tug

• Requesting via Mooring and Service Company based at shore

• Requesting via Assistance Tug by activating the ESD (Emergency Shut Down) of the

telemetry unit on board.

As a last resource, under the authorization of the M&L Master, by manually closing the

Manifold main valve as follows:

2/3 of the valve shall be closed in no more than one (1) minute.

The remaining 1/3, in no more than three (3) minutes.

B.1.04 Electric Storm

In case of electric storm all operations will be stopped and the Tanker must comply with the

requirement stated in REGINAVE, Title 4, Chapter 8, Section 8 from Argentine Naval

Prefecture which establishes the “Suspension of all loading and unloading of products

operations”

B.1.05 Quick reference sheets of Emergency Procedures

B.1.05. 01 Emergency on board or in the Tanker’s vicinity

B.1.05. 02 Fire on board the Tanker

B.1.05. 03 Fire or spill at Terminal

B.1.05. 04 Oil spill from Tanker or SPM

B.1.05. 05 Security thread and/or incursion in 500 meters area


TERMAP S.A.

Terminales Marítimas Patagónicas S.A. EMERGENCIES ON BOARD OR IN THE PROXIMITIES OF THE TANKER

INSTRUCTIONS IN CASE OF: EMERGENCIES ON BOARD OR IN THE PROXIMITIES OF THE TANKER

ACTIONS ON BOARD • GENERAL NOTICE

• NOTIFY PREFECTURA NAVAL ARGENTINA (PNA) COMODORO RIVADAVIA OR

CALETA OLIVIA.

• NOTIFY THE TERMINAL:

- Caleta Olivia: VHF maritime channel 69 or 11 Telephone: +54 297 485-2686

- Caleta Córdova: VHF maritime channel 68 ot 19 Telephone: +54 297 459-0056

- Operation Duty: +54 297 156 240 958

REPORT:

- Type of Emergency

- Level of Emergency

- Location of the Emergency

- Additional information

PERSON WHO DETECTS THE

EMERGENCY

VESSEL’S COMMANDING

OFFICER M&L MASTER

SUPPORT TUG’S COMMANDING

OFFICER

▪ Confirm own and others safety in the

proximities.

▪ Notify the Vessel’s Officer and/or the

M&L Master.

▪ Provide first information regarding

origin and extent of the emergency.

▪ Provide first response if possible.

▪ Notify the M&L Master and/or the

Terminal.

▪ Activate the Vessel’s Emergency Plan.

▪ Do NOT stop loading by activating the

Vessel’s valves.

▪ Request loading interruption to the

M&L Master and/or the Terminal.

▪ Coordinate hose disconnection with

the M&L Master.

▪ Prepare to leave the SPM.

▪ Keep permanent contact with the M&L

Master to coordinate actions and

possible support to the Terminal.

▪ Confirm safety of personnel.

▪ Notify the Terminal, Tug and Maritime

Superintendent.

▪ Activate the Terminal’s Emergency

Plan.


Terminal.

▪ Coordinate valves closure and hose

disconnection.

▪ Coordinate the possible vacating from

the SPM

▪ Coordinate the possible assistance to

the Tug.

▪ Coordinate the possible assistance to

the Mooring Boat.

▪ Keep contact with the Maritime

Superintendent for possible support to

the Terminal or to receive instructions.

▪ Activate the Tug’s Emergency Plan to assist

others.

▪ Give priority to safety of people at all times

(This is general, not exclusive of the Tug).

▪ Notify the Office on shore at Dock of Caleta

Olivia or Caleta Córdova.

▪ Warn or request the approach of the Mooring

Boat.

▪ Prepare equipment, materials and personnel

according to the emergency.

▪ Prepare Tug System.

▪ Prepare equipment and crew to disembark

injured personnel and/or to carry out the Search

and Rescue.

TYPE OF EMERGENCIES

- MEDICAL EMERGENCY

- MAN OVERBORAD

- VESSEL’S COLLISION TO THE SPM

- TANKER’S GROUNDING

- LOSS OF TANKER’S PROPULSION AND/OR STEERING

- MOORING HAWSER BREAK

- BREAKAWAY ACTIVATION DURING OPERATIONS

- ASSISTANCE TO A VESSEL IN EMERGENCY


TERMAP S.A.

Terminales Marítimas Patagónicas S.A. FIRE ON BOARD THE TANKER (page 1 of 2)

INSTRUCTIONS IN CASE OF: FIRE ON BOARD THE TANKER

ACTIONS ON BOARD

• GENERAL NOTICE

• NOTIFY THE PREFECTURA NAVAL ARGENTINA (PNA), COMODORO RIVADAVIA OR CALETA OLIVIA.

• ACTIVATE THE VESSEL’S FOG HORN WITH LONG HOOTS OF NO MORE THAN 10 SECONDS AND CONTINUOUS HOOT OF THE VESSEL’S GENERAL

ALARM.

• NOTIFY THE TERMINAL

- Caleta Olivia: VHF maritime channel 69 or 11 Telephone: +54 297 485-2686

- Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 297 459-0056

- Operation Duty: +54 297 156 240 958

PERSON WHO DETECTS THE FIRE VESSEL’S COMMANDING

OFFICER

M&L MASTER SUPPORT TUG’S COMMANDING

OFFICER

▪ Confirm own and others safety in the

proximities of the fire.

▪ Notify the Vessel’s Officer and/or the

M&L Master.

▪ Provide first information regarding origin

and extent of the fire.

▪ Provide first response in case of minor fire

that may be controlled with portable

extinguishers.

▪ Require the activation of alarm.


Terminal.

▪ Activate the Vessel’s Emergency Plan.


Vessel’s valves.

▪ Request loading interruption to the M&L

Master and/or the Terminal.

▪ Coordinate hose disconnection with the

M&L Master.

▪ Prepare Tanker to leave the SPM.


Master to coordinate the departure from

the SPM and the possible support to the

Terminal.


▪ Notify the Terminal, the Tug and the

Maritime Superintendent.

▪ Activate the Terminal’s Emergency Plan.


Terminal.

▪ Coordinate valves closure and hose

disconnection.

▪ Coordinate the possible vacating of the

SPM with the Tanker’s Officer.

▪ Coordinate the possible assistance of the

Tug Vessel for towing or firefighting.

▪ Coordinate the possible disembarking of

the personnel and/or abandoning the

Tanker.

▪ Keep contact with Maritime

Superintendent to coordinate the possible

support to the Terminal or to receive

instructions.

▪ Activate the Tug Emergency Plan to assist

others.

▪ Give priority to safety of people at all

times.

▪ Notify the Office on shore at Dock of

Caleta Olivia or Caleta Córdova.

▪ Warn or request the approach of the

Mooring Boat.

▪ Prepare firefighting equipment.

▪ Prepare equipment and crew to disembark

injured personnel and/or to carry out the

Search and Rescue.


TERMAP S.A.

Terminales Marítimas Patagónicas S.A. FIRE ON BOARD THE TANKER (page 2 of 2)

INSTRUCTIONS IN CASE OF: FIRE ON BOARD THE TANKER (continued)

ACTIONS AT THE TERMINAL

• PROCEED WITH THE NOTIFICATIONS INDICATED IN THIS DOCUMENT.

• NOTIFY THE TERMINAL

− Caleta Olivia: VHF maritime channel 69 or 11 Telephone : +54 0297 485-2686

− Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 0297 459-0056

− Operation Duty: Telephone: +54 297 156 240 958

CALETA OLIVIA / CORDOVA TANK

FARMS

CHIEF OF MARITIME

OPERATIONS

CHIEF OF LAND OPERATIONS INCIDENT COMMANDING

OFFICER

Tank Farm Chief/ Supervisor

C. Córdova: Juan Cortada +54 297 459 0056

C. Olivia: Marcelo Vilche +54 297 485 2686

Operation Duty: +54 297 156 240 958

Maritime Superintendent

José Luis Marzocca +54 297 447 4400

extension 113

Cell phone: +54 297 156 248 676

Operations Manager

Darío Puebla: +54 297 447 4400

extension 111

Cell phone: +54 297 156249 919

General Manager

Daniel Scalise: +54 297 447 4400

extension 110

Cell phone: +54 297 154526004

Management Duty: +54 297 156 249

919

• Stop loading.

• Close valves at the SPM and the Terminal.

• Notify the Operations Manager working as

Operations Commanding Officer.

• Stay alert to additional requirements from

the M&L Master.

• Coordinate local external support upon

request from the Chief of Maritime

Operations (Maritime Superintendent),

Supervisor of Maritime Operations

equipment (Maritime Maintenance

Leader), or the Chief of Onshore

Operations.

• Keep permanent contact with the M&L

Master.

• Coordinate aids and first assistance

with the M&L Master and the

representative of the mooring and

maintenance contractor Company.

• Inform and coordinate additional

actions with the Chief of Operations

and the Incident Commanding Officer.

• Keep permanent contact with the

Chief of Maritime Operations and the

Chief of Tank Farm.

• Coordinate additional aids and first

assistance.

• Inform and coordinate additional

actions with the Incident Commanding

Officer.

• Keep permanent contact with the

Chiefs of Maritime and Onshore

Operations regarding the development

of the incident and the result of the

actions taken.

• Establish the extent of the assistance

actions to the Tanker.

• Notify the Local, Provincial and

National Authorities and the Safety

Organisms.

• Notify the Directory.

• Notify the Producer Company that has

nominated the Vessel and its Ship

Owner.


TERMAP S.A.

Terminales Marítimas Patagónicas S.A.

FIRE OR OIL SPILL AT THE TERMINAL

INSTRUCTIONS IN CASE OF:

FIRE OR OIL SPILL AT THE TERMINAL

ACTIONS ON BOARD

▪ THE TERMINAL WILL ACTIVATE THE FIRE ALARM CONTINUOUSLY.

▪ CONFIRM THE ALARM

▪ COMMUNICATE WITH THE TERMINAL




VESSEL’S COMMANDING OFFICER M&L MASTER SUPPORT TUG’S COMMANDING OFFICER

▪ Confirm the alarm with the Terminal.

▪ Communicate the M&L Master.

▪ Do NOT stop loading by activating the Vessel’s

valves.

▪ Request loading interruption to the M&L Master

and/or the Terminal.

▪ Coordinate hose disconnection with the M&L

Master.

▪ Prepare the Vessel to leave the Monobuoy.

▪ Keep permanent contact with the M&L Master to

coordinate departure from the Monobuoy.

• Establish contact with the Terminal, confirming the

emergency.

• Notify the Tanker, Support Tug and Maritime

Superintendent.

• Activate the Emergency Plan.

• Request loading interruption to the Terminal.

• Coordinate valve closure and hose disconnection.

• Coordinate Tanker unmooring and departure from

the Monobuoy.

• Keep contact with the Maritime Superintendent to

coordinate or receive instructions.

• Activate the Tug Emergency Plan to assist others.

• Keep permanent contact with the M&L Master.


TERMAP S.A.

Terminales Marítimas Patagónicas S.A.

OIL SPILL FROM THE VESSEL OR THE SPM


OIL SPILL FROM THE VESSEL OR THE SPM

▪ GENERAL NOTICE

▪ NOTIFY THE PREFECTURA NAVAL ARGENTINA (PNA), COMODORO RIVADAVIA OR CALETA OLIVIA.

▪ NOTIFY THE TERMINAL





SPILL


OFFICER

M&L MASTER SUPPORT TUG’S COMMANDING

OFFICER

▪ Confirm own and others safety in

the proximities of the spill.

▪ Notify the Vessel’s Master and/or

the M&L Master.

▪ Provide first information

regarding origin and extent of the

spill.

▪ Provide first response in case of

minor spill. (SOPEP)


Terminal.

▪ Activate the Vessel’s Emergency Plan to

control the spill.


Vessel’s valves.

▪ Request loading interruption to the M&L

Master and/or the Terminal.

▪ Formally request the M&L Master the

Terminal’s cooperation to control de spill at

the sea.

▪ Coordinate hose disconnection with the

M&L Master.

▪ Prepare Tanker to leave the SPM.


Master to coordinate the departure from

the SPM.


▪ Notify the Terminal, the Tug and the Maritime

Superintendent.

▪ Activate the Maritime Terminal’s Emergency Plan.

▪ Request loading interruption to the Terminal.

▪ Coordinate valves closure and hose disconnection.

▪ Coordinate the possible vacating of the SPM with

the Tanker’s Officer.

▪ Coordinate the possible assistance of the Tug and

Mooring Boat for response to spill.

▪ Coordinate with the Tanker’s Master the Terminal’s

assistance.

▪ Keep contact with the Martitime Superintendent to

coordinate the possible support to the Terminal or to

receive instructions.

▪ Keep communications with the PNA representative

on board.

▪ Become “Supervisor of Maritime Operations

Equipment”, according to the Emergency Plan.

▪ Refer to the Emergency Plan of TERMAP SA,

contributing to the PLANACOM.

▪ Activate the Tug Emergency Plan for

spill management.

▪ Notify the Office on shore at Dock of

Caleta Olivia or Caleta Córdova.

▪ Warn or request the approach of the

Mooring Boat.

▪ Prepare the equipment for spill

management.


Master.

▪ Become the “Maritime Response Team

Leader”, according to the Emergency

Plan.


TERMAP SA

Terminales Marítimas Patagónicas S.A:

HAZARD TO PROTECTION AND/OR INTRUSION TOTHE AREA OF 2 MILES


HAZARD TO PROTECTION AND/OR INTRUSION TO THE AREA OF 2 MILES

▪ GENERAL NOTICE

▪ NOTIFY THE PREFECTURA NAVAL ARGENTINA (PNA), COMODORO RIVADAVIA OR CALETA OLIVIA.

▪ NOTIFY THE TERMINAL

− Caleta Olivia: VHF maritime channel 69 or 11 Telephone: +54 0297 485-2686/7739/5015/9683 – extension 114 Property Security

− Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 0297 459-0056/0095/0148 – extension 104 Property Security

− TERMAP S.A. Port Facilities Protection Officer Telephone: +54 0297 154935691 or 156259408 or 156249722 or 156248676

− - PNA: VHF maritime channel 16

−


HAZARD


OFFICER

M&L MASTER SUPPORT TUG

COMMANDING OFFICER


Vessel’s Master and/or Support

Tug’s Master.

▪ Provide the first information

regarding the incident and details.

▪ Notify the Loading/ Mooring Master.

▪ Contact and warn the intruder vessel.

▪ Activate the Vessel’s Emergency

Plan.

▪ Do NOT stop loading by activating

the Vessel’s valves.


M&L Master or the Terminal.

▪ Coordinate the hose disconnection

with the M&L Master.

▪ Prepare the Vessel to leave the

Monobuoy.

▪ Keep permanent contact with the

M&L Master to coordinate the

departure from the Monobuoy.

▪ Contact and warn the intruder vessel.

▪ Notify the Port Facility Protection Officer, the

Terminal, the Tug Vessel, the Maritime Superintendent

and the PNA representative on board, if present.

▪ Keep contact with the Port Facility Protection Officer

to coordinate actions with the Terminal or to receive

instructions. Same with the Vessel’s Master, Tug’s

Master, the Terminal and the Maritime Superintendent.

▪ Get ready to:

▪ Request loading interruption to the Terminal.

▪ Coordinate valves closure and hose disconnection.

▪ Coordinate with the Vessel’s Master the possible

departure from the Monobuoy.

▪ Coordinate Tug’s assistance.

▪ Coordinate with the Vessel’s Master the Terminal’s

assistance.

▪ Keep communications with the PNA representative on

board.

▪ Contact and warn the intruder

vessel.

▪ Activate the Vessel’s Protection

Plan.

▪ Keep permanent contact with the

M&L Master.


B.2 Emergency Management

B.2.01 Documents

TERMAP S.A. is organized and prepared to properly manage those emergencies that may arise

in its facilities. This section describes the documents that the authorities and representatives of

the Company have in case of need.

▪ Emergency Plan - Oil spills at sea

▪ Contingency plan - Emergencies at the Tank farm

- Emergencies at docks)

- Emergencies on board or on Tanker’s vicinity

B.2.02 TERMAP S.A.’s Emergency Plan (Oil Spills at sea)

TERMAP S. A. has an Emergency Plan authorized and audited by the Argentine Naval

Prefecture (Prefectura Naval Argentina) in case of oil spills from the loading maritime

terminals at Caleta Córdova and / or Caleta Olivia. This Emergency Plan meets the

requirements of the Maritime Ordinance 8/98.

The Plan considers the response to possible spills that may occur in the facilities of each

maritime terminal (SPM, Pipeline, Hoses, etc) and the first response to those spills originated

at the Tankers or any other spill it is responsible for. In those cases, the Emergency Plan

contemplates to carry out the first response until the Ship-Owner Company takes charge of the

situation.

B.2.03 Contingency Plan

The emergencies that may arise in the Terminal facilities of TERMAP S.A (except for those

referred to as Oil Spills at sea) are evaluated and their response is organized in the document

“Contingency Plan for Onshore Facilities”.

This Plan meets the requirements envisaged in the Resolution 342/93 of the Secretary of

Energy of Argentina, currently the Argentine Ministry of Energy and Mining.

In annex J, presented in this document as Annex 36, this Contingency Plan comprises the

management of those emergencies that may occur in TERMAP’s docks. Moreover, in annex

k, the emergencies that may take place on board the Tanker or its vicinity. These last

emergencies are outlined in this regulation as quick reference sheets of emergency procedures

(item B.1.05).

B.2.04 Oil Tanker Emergency Plan

All Tankers operating at the Company’s facilities must have the Onboard Emergency Plan

approved by the corresponding Maritime Authority, in agreement with Rule 26 of Annex I of

MARPOL Agreement 73/78. Therefore, Argentine flagships must have the Emergency Plan in

compliance with the Maritime Ordinance 8/98 of Argentine Naval Prefecture.

Furthermore, the Tanker shall prove its affiliation to the International Tanker Owners


Pollution Federation Ltd. (ITOPF), be member of some Protection and Indemnity Club (P&I

Clubs) that covers the risks of contamination with hydrocarbons, have the demanded Certificate

by the International Agreement about Civil Liability for Hydrocarbons Contamination (CLC

92) and declare in the process of its nomination (to be completed on the website

https://nominaciones.termap.com.ar/) that it has a Company that will provide the response to

Oil Spills and that will be ready to operate within 24 hours in case of occurrence of water

contamination that could be caused by the Tanker.

B.2.05 Emergency Departure

The Mooring and Loading Master (M&L Master) may, at his own discretion and if deemed

necessary, proceed to the emergency departure of the Tanker, both for safety reasons and to

protect the Terminal facilities. In this situation, loading operation must be stopped, following

the instructions of the M&L Master in order to stop oil transfer, disconnect the loading hose

and vacate the SPM.

In case the ship is not able to maneuver or sail on its own, (failure of electric generators,

propellers or steering system, for example) it will be towed off the SPM by the Support Tug

up to the nearest safest anchorage area, if conditions allow to do so.

B.2.06 Crude Oil Spill Response

According to the Emergency Plan, TERMAP has its own equipment to start the crude oil spill

response.

In case the Tanker causes an oil spill, this document includes a standard application form for

the Master of the Tanker to request a first response to TERMAP S.A. This form is shown in

Annex 22, Letter form for service request for spill control to TERMAP S.A.

In compliance with Maritime Ordinance 8/98 of the Argentine Naval Prefecture (PNA), for

foreign Tankers performing unusual trips, the Maritime Agent is in charge of presenting, with

sufficient anticipation, information referred to the availability of the necessary response

resources for a hydrocarbon spill or, alternatively, informing which hydrocarbon spill control

company was nominated to attend a possible situation of pollution produced by the Tanker.

The jurisdictional dependencies of PNA will evaluate the acceptability of this information.

Those Tankers usually operating in both terminals will have to present the appropriate

Emergency Plan approved by the PNA.

In addition, TERMAP SA requests for the Tanker nomination, the identification of the oil spill

response company in the nomination of the vessels carried out only in the website

https://nominaciones.termap.com.ar.

https://nominaciones.termap.com.ar/


C) OPERATIONAL LIMITS OF CALETA CORDOVA AND CALETA

OLIVIA TERMINALS

C.1 Operational Limits set out by P.N.A. – Argentine Naval Prefecture

“Particular navigation safety rules applicable to SPM Monobuoys, Annex Alfa of SNAV

Regulation, NA 9 Nº 34/99”.

C.1.01 Minimum visibility for mooring and unmooring:

Minimum visibility to start mooring: 5 nautical miles

Minimum visibility to unmoor: 3 nautical miles.

C.1.02 Hydrometeorological Conditions for mooring:

Maximum admissible wind speed: 15 m/s (wind coming from the West)

Maximum wave height: 1.8 m

For winds coming from other sectors or quadrants, the permitted speed must be lower, so that

the related wave does not reach the maximum height indicated.

C.1.03 Hydrometeorological Conditions for operation:

Maximum admissible wind speed: 25 m/s (wind coming from the West)

C.1.04 Mooring maneuvers time:

Vessels under 70,000 DWT: They can moor at night when the wind speed does not

exceed 5 m/s and/or the wave height does not surpass

0.5 meters.

Vessel above 70,000 DWT: They can only moor during daylight time.

C.1.05 Maximum allowed draft: 18 meters (59' 02")

Notes:

- TERMAP SA assigns the value of the wind speed to average value of wind during a

period of one minute measured at a height of 10 meters above sea level.

- Daytime is considered the time intervals of the morning and evening nautical twilight.


C.2 Design and Construction Limits

Caleta

Córdova SPM Olivia SPM

• Maximum admitted DWT 160,000 DWT 160,000 DWT

• Minimum admitted DWT 39,000 DWT 39,000 DWT

Expected environmental conditions:

• Depth 37.14 m (121.8') 42.34 m (138.9')

• Tide range 5.98 m (19.6') 5.98 m (19.6')

• Wind speed 25.72 m/s (50 knots) 25.72 m/s (50 knots)

• Current speed 0.55 m/s (1.07 knots) 0.55 m/s (1.07 knots)

• Maximum wave height 6.30 m (20.6') 5.00 m (16.4')

C.3 Mooring System And Hose Layout Limits

C.3.01 General Limits

Both SPMs

Maximum allowed draft 18.0 m (59')

Maximum Bow-Manifold Distance 148.5 m (487.2')

Minimun Bow-Manifold Distance 92.0 m(301.8')

Minimum Hose Lifting Equipment Capacity (SWL)

Dead weight tonnage 39,000 to 60,000 DWT 10 tons

Dead weight tonnage 61,000 to 150,000 DWT 15 tons

Connection Flange for Tanker Hose 16"

Manifold Arrangement OCIMF

76mm Chain Stopper According To OCIMF 1 x SWL: 200 tons.

Floating Hose Connection To Vessel:

- Caleta Olivia SPM (#) Port/ Starboard

- Caleta Cordova SPM Starboard

Tankers shall have mooring systems and manifold arrangements as required by the OCIMF

(Oil Companies International Maritime Forum) in agreement with the following publications:

- “Recommendations for equipment employed in the bow mooring of conventional

tankers at single point moorings”, fourth edition 2007, and “Mooring equipment

guidelines” (MEG4), third edition 2018.


- “Recommendations for Oil and Chemical Tanker Manifolds and Associated

Equipment”, First Edition 2017

(#) Note: Refer to M&L Master information upon Arrival.

The following features are highlighted in the above publications:

C.3.02 Deck equipment:

▪ Distance between stopper - forward fairlead: 2.7 to 3.7 m.

▪ Stopper characteristics: SWL 200 tons, to secure 76mm chain. Throat section: 322 -

330 mm x 356 - 360mm.

▪ Since only a single chain is used for mooring, it is deemed advisable to use a stopper

and a central fairlead.

▪ A Smith Bracket may not be used.

C.3.03 Manifold equipment:

▪ Horizontal distance between manifold flange-side of ship: 4.6 m

▪ Maximum height of flange center on main deck: 2.1 m

▪ Minimum distance between manifold flange centers: 2.0 m

▪ Distance between connection flange center to drip trays: 0.9m (#)

(#) Due to the use of a 16" double carcass connection hose (1.4 m outside diameter),

Vessels failing to comply with this last requirement shall not be connected.

C.4 Operational Safety Limits – Cargo stoppage and unmooring due to bad

weather conditions

The mooring service provided by the Terminal includes a mooring Vessel and a Support

Tugboat.

All mooring and loading operations are performed with the permanent support of the Tugboat

in order to keep the mooring system tight and the Tanker’s bow at a safety distance from the

Monobuoy during the entire operation.

The Monobuoys have a system that controls the operational parameters, which is radio-linked

to the Tank Farm and the Support Tugboat. This telemetry system has automatic warning levels

in which reference values have been set for the M&L Master.

Section E.1.11 outlines those considerations that M&L Masters should take into account to

stop the operations and unmoor when weather conditions are inadequate.

In short, operations shall be suspended and loading shall be stopped, hose shall be disconnected

and Tanker unmooring shall be started when wind speed reaches 25 m/s (average wind value

in a period of one minute measured at 10 meters above sea level), and/or the mooring stress

repeatedly exceeds 81 tons, the mooring tension trend is increasing and the immediate weather

forecast is not favorable.


It is required that all Vessels have an inert gas system for treating their tank atmosphere.

Moreover, M&L Masters shall only authorize mooring of Vessels having tank atmospheres

with 8% or less Oxygen content by volume.

Vessels that, due to their number, volume and layout of cargo tanks, cannot operate at the

minimum loading rate (2,500 m3/h, according to item E.2.03 Loading Procedure – Minimum

volume of operation) may be unmoored in order not to delay the next Vessel coming up and

finish loading when the schedule of Vessels allows to do so (Minimum flow rate required).

In order to avoid a new nomination of Vessels failing to comply with the requirements of the

Company, the Vessel Commanding Officer, Producers or Ship owners, Charterers or Maritime

Agents, shall be duly advised of the reasons why they are disqualified from operating with the

Company.

The Vessel Commanding Officers shall accept in written, the “Conditions for Use of the

Terminals and Services”, as indicated in the new forms and annexes of the Port Regulations

that will be presented in due course.

C.5 Limits considered by the Mooring & Loading Master

All Vessel operations shall be decided by the Loading and Mooring Master, who will consider

whether the mooring and/or staying conditions of the Vessel at the Terminal are safe for the

staff, the environment and the facilities, and whether the vessel meets the requirements

established by TERMAP S.A. in its Port Regulations.

C.6 Tanker’s Trimming

The maximum trim accepted by the Terminal in segregated ballast condition (25% of the

DWT) is of 3 meters by stern. The vessel must always guarantee a safe evolution, keeping its

propeller and rudder 1/3 above the surface of the water as maximum.

C.7 Navigation limits

The Vessel Master must have special consideration to the short distance between the Loading

Buoy and the grounding line.

For safety reasons TERMAP S.A. recommends that Tankers at no time, under condition of

maximum draft, shall sail in the vicinity of its facilities, in areas of less than 22.5 meters depth.

Please, refer to the information included in official charts and nautical publications of the Naval

Hydrographic Service of Argentina (SHN – Servicio de Hidrogafía Naval).

C.8 Additional limits

TERMAP S.A. reserves the right to establish new limitations at its Maritime Terminals

whenever conditions are detected during the operations of Vessels that may threaten the

environment or the safety of the facilities.


D) OPERATION ROLES

D.1 Tanker’s Master

Under all circumstances and cases, Tankers shall be under the sole responsibility of their Master,

who shall provide at all times the necessary equipment and crew to perform loading maneuvers

and operations safely and in compliance with the procedure established by the Mooring/Loading

Master. Tanker’s Master shall instruct an appropriate schedule of duties and readiness on deck

and engine room that assure a prompt response in case of emergency.

D.2 Pilot

All foreign flagships required by Argentine Naval Prefecture to take a Pilot, shall board it before

starting mooring maneuvers. This Pilot must be authorized and registered by Argentine Naval

Prefecture.

The Pilot Service is not carried out by TERMAP S.A. and the companies that provide such service

have no representatives in the area of operation. Therefore, it should be required with enough

anticipation to the Maritime Agent, so that all necessary previsions are carried out in order not to

delay the operations.

The Pilot will remain on board during all cargo operation and will provide guidance to the

Tanker’s Master in all concerning maneuvering and navigational matters, unless special

exceptions authorized by the Argentine Naval Prefecture.

D.3 Senior Mooring & Loading Master

Professional designated by the Company to act as a mooring and loading advisor during crude

loading operations. Tankers shall not be allowed to approach the SPM without the assistance

of the M&L Master.

The M&L Master has, included but not limited to, the following responsibilities:

• Provide all the required instructions to the Tanker’s crew when approaching the SPM

for safe mooring, unmooring, loading and any other operation within the area where

crude loading is carried out.

• Ensure the state and condition of the Tanker and all the equipment. If the Master finds

it unsatisfactory, it shall be immediately reported to the Marine Superintendent.

• Perform the appropriate inspections on board the Tanker, for instance, the Oil Record

Book must be available for the M & L Master to check upon his boarding the Tanker.

• Be directly in charge of all communications among the Tankers involved in the

operations and on shore.

• Provide proper instructions during maneuvers to be followed by the Boats and Support

Tug.

• Ensure the compliance of all relevant safety regulations, recommendations indicated in

the Port Regulations, emergency procedures and adherence to the policy statement of

TERMAP S.A.

• Be responsible for the activities of the mooring assistance service team, and ensure that

he and the crew have enough rest periods during loading operations. Both M&L Master


and the team supervisor shall be at all times available. When the position is delegated

to another Senior or Junior M&L Master, it must be ensured that all aspects of the

operation were transferred and completely understood.

• Set the round frequency of mooring assistants in each point of interest (Tanker’s bow,

manifold and stern) and ensure their passage through each station at least three times

per hour.

• Ensure that all relevant information concerning loading/discharging operation is

received, imparted and exchanged with the Tanker’s Master, Officers and the relevant

staff on duty in the cargo control room. This shall include the completion of the safety

checklist between the Tanker and shore (SSSCL) and the safety documentation before

starting any operation.

• Coordinate with Tanker’s Master and Support Tug the pass out and take off of the

towline in order to avoid unsafe situations during rope handling in the Tanker’s

bollards, or when handling the towline linkage with the ropes in the Tug.

D.4 Junior Mooring & Loading Master

Professional designated by the Company (if available) to act as assistant to the Senior Mooring

& Loading Master during crude loading operations.

The Junior M & L Master has, included but not limited to, the following responsibilities:

• Assist the Senior M/L Master in all the required tasks.

• Assist in the Tanker’s bow during maneuvers of approaching, mooring and unmooring.

• Supervise the cargo hose connection.

• Supervise the safety towing connection.

• Supersede the Senior M&L Master during his resting periods.

D.5 Mooring Service Assistants

Personnel designated by the contracted Company to act as assistants to the Senior and Junior

Loading Masters.

The Mooring assistant personnel have, included but not limited to, the following

responsibilities:

• Assist in the Tanker’s bow during maneuvers of approaching, mooring and unmooring.

• Control the Tanker’s mooring, towing and lifting equipment to be used in the

maneuvers, alerting the M&L Master of any deviation detected.

• Perform the Tanker’s hose connection.

• Assist in the towing connection.

• After cargo hose connection, control the behavior of the floating hoses string, specially

the first hose off the Monobuoy, reporting to the M&L Master any irregular setting

detected. This control shall be carried out at regular intervals throughout loading

operation.

• Be on duty in the Tanker’s bow checking the relative Tanker-Buoy position and the

strength of the mooring hawser. This position will be alternated as indicated by the

M&L Master with the duty in the Manifold (checking the hose connection


performance) and in the Tanker’s stern, checking the performance of the safety towing

lines.

• Check any sign of pollution on water in the proximities of the Monobuoy, Hoses and

Tanker.

• Keep in communication with the M&L Master, reporting any risky situation

immediately.

• Take on board the Tanker all the necessary tools and equipment for the Tanker Rail

Hose connection.

• Set and control the pressure recorder in the appropriate device at the head of the

connection hose.

D.6 Tug’s Master

If available, an assistant Tug will be provided by the Company contracted to assist the Tanker

during maneuvers of approaching, mooring and unmooring and to keep the Vessel with a safety

tug throughout the loading operation.

The Tug master has, included but not limited to, the following responsibilities:

• Follow M&L Master’s indications during operations.

• Tow the floating hoses string if required, as indicated in OCIMF guidelines, respecting

the usual practices and hose manufacturer’s recommendations, avoiding forces that

may cause excessive tension or kinks and keeping an appropriate hose line

configuration.

• Control the telemetry display equipment to check the behavior of the mooring system

and the configuration of the Buoy – Tanker – Tug system, reporting to the M&L Master

on any unusual condition detected.

• Keep communications with the mooring assistant personnel in the Tanker’s bow, the

Vessel’s loading control room, the Terminal, Boats and the on shore base of the

Company contracted for mooring.

• Be in a condition of immediate response to assist the Tanker with all the available

resources in case of emergency.

• Control the type and capacity of the Tanker’s towing lines, regarding number, capacity

(SWL) and the general condition of the them, in order to ensure a safe towing at all

times.

• Make sure that before and after operations, the safety stand-by is met for those tasks

performed by the Boat/s, especially in bad weather conditions, reduced visibility or

during night time.

• Inform the M&L Master about any condition concerning operation, weather and/or

tugboat that may affect the continuity of the support/tug activity.

D.7 Mooring Boat’s Coxswain

The contracted Company supplies with one Boat (occasionally two boats, if no Support Tug is

available) to assist the Tanker during maneuvers of approaching, mooring, cargo hose lifting,


unmooring and transferring to/from the Tanker all the personnel involved in loading

operations. Moreover, it shall be in a stand by position at shore base throughout the operation.

The Mooring Boat’s Coxswain has, included but not limited to, the following responsibilities:

• Follow all M&L Master’s indications during operations.

• Check that all embarking personnel have all the personal protection elements and meet

the safety precautions related to electronic devices.

• Coordinate with Tanker’s Master all maneuvers of embarking/disembarking meeting

the recognized maritime standards.

• Tow the floating hoses line according to OCIMF guidelines, respecting the usual

practices and hose manufacturer’s recommendations, avoiding forces that may cause

excessive tension or kinks and keeping an appropriate configuration, reporting to the

M&L Master on any deviation detected.

• Stay alert and ready during stand by condition so as to provide immediate assistance to

the Tanker if required.

D.8 Shore based Boatswain

The shore base has enough personnel on duty to meet the operation requirements for 24 hours

a day in shifts of 12 hours.

The shore based boatswain has the following responsibilities:

On shore:

• Be responsible for the duty shift.

• Be in charge of communications related to operation and shore base.

• Prepare the readiness of the shore-based means involved in the operation.

On board the Mooring boat:

• Be in charge of deck maneuvers.

• Check Buoy and its equipment before mooring, before hose connection and a after

Tanker’s departure, as requested by M&L Master.

• Inform M&L Master about the results of the checks and any abnormality detected.


E) DESCRIPTION OF MAIN OPERATIONS

E.1 Description of Mooring, Hose Connection/Disconnection and Unmooring

Maneuvers

E.1.01 Scope

This section outlines the general guidelines to safely carry out mooring, hose connection and

disconnection and unmooring maneuvers with Tankers. The complete procedure is detailed in

Annex 37, PO OM 21 Mooring and hose connection procedure.

The instructions represent a guide for the best operational use of the maritime facilities of the

Company, regarding mooring and hose connection maneuvers to the Vessel and they consider

OCIMF guidelines recommendations. These are instructions of compulsory implementation in

all mooring, hose connection/disconnection and unmooring maneuvers carried out at the

Terminals of Caleta Cordova and Caleta Olivia.

Nevertheless, it must be pointed out that the M&L Master has the authority to implement

changes in the procedures and/or respond before unexpected situations, whenever they occur

during maneuvers.

E.1.02 Evaluation

The M&L Master will evaluate the situation and decide if conditions are given to start a safe

mooring, using all available resources as well as his own personal experience.

During periods when activities are suspended due to bad weather conditions and a Ship is

awaiting for conditions to improve, the M&L Master will permanently evaluate the mooring

conditions and keep a direct contact (via telephone or radio) with the Ship Master, in order to

have the best coordination for operation commencement.

If mooring operations need to be postponed (as considered by the M&L Master, or as requested

by the Ship Master or the Pilot or Mooring Boat Master) due to bad weather conditions or poor

safety conditions, the M&L Master is the only person authorized by TERMAP S.A. to provide

any information related to the interruption and the later possibility to continue maneuvers,

reporting on such event via fax to TERMAP’s administration and via radio to the Supervisor

on Duty in the corresponding Tank Farm.

E.1.03 Embarking Conditions

The Ship shall present a “Combined Pilot Ladder”, according to the international rules and to

the satisfaction of the M&L Master in the leeward side of the Ship.

The M&L Master will embark at least one nautical mile from the Monobuoy to facilitate the

Ship leeward and also, once on board, to evaluate the appropriate distance for the best final

approach to the Monobuoy.


E.1.04 Main Engine Condition

Once moored and during its entire stay at the Terminal, the Tanker shall keep at all times an

engine and generators setting that can ensure propulsion in the shortest time possible in cases

of emergency.

E.1.05 Safety and Environmental care

Taking into consideration those maneuvers carried out by the Tankers, prior to initiate any

maneuver, the following actions shall be performed:

• Safety Meeting: Prior to embarking, the M&L Master shall hold an inductive safety

meeting with the personnel involved in mooring/unmooring maneuvers in TERMAP’s

base. This meeting shall be duly documented.

• Safety Meeting: The Mooring Boat’s Master and the Support Tug’s Master shall hold

an inductive safety meeting with the personnel involved in the maneuvers in each of

the vessels. This meeting shall be duly documented.

Furthermore, the following safety or commissioning verifications of the equipment and/or

materials shall be performed:

• List of verifications of Monobuoy and equipment.

The M&L Master or the base Boatswain on board the Mooring Boat shall perform a

visual safety inspection to the monobuoy as indicated in the check list, especially made

for this purpose. When operations are finished, a similar inspection shall be carried out.

These verifications shall be duly documented.

• List of verifications for Safety and Prevention of Pollution, according to Maritime

Ordinance 1/93 of PNA (Argentine Naval Prefecture) and the SSSCL included in the

ISGOTT.

The M&L Master together with the Tanker’s Master/Chief Officer shall perform the

safety verification established in Maritime Ordinance 1/93 and in the SSSCL of

ISGOTT in the “Terminal-Tanker” interface. These verifications shall be duly

documented.

• List of verifications of the Tanker’s lifting equipment

The mooring personnel shall perform a visual safety verification of the Tanker’s (Boom

or Crane) lifting system used to connect/disconnect the hose of the Terminal. This

verification shall be duly documented.

• Turn on the Monobuoy Telemetry System. The system constantly provides the strength

value in the mooring line (mooring tension), the residual resistance of the mooring

hawser, the Monobuoy excursion and the wind speed intensity and direction, the main

variables the M&L Master shall consider during the operations. Additionally, the

system includes a display that represents the configuration of the Monobuoy-Tanker-

Tug Boat system that is provided with angle alarms of mooring line, tow line and tanker

to monobuoy distance, all necessary for the safety condition control of such

configuration throughout the operation. If this equipment is unavailable, each tug vessel

is equipped with the Coastal Explorer software, which provides similar information to

control those aspects related to the system configuration.


The information will be recorded just in case an analysis is required once the operations

are finished. The absence of such information does not imply that operations cannot be

carried out, since they can be performed without these references or aids.

• Moreover, if available and weather conditions allow its installation, the Terminal will

provide for mooring maneuvers a pick up rope of special characteristics (MBL: 250

tons)

E.1.06 Necessary Tanker’s hardware readiness prior to mooring

• One messenger line manufactured with a floating rope with a minimum diameter of 1

inch and a length of no less than 100 meters.

• One 15 tons lifting power winch with an empty storage drum to stow the Monobuoy´s

pick up rope of no less than 100 meters in length and with an 80 mm diameter (10”

circumference) and the thick rope connected to it.

• The fairlead, the bow chain stopper, roller pedestals and winch drum shall be rightly

aligned to avoid unsafe conditions and pick up roper damage.

• Two tow lines at stern manufactured with floating material of 80 to 100 meters length

each one of no less than 70 tons of break load, or one of equivalent strength.

E.1.07 Main steps for mooring

• The Tanker will be aligned with the wind and sea component.

• During approaching, the Tanker will leave the Monobuoy on the port or stardboard

bow, depending on the side where the hose will be connected.

• In the area of 1,000 meters from the monobuoy, vessels shall sail respecting the

Government Minimum Speed (VMG). Normally, this minimum speed is approximately

1 knot within the 1,000 meters area of distance to the Monobuoy and no more than 0.5

knots within the 500 meters area.

• The Support Tug will separate the hose line and the Mooring Boat will take the end of

the Monobuoy´s pick up rope, keeping it clear and extended towards the Tanker. This

maneuver demands special attention from the tug’s master in order to keep at all times

the correct floating hose line configuration, avoiding excessive bending or pulling

efforts that may jeopardize the integrity of the hoses and breakaway coupling.

• At 150 meters from the Monobuoy, the Mooring Boat will take the Tanker’s messanger

line and connect it to the Monobuoy’s pickup rope. Tanker’s speed in this transition

period shall be a minimum speed.

• The Tanker will start to pull the pickup rope of the Monobuoy.

• The Mooring Boat will take the end of the hoses line provided by the Support Tug,

keeping at all times an appropriate configuration, avoiding a bending radius or

excessive pulling effort that may kink one of the hoses or activate the breakaway

coupling.

• The Tanker will continue approaching at minimum speed and picking up really slowly

the pickup rope without using strength, until the chafe chain is in position to be secured

in the chainstopper.

• The Tanker shall not be pulled ahead when it is at 40 to 50 meters from the Monobuoy.

• The Support Tug will take two towing lines from the Tanker’s stern, both lines passing

through a central fairlead and will connect them to its towing line.


• The Support Tug will remain towing during the operation at a proper distance and

tension, according to the current weather conditions and the evolutionary capacity of

the Tug vessel. Normally, the tension required to keep a stable condition in the

Monobuoy-Tanker-Tug configuration is that tension in which the telemetry system

registers tensions in the mooring line between 6 and 20 tons.

• The force applied by the Tug Vessel to the Tanker shall be transferred gradually and

under control in order to prevent overstress in the buoy mooring system and

consequently preventing, as far as possible, Tanker speeds above 0.3 knots and tensions

in the mooring system that exceed 40 tons.

Note: During or prior to adverse meteorological conditions, the M&L Master could request

that towing lines are passed before completing the mooring, or start the hose connection before

passing the towing lines.

In the case in which, occasionally, the Terminal does not have a Tug Vessel available, the

hoses line shall be towed by another Mooring Boat and, only if completely necessary, the

Monobuoy-Tanker position wil be kept with a Tanker’s engine. For this purpose, the Tanker’s

engine shall be ready for service in the shortest time possible, as agreed with the M&L Master.

In the case in which a Tug Vessel is available, the mooring maneuver for Vessels of over

80,000 DWT will use a pick up rope with special features, supplied by TERMAP S.A.

(Diameter: 66mm – MWL: 250 Tons)

E.1.08 Main steps for Hose connection

• The Mooring Boat will tow the end of the floating hose to the Tanker’s Manifold area.

• The crane’s hook will be lowered to the position in which the Mooring Boat’s personnel

can secure the hose sling to it.

• The hose sling will be connected to the crane’s hook.

• The hose will be lifted to a position where the hose chain can be secured to a bollard

by means of the quick release pelican hook.

• Once the chain supports the weight, the hose could be bended towards the Manifold.

• The length of the snubbing chain shall be controlled to keep it “short”, in order to make

the hose bend clearly over the Tanker´s rail, and that it does not support the weight of

adjacent hoses “tail hoses”. The snubbing chain shall support these hoses.

• Support elements will be included between the hose and the upper end of the Tanker’s

rail.

• When the hose end is on the Manifold’s drip tray, the mooring personnel shall take the

hose blind flange off to verify the condition of the seal connection (o ring).

• The connection of the hose camlock bridle to the Tanker’s Manifold flange will be

performed using tirfors and the Tanker’s crane.

• Later, auxiliary belts will be installed to keep the hose tight against the Tanker’s rail,

checking that the applied force does not collapse the hose structure and allows keeping

an appropriate bending radius. For this purpose, it is important to check if the quantity

of the support material used should be adjusted, usually mooring lines floating elements

in disuse.

E.1.09 Main steps for Hose disconnection


• Once connection tubing has been drained, Manifold and end of line valves have been

closed, the Manifold Camlock coupling shall be disconnected from the Tanker´s

manifold.

• The hose should be moved using the crane on the drip tray towards a position where

the blind flange can be installed.

• The hose fastening straps will be released from the rail and the hose will be hoisted

until the boom or the crane can hold the hose weight. In this position, the hose snubbing

chain will be released from the Tanker.

• The hose will be softly lowered until it can freely float in the water.

• The Mooring Boat personnel will disconnect the hose lifting sling from the hook.

Note: Under good weather conditions, it is possible to carry out this maneuver without the

assistance of the Mooring Boat. In this case, the hose will be lowered into the sea using a

holding line passing through the hose chain master link. The rope will be handled from a

Tanker’s bollard and retained until the Mooring Boat assistance or, if no Mooring Boat is

available, retained until Tanker’s unmooring, releasing one end of the rope so that it passes

through the hose Master link.

E.1.10 Main steps for Unmooring

• It shall be previously ensured that the Tanker’s messenger line during mooring

maneuver has been moved away from the winch drum and that only the Monobuoy´s

pick up rope stowed on it.

• The mooring system will be loosen (in band) using main engine ahead, if necessary.

• Once tension in the mooring system has decreased, the bow chainstopper will be

opened and the chain will be lowered in a controlled way against winch turn.

• The Monobuoy´s pick up rope will be lowered until chain and buoy are in the water.

• The Vessel will start to move slowly astern while the pick up rope is hauled out.

Note: The role of the Service/Tug Vessel during Tanker’s unmooring shall be subordinated to

hydrometeorological conditions and the relative Vessel-coast position. In such cases, the M&L

Master will coordinate with the Tanker’s and Tug’s Masters the possibility to tow the Tanker

astern after releasing the chainstopper.

E.1.11 Operations stop and unmooring due to bad weather. Limits and considerations

The main aspects M&L Masters shall consider to decide to stop loading and unmoor a Tanker

at the buoy are the following:

• Wind speed

Regulation 34/99 DPSN of the PNA (Argentine Naval Prefecture) establishes that the Tanker

shall not remain moored when wind speed is higher than 25 m/s (average wind speed over a

one minute period, measured at 10 meters above sea level).

• Mooring system efforts

The “HiHi” alarm level of mooring effort of the monobuoy’s telemetry system is set for 70

tons.

The Tanker shall not stay moored if:


• The effort has repeatedly exceeded 70 tons and it is not possible to detect if it may

diminish in the short term. For this purpose, an evaluation will be carried out over

a period of no more than 10 minutes.

• The effort has exceeded 81 tons and the trending line of “Prediction” of the

telemetry system indicates that the effort will continue increasing.

• Equipment performance

The Tanker shall not stay moored if the M&L Master observes that the floating hoses are

strongly impacting the vessel’s hull, and/or there are significant vibrations transmitted to the

manifold, and/or there is excessive bending of the buoy’s first off hose or any other of the

floating system.

• Adverse conditions to continue operating

The Tanker shall not stay moored if the M&L Master observes that the prevailing

hydrometeorological conditions, or those conditions that could arise according to available

forecasts, represent risks to people, environment, equipment and/or vessels during

disconnection, unmooring and their maneuvers.

None of these considerations is exclusive, and it is to the discretion of the M&L Master to

consider any other reason that, based on his personal judgment and professional experience,

may establish the need to stop operations for safety reasons.

E.1.12 Illustrations

The following figures outline the mooring maneuvers and hose connection.

Annex 32 – Detail of mooring maneuver and Annex 33- Hose connection maneuver.


E.2 Loading Operations

E.2.01 Scope

The general outline to perform a safe loading operation with the Tanker is detailed in Annex

20, OP SGI 08 Tanker’s loading procedure.

The loading operation shall be coordinated and supervised in the Tanker by the M&L Master,

for which he shall be informed about the Tanker’s Loading Plan and will agree with Tanker’s

Officers and Terminal’s Supervisors on the exchange of information regarding pressures,

flows, volumes, array of pumping and valve maneuvers equipment.

Every valve opening and closing operation to enable or close tanks in the Tanker must be

performed with the M&L Master’s consent, who will inform the Tank Farm Supervisor in

advance.

Likewise, every change in the array of the pumping equipment, as well as any change in the

tanks to be loaded from the Terminal, will be informed in advance by the Tank Farm Supervisor

to the M&L Master and the Vessel.

Only the Tank Farm Manager, the Supervisor in charge of the operation and/or the M&L

Master are authorized by TERMAP S.A. to agree and introduce changes in the procedure

and/or to solve unexpected situations, whenever it is necessary to implement them during the

operation.

The communications between the Terminal and the Vessel will be performed through the Plant

Supervisor or Operator authorized by the latter, who will keep radial contact with the M&L

Master and the Vessel Officer he had authorized.

E.2.02 Safety while loading

The risks during Tanker’s loading operations at a maritime terminal are of high severity and

the facilities, as well as automatic protection equipment and the loading procedure will not be

enough to fulfill a safe operation if the personnel involved do not understand how important

their performance is while operating valves or maneuvering in loading operations.

Actions prior to loading

• Safety Induction

The M&L Master will give a talk on safety induction to the personnel in charge of

Tanker’s loading operations.

• Establishment of safety condition, before starting loading operation

The Terminal Supervisor will request, by radio, that the Tanker sends an

“Understood” message after TERMAP’s message of “establishment of safety

condition”.

• The M&L Master will install on the Control Room console, a Precaution Warning

regarding the prohibition of unauthorized operation of valves.

• The M&L Master and the Terminal Supervisor will exchange and contrast every

two hours the operation main details and parameters that shall be documented in

their corresponding Loading Control Forms (date, time, equipment, pressures,

flows, volumes and differences).

Simultaneously, but automatically, the main operating variables will be recorded continuously

using the following instruments:


• Recorder permanently installed in the exit tubing of the Tank Farm to record pumping

pressure, flow, oil temperature and suction pressure of pumps. This instrument will be

started up as soon as crude oil recirculation begins inside the Terminal and it will be

disconnected once loading is finished.

• Portable recorder, installed in the Tanker’s Manifold by the mooring personnel to

record the incoming pressure of oil to the Vessel. This instrument will be started up

before opening the Vessel’s Manifold valve and it will be disconnected once loading is

finished. According to its availability, this recorder could be of different types: circular

chart, digital storage or a gauge tree; and it is used to record the maximum pressure

reached in the Manifold during the operation.

• Telemetry System, installed in the Tank Farm and connected with the Monobuoy’s

sensors and the Oil pipeline to record mooring, pressure and flow rate parameters in the

Monobuoy and the Tank Farm.

Additionally, all the loading operation shall be documented not only in the “Boarding Control”,

“Tank Measurement” and “Recirculation” forms, prepared by the Terminal Supervisor, but

also in the “Time Log”, “Loading Plan” and “Rate’s sheet” forms prepared on board by the

M&L Master.

E.2.03 Loading Procedure – Minimum flow rate of operation

According to the Loading Procedure, TERMAP requires that any type of Tanker can receive a

minimum flow rate of 2,500 m3/h through a connection in its manifold, where only one hose

of 16” will be connected.

Nevertheless, since vessels operating in TERMAP frequently operate at a global average rate

of 3,500 m3/h, a continuous operation at a minimum flow rate of 2,500 m3/h will imply a

longer occupation of the monobuoy. In this case, TERMAP may reject a new nomination of

the vessel with such characteristic in order to preserve the proper crude oil evacuation in the

terminals and prevent delays in the operation of other vessels.


F) PORT INFORMATION

F.1 General

F.1.01 Introduction

Caleta Córdova and Caleta Olivia Terminals are operated by Terminales Martítimas

Patagónicas S.A. (TERMAP S.A.), 24 hours a day and 7 days a week, weather permitting.

Mooring, loading and any other uses and services of the Terminals are subject to the

“Conditions for Use of Terminals and Services” that the M&L Master will supply to Masters

of Tankers. Refer to Annex I, Conditions for Use of Terminals and Services.

F.1.02 Object

This manual is not intended to replace any official maritime publication, currently in force.

Therefore, it is advisable to refer to the publications of the Naval Hydrography Service, as well

as to all regulations, laws or ordinances in effect.

F.1.03 TERMAP’s Management System

TERMAP S.A. operates according to an Integrated Management System, periodically certified

and audited by the American Bureau of Shipping (ABS), fulfilling the requirements of the ISO

14.001:2015 and ISO 9001:2015 Standards. Additionally, the Company has implemented a

Occupational Health and Safety Management System, according to OHSAS 18001 Standard.

F.1.04 Responsibility

Best efforts were made to provide accurate information at the moment of this publication;

however, in some cases the information is based on sources which accuracy cannot be

guaranteed. For this reason, the Company does not guarantee nor accepts responsibility for it

or for the consequences derived from the use of the information in this Manual, whatever its

purpose.

This Manual does not grant exemption, nor limits the responsibility of Masters and crew

members of vessels from safe practices, in compliance with standards universally recognized

in this profession, as well as meeting the laws and instructions emitted by regulating authorities

of the Argentine Republic.

The criterion that must prevail in case of inexistent or conflictive legislations, regulations or

instructions is that of the safety of people, environmental and property care.

The terms and conditions for the use of Caleta Córdova and Caleta Olivia Terminals, of

compulsory acceptance by users of Terminals are presented in Annex 1, “Conditions for Use

of Terminals and Services”, which can be summarized in the following text:

TERMAP S.A. PROVIDES ALL THE EQUIPMENT, FACILITIES AND SERVICIES,

INCLUDING MOORING SERVICES AND M&L MASTERS. THE TANKER SHALL

ASSUME THE RISKS DERIVED FROM THEIR USE.


THE PROVISION OF SUCH SERVICES, FACILITIES AND EQUIPMENT SHALL NOT

BE INTERPRETED AS A CONTRACT. TERMAP S.A. AND ITS CONTRACTORS HAVE

THE RIGHT TO LIMIT THEIR RESPONSIBILITY ACCORDING TO THE DUE

LEGISLATION OF THE ARGENTINE REPUBLIC.

F.1.05 Facilities, Official Address, Location and Main Characteristics

F.1.05.01 Comodoro Rivadavia

The administrative headquarters of the Company are located in the city of Comodoro Rivadavia, in the

Province of Chubut, with its official address at:

TERMINALES MARITIMAS PORTUGAL 322

PATAGÓNICAS S.A. 9000 COMODORO RIVADAVIA

TERMAP S.A. CHUBUT, ARGENTINA

The administrative, operative and technical management of the Company is concentrated in

these offices. Further information about the services may be required at:

Mr.: José Luis Marzocca / Maritime Operations Superintendent

Phone number: 0297-447-4400 – Extension 113

Fax number: 0297-447-9291

E-mail: [email protected]

In addition, the Company has a Website to provide information:

http// www.termap.com.ar

F.1.05.02 Caleta Córdova Terminal

Caleta Córdova Terminal is located in San Jorge Gulf, 20 km north of the city of Comodoro

Rivadavia, in the Province of Chubut, and it consists of:

- A Tank Farm with facilities over the coast with a storage maximum capacity of 283,800

m3 of crude oil and a reception of approximately 25,500 m3 per day.

- An offshore loading berth that consists of a SPM (Single Point Mooring) Monobuoy

geographically located at: Latitude 45º 46’ 28,178” S; and Longitude: 067º 19’ 14,070”

W, connected to the Terminal with a 32” pipeline.

- The loading hose consists of a 20” floating hose, reduced at its end to a 16” hose with

a connection flange of same diameter.

- A Maritime Station with dock for Mooring Boats, where M&L Master and crew can

embark to reach the Tanker.

F.1.05.03 Caleta Olivia Terminal

Caleta Olivia Terminal is located in San Jorge Gulf, in the city of Caleta Olivia, in the Province

of Santa Cruz, 70 km south of the city of Comodoro Rivadavia, and it consists of:

mailto:[email protected]

http://www.termap.com.ar/


- A Tank Farm with facilities on the coast, with storage maximum capacity of 209,800

m3 of crude oil and a reception of approximately 12,200 m3 per day.

- An offshore loading berth that consists of a SPM (Single Point Mooring) Monobuoy,

geographically located at: Latitude: 46º 25’ 36,340” S and Longitud: 067º 28’ 32,095”

W; connected to the Terminal with a 36” pipeline.

- The loading hose consists of a 20” floating hose, reduced at its end with a 16”

connection flange of same diameter.

- A Maritime Station with dock for Mooring Boats, where M&L Master and crew can

embark to reach the Tanker.

Annexes 23 and 24 contain figures that show the geographical position of the SPMs.

F.2 Terminals Facilities

F.2.01 Facilities

The Terminals of Caleta Córdova and Caleta Olivia are SPM Monobuoys (Single Point

Mooring) of “CALM” type (Catenary Anchor Leg Mooring).

Each Monobuoy is connected to its corresponding shore facility by means of a set of 20”

diameters hoses and submarine pipelines of 32” in Caleta Córdova and 36” in Caleta Olivia.

The Monobuoy is connected to the Tanker by means of a line of 20” floating hoses, reduced to

16”.

Both Terminals have the highest classification of the American Bureau of Shipping (ABS) for

Terminals of these characteristics, in accordance with the document: “Rules for building and

Classing Single Point Moorings”. For this reason, annual inspections are carried out, according

to ABS requirements.

Annex 25 presents the General Arrangement of both Terminals.

F.2.02 Monobuoy

Monobuoys at both Terminals are cylindrical, built in steel, secured to the sea bed with six

catenary anchor chain lines of 76 mm of diameter, each of them ending in its corresponding

anchor of more than 15 tons. Monobuoy at Caleta Olivia was supplied by MHI (Mitsubishi

Heavy Industries) and the monobuoy at Caleta Córdova by SOFEC. The Company has a spare

MHI Monobuoy available for a possible replacement.

For further information, refer to Annex 26.

F.2.03 Design conditions for Operations at the Terminal and Tanker

Maritime Terminals have been designed to provide a safe mooring and operate Vessels ranging

from 39,000 and 160,000 DWT according to environmental conditions in the area.

Nevertheless, in order to foresee situations that may prevent from starting/continuing

operations due to safety reasons, and /or the care for the environment, facilities and/or Vessels,


the Terminal requires that Tankers are nominated in advance by means of a website in which

the Vessel’s main characteristics should be provided.

Likewise, TERMAP S.A. has prepared documents to present operation conditions and

limitations, according to the characteristics of the Terminal facilities (Annex 21).

It must be pointed out that besides the arrangements mentioned in the documents, ships must

comply with the following requirements in order to be admitted to the Loading Monobuoy:

F.2.03.01 Maximum Draft: Vessesl are required to have at all times a draft with

adequate clearance between its keel and the sea bed. Water depth at the Terminals is

approximately 120 feet (36.5 m)

Under no circumstances the Tanker’s draft shall exceed 53 feet (18m).

F.2.03.02 Maneuvering area restriction: The maneuvering area for Approaching

(mooring) and /or Vacating (unmooring) is restricted due to the short distance between

the Monobuoys and the Isobath of 22.5 meters, since there is high risk of gounding.

For safety reasons, TERMAP S.A. recommends that Tankers at no time shall sail in the

vicinity of its facilities in areas of less than 22.5 meters depth; for which their masters

shall refer to the information included in Official charts and publications of the Naval

Hydrography Service (SHN) of the Argentine Republic.

F.2.03.03 Deballasting and Slops at the Terminal: For environmental and operative

reasons, TERMAP S.A. does not accept dirty ballast or slops. However, in case of

emergency, the Company could only evaluate the possibility to exceptionally enable

one of its Terminals for the reception of such fluids. To this effect, a previous

commercial agreement will be required in which the costs of operation and final

disposal of such fluids are covered by the ship owner/charterer.

F.2.03.04 Deballasting to the sea: Vessels are required to comply with the MARPOL

73/78 Convention and Protocols and revisions, regarding segregated or clean

deballasting, as long as they remain in Argentinian waters. Vessels are not allowed to

discharge any type of ballast overboard that contains exotic organisms and/or effluents

exceeding 15 ppm (parts per million). Vessels shall present their Oil Record Book and

their Ballast Water Management Plan (IMO Resolution A.868-20) to the M&L Master

to be inspected upon his request.

F.2.04 Operational restrictions for Pressure – Loading Rate

Loading operation shall be carried out in compliance with pressure and flow rate references

established in Annex 20, OP SGI 08 Tanker’s Loading Procedure.

For a quick reference, the maximum reference values are detailed below:


Terminal:

Caleta Córdova Caleta Olivia

MHI & SOFEC Buoy

▪ Maximum flow rate allowed 4,600 m3/hr 5,100 m3/hr

▪ Pumps used: 4 4

▪ Emergengy Shutdown Pressure

at Monobuoy (ESD) 9.00 Kg/cm2 9.00 Kg/cm2

Remark: According to studies carried out in 2019.

Minimum loading rate required for Tankers

The loading rate shall be appropriate to ensure compliance with the minimum rate established

in TERMAP S.A. Regulations between the Operator and the Loader, depending mainly on the

characteristics of the receiving pipelines of the Vessels and the temperature of the crude oil

stored at the Terminal.

In order to speed up operations, vessels are required to start segregated deballasting as soon as

the vessel is berth and hoses connections and tanks’ inspections are being performed.

Moreover, vessels are required to accept a minimum flow rate of 2,500 m3/hr, or as fast as

possible respecting safety standards. It is also requested that any restriction to crude oil flow to

the vessel is removed before the vessel arrives at the Buoy.

Annex 20 presents the authorized loading Procedure for the terminals of Caleta Córdova and

Caleta Olivia.

F.2.05 Minimum Closing Time of Tanker’s Valves

Annex 20, Loading Procedure, establishes the prohibition to close Tanker’s valves without

previous consent of the M&L Master and the Terminal Supervisor.

Nevertheless, in order to minimize the effects of an unauthorized valve closing in the Tanker,

TERMAP S.A. requires that, whenever possible, the closing time of the vessel’s valves is not

less than 40 seconds.

Besides, it is required that the main valve of the Manifold of the Vessels is manually activated.

Minimum Closing Time: 40 seconds


F.3 Weather

F.3.01 General

The Company may inform the general weather conditions, but the Tanker’s Master shall refer

to nautical publications in order to obtain more detailed information about the weather, wind

direction, tides and sea currents.

F.3.02 Winds

Offshore winds, prevailing from the West sector blows from moderate to strong, throughout

the year. They can be heavier, turning sometimes to gale-force winds unexpectedly happening

and accompanied by heavy seas and high waves, at any time during the year.

Offshore prevailing winds vary from moderate to strong winds from the West sector throughout

the year. Stronger winds can occur in any time of the year and reach a significant intensity,

which generally cause high waves at sea.

F.3.03 Tides

Tides can be quite accurately predicted by means of the tide tables from the Argentinian Naval

Hydrography Service.

F.3.04 Meteorological Characteristics (from document: Derrotero Argentino-Argentine

Course)

For information purposes, data on the area of the Derrotero Argentino (H 202), document form

the Naval Hydrography Service of the Argentine Navy is detailed as follows:

Tide currents. Tide currents are felt with little intensity near the shore; their direction

is almost parallel to it. Off shore tide currents reaches a maximum speed of 1.25 knots.

Climatology. The weather at the port of Comodoro Rivadavia, as well as at all the other

oil loading sites of Caleta Córdova, Olivares and Olivia, as opposed to the rest of the

Patagonian ports, is characterized by a windy season with dry weather and nice

temperature, corresponding to the months of November-April; and another season, also

windy with cold and dry weather, with snowfalls of higher intensity in the inner part of

the coast in the months of June, July and August. West winds from inland blow most

part of the year, in a proportion of 431 per thousand and at a speed of 41 km/hour. Such

winds are frequently strong and gusty, but they do not impede loading and discharge

operations. If anchored within the 10m isobaths, anchors play an important role, since

it is necessary, in most of the cases, to increase chain lengths. Inland winds normally

blow at a variable intensity, decreasing at dusk.

After nights with strong west winds, calm patches may occur at dawn, and gather

strength again at sunrise, thus making them excellent moments for maneuvers.

Strong, really strong and gusty winds from SW to NW hinder mooring at the port and

oil loading; however, they permit maneuvers to reach the SPM, as long as they do so

during sunset, when there is a sensible decrease of the wind and sometimes even calm.

This period of apparent calm is a little shorter than civil twilight.


If during dawn, there are stratus-cirrus clouds on the horizon, with a reddish tone, and

the night had been calm, after the sunrise there will be strong winds from the west that

will last the whole day.

NW to NE winds, when they blow, they do it moderately. They generally begin after

noon and calm down in the evening. Occasionally, with high barometer, NE wind stays

for several days bringing swell that remains until inland wind blows again.

Fresh winds from the East are very rare, they come with rain and when they occur,

anchorage must be abandoned, since they raise heavy seas. Winds from the South, are

announced by a regular fall in the barometer, which generally happens with calm or soft

breeze from the NW, and they reach or surpass 987 hPa in their descent, where the fall

in the barometer stops with a slight tendency to go up and with a horizon that is covered

by thick clouds on the South.

The gust gale appears with storm characteristics, accompanied by rain and sometimes

hail, and for this reason it is necessary to always take providence in advance with the

Vessel and boats on water. The duration of bad weather conditions from the S is

inversely proportional to their intensities and, after these conditions, several days of

good weather conditions occur.

In general terms, weather in Comodoro Rivadavia is characterized by its inclemency,

as the season with the worst weather conditions starts in the solstice in June and finishes

in the equinox in September, when winds from the W and SW appear with greater

frequency.

Atmospheric pressure. The annual average atmospheric pressure is 1002.8 hPa. The

monthly average maximum is registered in September with 1004.8 hPa and the

minimum in January with 999.8 hPa.

Temperature. The annual average temperature is 12º 5 C. The coldest months are June

and July with average temperatures of 6º C, and the hottest month is January with 18º

C. The maximum temperature registered was 37º 6 C and the minimum 6º 2 C below

zero.

Frost. Frosts are registered with an average frequency of 25.8 days per year.

Clouds. The annual average of cloudiness rate is 4.3 eighths, with a maximum of 4.5

in January and July and a minimum of 3.9 in March.

Relative humidity. The saturation degree in the air presents a slight difference in the

monthly averages. The highest average values correspond to May with 62% and the

minimum to January with 39%.

Precipitation. The annual average precipitation is 301 mm. Maximum rainfall

corresponds to autumn and the minimum to spring. On the other hand, months without

rain are relatively frequent.

Fog. The annual average frequency of the phenomena is 4.8 days, distributed uniformly

throughout the year.

Snowfall. The annual average frequency of snowfall is 6.2 days and such days are

registered between May and August. In Colonia General Las Heras, offshore, snowfalls


are more frequent and they occurred every month of the year, except in February. In

general terms, land in that area is covered with a layer of snow during 11 days in winter.

Hail. This condition reaches an annual average frequency of 2.8 days and it can be

registered at any time throughout the year.

F.3.05 Caleta Córdova

Punta Novales and its long hard clay core shore, which extends in an East Northeast direction,

offer a relative protection to the SPM from waves generated by winds from the North, North

Northeast and Northeast. For winds with a West component, the cliff coast line that extends

from North to South in front of the SPM, the wave generated is not relevant due to its proximity

to the coast.

From San Jorge lighthouse, the coastline opens in a Southwest direction; winds with a South

component (SSW,S, SSE and SE), even if they have a regular to light intensity generate a

significant wave in approximately six hours.

The winds from quadrant E (ENE, E, ESE) are oceanic winds associated to permanent low and

high pressure centers, and they generate a significant swell which, when sometimes associated

to local winds, may increase or diminish the effect of that swell.

According to the characteristics of such wave, it might be possible to perform Tanker’s

mooring, but not hose connection, due to the movement caused by the wave and the consequent

dynamic charges.

F.3.06 Caleta Olivia

To the North of the SPM position, the coastline opens in a NW direction whereas to the South,

it opens in a SE direction and then, after Tres Hermanas hill in an E direction up to Cabo

Blanco, closing the Gulf of San Jorge. Winds from the NW-NNW-N-NNE and NE sector, with

a regular to light intensity, generate a significant wave in less than six hours.

For winds from WNW-W-WSW and SW sectors, from which the SPM is protected by its

proximity to the coast and the cliff plateaus, the wave they generate is not relevant. Similar

behavior is produced for winds from SSW, S, SSE and SE sectors.

Both in Caleta Olivia and Caleta Córdova, winds from the E sector generate a significant swell

that may increase or diminish with a local wind change, enabling mooring but circumstantially

impeding hose connection to the Vessel.

F.3.07 Forecast

The Terminal has a contracted service of local forecast, which is broadcasted twice a day at

around 0200 hs and 1300 hs and presents the evolution and intensity of the wind, the wave

height and atmospheric pressure for the day every two hours. This service also provides a

projection of the Meteorological Forecast for the two following days every three hours.

F.4 Approach to Terminal, Navigation Aids and Restricted Areas of

Operation

F.4.01 Approach to Terminal and Navigation Aids


Vessel Masters shall refer to all the publications from the Naval Hydrography Service and all

official rules regarding Approach, Navigation Aids and Signaling to the Terminals of Caleta

Córdova and Caleta Olivia. However, Maritime Ordinance 13/98 establishes in Article 4 and

Annex that approach to the area, when it is necessary to sail between the offshore line of 20

miles and the grounding isobaths and the coast, shall be done in a course that involves the

minor time of transit.

SPM at Terminals are equipped for Navigation aid, as follows:

• Cylindrical shape (Diameter: 12 metres / Height: 7 meters). Color: Yellow

• Radar Reflection Screen

• Minimum Screen Diameter: 20¨ (508 mm)

• Racon SeaBeacon® 2 System 6 (Frequency of Operation: X-Band 9.3 to 9.5GHz & S-

Band 2.9 to 3.1GHz). Code: Morse Q ( - - . - ).

• Foghorn

• Acoustic Range of 0.5 miles (0.93 Km)

• “U” Letter Morse Code every 15 seconds

• Position Light (Marine Lantern)

• All Horizon (360 degrees) and visible from 10 miles (18.6 Km)

White Light

Flash/Eclipse: 0.7 sec ON – 0.7 sec OFF – 0.7 sec ON – 0.7 sec OFF – 2.1 sec ON

– 10.1 sec OFF, ¨U¨ Letter Morse Code

F.4.02 Restricted area at the Terminal

At no time shall a Tanker sail within the Terminal's restricted area unless the M&L Master is

on board the Vessel.

According to “Annex 17 of Maritime Ordinance 1/74”, a restricted area is considered the area

within a two (2) mile radius from the position of each Monobuoy.

F.4.03 Anchorage area

According to “Annex 17 of Maritime Ordinance 1/74”, anchorage of any vessel is forbidden in

an area within a two (2) miles radius around the position of each Monobuoy.

• Anchorage area for Tankers awaiting mooring to Buoy.

At the time of publishing this manual, authorities have not established specific

requirements to perform anchorage in the vicinity of Caleta Córdova Terminal;

therefore local maritime authority shall be consulted at the time of arrival at the area of

each Terminal.

The anchorage and waiting area in Caleta Olivia is duly specified in the nautical charts.

• Anchorage area for unloading or top-Off maneuvers

Masters of Vessels shall refer to all publications from the Argentine Naval

Hydrography Service or contact the Local Maritime Authority.

F.4.04 Mooring & Loading Master Boarding Area

The Mooring & Loading Master (M&L Master) shall embark the Tanker in the area he

expressly indicated during the initial communications; the Vessel shall comply with the

instructions received from the Company or the M&L Master.

F.4.05 Mooring & Loading Master embarking/disembarking


Before mooring at the Monobuoy, Tankers shall be boarded by the M&L Master and Mooring

Assistants of the Mooring Service in the area previously coordinated by radio.

The Pilot ladder shall be rigged and secured in the appropriate position for embarking, on the

Ship’s side, clear of all water discharges that may wet the personnel embarking/disembarking.

During personnel transfer, the Ship’s Officer that supervises the maneuver, shall be in direct

contact by radio with the Bridge; the Ship shall keep a Government Minimum Speed with the

machine ahead at a speed that is compatible with the Mooring Boat’s speed, so that it can keep

a comfortable position when approaching.

During embarking/disembarking, the Tanker shall not stop its engine ahead, except in an

emergency or when required by the Boat’s Coxswain.

When embarking/disembarking by means of a combined ladder, the accommodation ladder

shall be oriented astern.

If possible, Pilot’s ladder should be attached (loosely attached, not rigidly) to an

accommodation ladder at their point of transfer and both ladders should be connected to the

eyebolts on the hull.

The Tanker is responsible for ensuring transit to cargo commission while

embarking/disembarking to/from their working place.

A mechanical hoisting method of approved design may be used as an acceptable alternative to

replace the conventional ladder and to be used jointly with the accommodation ladder.

However, a mechanical hoisting method based on the use of a single rope will not be authorized

for this procedure.

The Pilot’s ladder or the combined ladder shall be rigged according to Regulation 23 from

SOLAS Convention and Resolution 1045 (77) from IMO, in compliance with OM 7/2016

(Maritime Ordinance) from the Argentine Naval Prefecture, Means of embarking and

disembarking for vessels and Pilot’s transshipment.

F.4.06 Mooring and Loading Master Generalities

Tankers shall provide food for Senior and Junior M&L Masters, as long as they remain on

board and they shall be accommodated in two (2) cabins similar to the Pilot’s cabin. In the

event the vessel does not have a Pilot’s cabin available, Masters shall be accommodated in

cabins that are similar to that used by an Officer. The M&L Master shall have access to the

bridge and central area of the vessel, including Cargo Control Room. These areas shall not be

closed, so that the M&L Master can have access any time he considers it convenient, unless

previously agreed otherwise. Moreover, M&L Master will board the vessel together with three

(3) Sailors from the mooring service, who will also be provided with meals and one (1) cabin

for resting periods during loading operation. In order to avoid disruption of the mooring

assistants rest, such cabin may only be shared with personnel involved in loading operation and

with similar duty and resting periods.

A personnel shift system of two sailors at rest and one on duty will be implemented to cover

the positions indicated by the M&L Master. For further information regarding management of

personnel embarking with M&L Master, refer to item F.8.05. Authorities or Government

Agents permanence on board. Cabins and Meals.

The services of M&L Masters are provided upon expressed agreement and with the

condition that every time M&L Masters, designated or provided by the Company, board

the Tanker only to give assistance. Neither the Company, nor the M&L Master’s

employer shall be liable for any damage or injuries that may result from instructions

given or assistance provided by the M&L Master or by his actions, when on board or in

the vicinity of the vessel he is assisting.


F.5 Mooring and Loading

F.5.01 Tanker’s Equipment

All Vessels shall comply with the requirements established by OCIMF for mooring equipment

and Manifold facilities, as well as those requirements stated by TERMAP S.A. in these Port

Regulations and in its nomination system on the website.

Furthermore, all Tankers shall be equipped and operate in compliance with the “International

Safety Guide for Oil Tankers and Terminals” (ISGOTT/OCIMF), SOLAS 74, MARPOL 73

and 78 and amendments.

▪ Control Room

In addition to the above mentioned requirements, the operation of a Vessel shall be allowed

only if the vessel has the means to supervise and perform the loading operation in the

“Cargo Control Room”, for which it shall be equipped with a VHF communication system

to contact the Terminal and personnel on duty on the deck, an overfill warning system for

each tank and a valve remote control system or “mimic” system (console that shows the

condition of each valve in the Vessel), in case valves can only be controlled from the

vessel’s deck. The valves’ console will prominently display the sequence and type of valves

that shall be activated to transfer load to a relief tank in an emergency, for those cases

where overfill of some of the tanks occurs. Such relief tank shall have a minimum volume

of 500 m3 and be empty before starting loading operations.

▪ Tankers’ Loading Level

With the purpose of keeping the overfill warning systems active, the loading of tanks up to

the overfill warning level is not permitted, unless the Tanker is equipped with an effective

additional alarm system approved by the M&L Master, who may request testing before

starting loading operations.

▪ Loading System Valves

It is required that all valves in the loading system of the Tanker are not of the type “normally

closed”, otherwise, it shall be informed to the M&L Master, in order to evaluate the

possibility to implement a special procedure about the manual use of such valves.

Moreover, if possible, the minimum closing time of the valves shall be 40 seconds. The

fulfillment of this action should not be interpreted as an implied authorization from the

Company to perform valve maneuvering without previous consent of the M&L Master and

Terminal’s Supervisors, since all valve operations shall be consulted with anticipation to

the Company’s representatives. Finally, it is required that the Manifold’s main valve be

manually commanded, for which all existing remote control mechanisms shall be blocked.

▪ Equipment for mooring and hose hoisting

Prior to the Tanker’s arrival at the M&L Master’s boarding area, the loading boom or

crane shall be rigged and ready to start lifting the mooring equipment and later the

connection hose on board. A messenger line with a minimum diameter of 1 inch and a

length of no less than 100m shall be ready on the forecastle. Capstan, winches and gears

shall be in optimum working conditions. Tanker’s mooring preparation shall be the

appropriate ones to enable mooring, including the previous release of at least one drum of


one of the winches where the Monobuoy´s pick up rope will be stowed (pickup rope of

10”diameter) from the Terminal’s mooring system.

In those cases where the drum or drums of the winches are not the type recommended by

the OCIMF, or if they do not warrant the proper rope stow, the M&L Master may choose

to require the Support Tug to replace the “pick up rope” for other rope of similar

characteristics but adequate for the task.

The Company only authorizes to haul in the mooring ropes by means of the drums of the

winches, the use of capstans or open drums ends is forbidden and requires the special

authorization of the M&L Master. In such case, mooring maneuver shall be limited to be

carried out by the Vessel’s crew only under very good weather conditions.

Over the side of the Vessel, where the Manifold to be used is located, there shall be the

necessary equipment to hoist the loading floating hose safely and efficiently from the sea

surface over the Tanker’s rail up to the Tanker’s Manifold.

The Terminal has implemented a visual inspection methodology for the hoses’ hoisting

equipment. Annex 7 presents the form where the M&L Master will register any anomaly

observed by him or by the assistants of the mooring service. If, in the opinion of the M&L

Master, the vessel is not properly equipped for mooring and loading, he may inform about

this situation to the Tanker’s Master and, in this case, the vessel shall not start mooring or

the loading hose shall not be connected until the facilities, ropes or gears comply with the

M&L Master’s requirements.

A description of the minimal equipment required is shown in Annex 19, Information on Pre

Arrival at the Terminal.

▪ Lighting

When loading operations are carried out at night the Vessel shall provide enough lighting

to the Monobuoy and the surrounding area in order to detect any contamination of the sea

due to hydrocarbons spills and to allow an easy mooring maneuver to the Terminal.

Poor lighting shall empower the Terminal to cancel operations until this requirement is

fulfilled. Any delay as a result of this situation shall be attributable to the Tanker.

F.5.02 Tanker readiness

The Monobuoy is located in open seas; therefore, from the moment the M&L Master boards

the Tanker until he leaves the ship upon completion of loading, winches and windlass on the

deck as well as all the equipment shall be at full power. Tanker’s main engines, servomotor

and any other equipment involved in nautical maneuvers, shall be at all times ready to be used,

to allow the vessel to maneuver in case of Emergency or to move away from the berth if so

required by the M&L Master. The Tanker’s crew shall be at all times in their stations, during

mooring, unmooring, loading or any other operations related to the SPM.

When the vessel is equipped with an electric clutch control to the propeller shaft, both “electric

control” of the clutch and the “manual control” shall be disconnected, in order to prevent the

engine from activating the propeller shaft when the vessel is being moored.

Constant surveillance shall be provided in the engine room, the cargo control room and the

bridge while the vessel is moored at the Monobuoy or in its proximitiy.


During loading operation, the Vessel’s personnel shall keep a permanent duty in the bow, to

verify the condition and performance of the mooring hawser and the safe distance Buoy-

Tanker’s bow. All news shall be communicated to the Officer on duty and the M&L Master.

F.5.03 Mooring Priority

The mooring sequence will be performed following a program that was established and agreed

upon between TERMAP S.A. and the Producers, providing the vessel is validly nominated and

properly equipped for mooring. In the event that mooring is delayed due to weather conditions,

the vessel shall keep its place in the waiting list, so long as it has arrived within the agreed lay

days.

If it is necessary to leave the area due to bad weather conditions, the vessel shall stay in contact

with the Terminal of the corresponding Caleta in order to be ready as soon as weather

conditions improve.

Once weather conditions improve, TERMAP reserves the right to load vessels out of the agreed

turn, providing that this procedure does not delay loading of other vessels awaiting their turn

within the established lay days. For example, if weather conditions require the Tanker awaiting

its turn to leave the area, the Company may load any other vessel that may have arrived at berth

after the first vessel, but before such vessel returns after leaving due to bad weather conditions.

F.5.04 Notice Of Readiness (NOR), Laytime and NOR acceptance

When the Tanker arrives at the anchorage area at the proximities of the Monobuoy, the

Maritime Agent shall inform TERMAP via facsimile or e-mail that the vessel is ready to load,

by means of the “Notice of Readiness” (NOR). Laytime shall start at the end of the first six

hours after the Company’s acceptance to such notice, providing that the Tanker has been

nominated to load and that the Terminal is in possession of such nomination, and operations

have not been affected or delayed due to bad sea/weather conditions that make mooring of

Tankers to the Monobuoy impossible or difficult. The acceptance of NOR issued by the Vessel

shall only be done once the M&L Master is on board and confirms that the Vessel is in

condition to moor, connect and operate without difficulties, that surveyors have approved the

conditions of the tanks and have complied with MO 1/93 (SSSCL).

NOR shall not be accepted and operations shall not start if the condition of the tanks is unknown

or if there is any other inconvenient, for which the Company shall be entitled to take on the

next Vessel already in the area or next to arrive. Laytime shall continue until the Terminal or

the Vessel indicate that loading is complete and crude oil flow to the Vessel is stopped. The

M&L Master will stamp the issued NOR indicating date and time of “reception” and the

corresponding “approval”.

F.5.05 Mooring Operations

The Company shall provide an Assisting Tug and one or two Mooring Boats to assist in the

Tanker’s mooring and unmooring. These Vessels shall be ready at the mooring berths of

TERMAP S.A. in Caleta Córdova and Caleta Olivia, and they will operate under direct control

of the M&L Masters. The biggest vessel or one of the Boats shall tow the end of the hose

moving it away from the Tanker during approaching maneuvers. Once the Vessel has reached

the right position, the Mooring Boat will tow the end of the pick up rope of the Buoy’s mooring

system, and will connect it to the Vessel’s messenger line. The Vessel will then pick up the

mooring system, thus incorporating the chafe chain to the Vessel’s chainstopper. These last


operations shall be performed when the vessel is at a reasonable distance from the loading

Buoy and when so required by the M&L Master.

Mooring maneuver is described in Section E.1 and Annex 37.

The mooring system of each Terminal consists of a high resistance mooring line with a 76 mm

chafe chain and a pick up rope, as detailed in Annex 29.

The pickup rope that is normally used by TERMAP has a 10” circumference, built in

polypropylene, with minimum breaking load of 72 tons. This rope is usually employed in

vessels up to 80,000 DWT. When the operation of a larger size Tanker is expected, if weather

conditions allow, the service vessel will replace this rope by one with special characteristics,

with higher breaking load (100 to 250 tons, depending on availability).

The chafe chain shall be secured to the Tanker’s chainstopper. All mooring details and

maneuver sequence will be directed by the Vessel’s Officer after consulting the M&L Master.

Once the Vessel is moored the messenger rope shall be unloaded and disconnected from the

Vessel’s heaving up line, in order to keep the mooring system’s the pick up rope free and ready

to be lifted without any restriction.

Once mooring is completed, two floating ropes in good conditions, with an 8” or more

circumference and 80 meters or more of length, will be deployed from the Tanker’s stern, and

will be used by the Tug to keep the Tanker’s bow away from the Monobuoy. This way, the

Tug will serve as a support boat that will keep the Tanker away from the Monobuoy and in

equilibrium with SPM-Tanker-Tug Boat system throughout the operation. In case a Tug Boat

is not available, this task will be performed using the Tanker’s engines.

In order to confirm the normal condition of the Monobuoy and its equipment, the M&L Master

and/or the shore Coxswain will carry out the visual inspection of the facilities prior to the

mooring operation. Moreover, once operations are complete, he will control in what conditions

they are left. For this purpose, he will prepare a Control Form included in Annex 5, Equipment

and Buoy Verification Checklist.

F.5.06 Hose Connection

After mooring the vessel, the Tanker rail hose shall be hoisted from the indicated side, using

the vessel’s own equipment. The Tanker rail hose has a 20” diameter (with reduction to 16”),

and has a 16” flange 150 A.N.S.I series to connect the Vessel’s Manifold. The vessel shall have

adapters and all the necessary fittings on board that enable hose connection. The connection of

the hose to the Manifold shall be performed by personnel designated by TERMAP, under the

instructions of the M&L Master and the support of the Vessel’s crew and equipment. Extra

precautions shall be taken while operating with the Tanker’s rail hose in order to avoid damage

to it or to the fittings.

Additionally, to the resources supplied by the Company, the M&L Master may require other

items from the Vessel, such as ropes or fenders to ensure a proper work of the connection hose

to the Manifold every time a Vessel has an unconventional rail-Manifold arrangement. Hose

connection maneuver is described in Section E.1.08 and Annex 37, Mooring and Hose

Connection Procedure.

F.5.07 Loading- Safety and Responsibility

Prior to starting loading operations, the M&L Master and the Officer in charge of loading

operations in the Tanker, shall discuss the loading schedule and make sure the Tanker is ready

to start loading.

Loading shall not be done without the M&L Master’s authorization, which will be granted once

the before-mentioned discussion has taken place and verifications and agreements are fulfilled,

as detailed in Annex 3, Verification Checklist on Safety and Contamination Prevention.


The Tanker’s Master shall be held responsible at all times for the safety and operations on

board the Tanker.

The M&L Master shall inform the Officer in charge of the loading operations in the Tanker

about pressures and risks in the loading procedure. For this purpose, he will present a copy as

shown in Annex 20 (Loading Procedure – OP SGI Nº 8) of this Port Regulation, which must

be complied with during operations.

The M&L Master shall not direct any aspect of the loading operation, except for those regarding

loading berth protection, related facilities and equipment. Valves handling on board the Tanker

shall be direct responsibility of the Tanker’s crew.

The M&L Master shall at all times be entitled not to start loading operations or to suspend them

and require the Tanker to leave the berth and move away from the monobuoy, any time the

mooring plan or the agreement concerning the loading plan or when safety requirements and

regulations established herein are not fulfilled; or when the M&L Master is advised or becomes

aware of any reason that, in his opinion, may require mooring and loading suspension. The

Tanker shall be held responsible for any ensuing delay, forfeiting the right to operate within

the originally assigned lay days and being forced to issue a new NOR when the reasons for the

suspension have been cleared.

Finally, loading operation will start once the following actions have been carried out, as

detailed in the loading procedure:

1) Induction to Safety, (ANNEX 5 of OP SGI 08). The M&L Master shall perform an

Induction to Safety with the personnel in charge of on board operations.

2) Establishment of the Safety Condition, (ANNEX 6 of OP SGI 08). Prior starting loading,

the Terminal Supervisor shall require the Tanker, through radio communication, to send

the “understood” answering to the message “Establishment of Safety Condition”.

3) Caution warning about prohibition of unauthorized valve operation, (Chapter II of

Operating Procedure Nº8). The M&L Master shall install on the valve control console of

the Tanker a warning sign referred to the prohibition of any valve operation without

previous coordination.

4) Pre Cargo Agreement. The M&L Master shall agree upon and document with the Tanker’s

command all the details of shipment concerning oil specification, loading parameters,

deballasting requirements, communications and emergency procedure for loading

suspension.

The documents mentioned in items 1 to 3 are included in the Procedure OP SGI 08

“Tanker’s Loading Procedure” attached in Annex 20 of these regulations.

F.5.08 Loading - Control of oil transfer

The incoming flow of oil is controlled from the pumping station ashore. The Tanker’s crew

shall frequently control the loading process of crude oil, so that the Officer in charge of the

loading operations at the Tanker may request, through the M & L Master, to reduce or stop the

incoming flow of crude oil before loading operation is completed at the last tank or tanks.


All maneuvers to open up or close down valves shall be communicated to the M&L

Master, who may request the Tank Farm to perform a full stoppage or a decrease in the

loading rate, as he considers appropriate.

Thirty minutes before completion of loading operations, a normal notice of “standby” shall be

issued for Supervisors at the Tank Farm to reduce the flow of crude oil. A minimum of ten (10)

minutes is required to stop the oil flow once the Tanker’s personnel start stopping the loading

operations.

In order to gradually decrease the incoming flow of oil to the Vessel, the pumping equipment

shall be stopped from the tank farm with enough anticipation at intervals of no less than 5

minutes in between.

The Tanker’s personnel shall be responsible for issuing this notice. The final pumping stoppage

shall be carried out only by the Terminal, for this, once at least five minutes have elapsed from

the time the last pumping equipment has been stopped, the shutoff valve shall be closed to stop

the flow of oil to the SPM. Once the Vessel detects that no oil is flowing through, it shall

proceed to close the valves in the following sequence:

1) Monobuoy Valve

2) Manifold

3) Tanker rail hose

Refer to “Maritime Documents Manual”, Annex 2, Operating Procedures, Document 6.2,

Loading Operating Procedure Number 8.

F.5.09 Pressure surge - Sanctions to Responsible Ship

A responsible Officer will supervise all operations with tanks on board. It is essential to keep

permanent contact with the Tank Farm by means of the M&L Master.

The Terminal has an Emergency Shutdown (ESD) system that stops the impeller pumps when

an unusual increase in the pressure is registered per time unit (gradient) or there is a pressure

excess in the loading system (hoses and pipes). Nevertheless, it is possible that this system is

not enough to preserve the facilities and to prevent damage of some of the components of the

crude oil transfer system, and consequently the oil spill to the sea.

In these cases, TERMAP S.A., supported by the continuously recorded information at the

pressure registers of the Terminal (pressures registered at the Tank Farm, the SPM and the

Hose Connection to the Manifold), after performing the corresponding investigation, may hold

the Tanker responsible for any damage to the facilities and/or the consequences in the

environment that may have been produced by inappropriate and/or negligent manipulation of

the Vessel’s valves.

TERMAP S.A. has the right to hold the Vessel accountable for the event, in case the M&L

Master does not receive a copy of the electronic register of valves movement taken from the

Loading Control Room, and to penalize the Vessel by cancelling loading and/or vetoing the

Tanker to perform other operations. The end of the veto or inhibition will take place when the

Tanker’s Ship Owner presents a written report to the complete satisfaction of TERMAP S.A.,

in which the causes that originated the inconvenience are detailed, as well as the actions

implemented to avoid its recurrence.


The possibility of veto or inhibition is not only restricted to those cases in which damage or

spills had occurred, but it will be applicable every time the ESD system is activated due to

inconveniences originated at the Tanker, according to the investigation carried out by

TERMAP S.A. The Ship Owner shall present the above mentioned report and shall cancel all

the additional related costs, including technical inspections, the use of assisting vessels, or any

other cost resulting from repairs or loss of profits.

Considering the relevance of this matter and its consequences, it is advisable that, before

starting loading, all Officers read and understand the warning note related to “Pressure surge”,

included in this Regulation as Annex 9.

F.5.10 Flag Signals

During loading operations, the International Code “B” Flag shall fly from the Vessel’s main

mast during the day, whereas during the night a continuous red light, all horizon, shall be turned

on, capable of being seen from a two (2) miles distance.

F.5.11 Requests for Variation of Committed Volume

It is remarked that except previous communication from the Custom Authorities, the additional

volume cannot exceed the maximum admitted by the authorities before starting the load.

F.5.12 Services and facilities provided by TERMAP

It comprises all the provided equipment, services and facilities, including the M&L Master and

Mooring sailors, Mooring Boat, Support Tug (if available), Cargo equipment, or any other

equipment at the Tanker’s sole risk.

The provision of such services and facilities shall neither be interpreted as, nor will it give rise

to, a contract. Any Support Boat, Tug or Vessel provided by the Company will be entitled to

limit their responsibility in compliance with the current laws of the Republic of Argentina.

TERMAP S.A., in compliance with its regulations and procedures, provides the “Mooring and

Unmooring” service, consisting in the operations detailed in this chapter, hose connection and

disconnection to and from the Manifold, and the transportation of Authorities, Measuring

Inspectors, personnel of this service and the M&L Master.

Finally, the Company provides a “Boat Service” that may be required by Maritime Agents to

handle the documents to and from the Tanker, which is not included in the Mooring and

Unmooring Services.

F.5.13 Flushing of the Terminal’s Oil Transfer System

Vessels mooring to the facilities must know that, upon requirement, the Terminal shall perform

the flushing of the oil transfer system (hoses and pipes). Therefore, the Terminal might:

• Require the Terminal’s pipelines flushing with sea water or

• Receive oil and water from onshore facilities, store them temporarily in the Vessel and

return them back until all the line is full of oil and ready for loading operations.

All the costs associated with the required service shall be on the Terminal’s account,

including the costs of worked hours.


The Terminal will provide the procedures, details of working pressures and flow rates.

The Terminal will take into consideration those Vessels that are unable to perform the

indicated task.

F.6 Ballast, Air Pollution

F.6.01 Precautions and regulations

The Tanker is not allowed to discharge contaminated ballast overboard, but it may discharge

ballast free of oil and exotic species. The Tanker’s Master shall be responsible to prevent any

type of hydrocarbon (crude, fuel, diesel, residue, waste, ballast contaminated water or oily

water from the bilge) and/or exotic organisms from being pumped or spilled overboard to the

sea.

In order to prevent this type of discharge, it is important to comply with the regulations on this

section and also, to avoid oil spills overboard, all scuppers on the main deck shall be securely

plugged.

After the Tanker’s arrival, and as soon as possible, tanks shall be inspected to check that there

are no traces of oil in the ballast. The discharge of ballast shall also be subject to inspection.

Should any infringement be detected, the vessel shall have to depart from berth and discharge

its contaminated ballast, according to current regulations, at a distance of more than 50 nautical

miles from the coast. All the associated time loss and costs shall be for the Tanker’s sole

account.

• Discharge of Segregated Ballast. Ballast Water Treatment System (BWTS).

The discharge of ballast from the Tankers involves a potential hazard to the environment, due

to the possibility to liberate exotic organisms into the coastal environment, such as algae and

live invertebrate organisms or in latent status, in the form of propagos, gamete eggs or larvae.

All the liberated organisms may find a free environmental niche and proliferate, causing a great

impact on the native species. As an extension of the Maritime Ordinance Nº 7/17 (DPMA),

Standards for control and management of ballast and sediments of Vessels, Annexes Nº 2 and

3, which establish the specific standards for ballast water change, in compliance with BWM

Agreement, 2004 (Ballast Water Management – OMI); and Maritime Ordinance Nº 12/98

(DPMA), Article 11, in which the obligatory change of ballast water for special areas is

established; TERMAP S.A. requires Tankers to renew ballast water of its segregated tanks out

of the coastal zones, taking water inside 150 miles before arriving at the Terminal, since the

Company does not have the facilities to treat this type of ballast waters, the Vessel’s Masters

operating at the Terminals shall inform that the ballast water was totally renewed prior to arrival

to minimize the possibility to contaminate the waters of Caleta Olivia and/or Caleta Córdova

with exotic species.

An exception to this regulation is granted to:

- Short-sea shipping vessels that usually operate with the Terminal, coming from the Port

of Bahía Blanca.

- Vessels coming from abroad with a system of ballast water treatment, in compliance

with BWM Agreement (Ballast Water Treatment System –OMI). In this case, vessels

shall present the corresponding certificate of compliance, and they shall register the use


of their BWTS/Ballast Water Treatment System, in their BWMP/ Ballast Water

Management Plan, or in TERMAP’s form, Annex 17.

• Discharge of Contaminated Ballast

The discharge of contaminated ballast in areas of operation is forbidden; should they occur, the

M&L Master shall interrupt all maneuvers and inform the Argentine Naval Prefecture.

All resulting delays shall be sole responsibility of the Tanker. When the Tanker leaves the SPM

to discharge contaminated ballast, clean its tanks and hull or for any other reason causes a

delay; such delay cancels the Notice of Readiness (NOR) already performed and at the same

time, the vessel losses the priority to load.

Tankers in this situation of contingency shall renew their Notice of Readiness which, once

accepted by the Company, will enable the Vessel to come in again to continue loading.

Masters are warned that, when disposing of contaminated ballast or bilge water 50 or more

nautical miles away from the Argentine coast, all pipes, suction pumps, filters and pumps that

will be used later to discharge clean ballast, must be cleaned in such a way that there is no

possibility of even a minimum part of polluting material being spilled to sea during the stay at

TERMAP S.A.’s facilities.

F.6.02 Minimum Ballast required

Tankers shall have enough ballast or load (25 to 33% of their dead weight) for a safe maneuver,

and whenever possible, they shall arrive at the loading berth properly trimmed and with the

propeller(s) fully submerged or as maximum with a third (1/3) of the diameter of the propeller

emerging from the water. The M&L Master may refuse to allow mooring until, upon his own

judgment, the vessel does not have the proper trim for a safe maneuver.

Upon completion of mooring operations and at any time during loading operation, the vessel

shall keep a condition of stability and trimming that, in the M&L Master’s judgment, is enough

to maneuver safely when leaving the Terminal.

F.6.03 Surveillance and control

Tankers shall constantly monitor the side from which segregated ballast is discharged, in order

to detect any sign of discoloring or oily film on the water.

In the event of any such occurrence, the discharge of ballast shall be immediately suspended.

Investigation on this matter will be carried out and the results will be informed in written to the

M&L Master. Discharge shall not continue without authorization from the M&L Master.

If, during an inspection or loading operation, it is discovered that the tank or tanks are not

watertight between loading tanks and ballast tanks, in order to avoid any oil spill, the M&L

Master may refuse to load the vessel until there is evidence that it has been satisfactorily

repaired to the satisfaction of the Society of classification or register of the Tanker.

In addition to the lights normally used, moored Vessels are required to have lights at night or

in conditions of poor visibility, and also to light the surrounding area with all their available

lamp-reflectors during the discharge of clean ballast and the loading of oil, in order to be able

to detect any sign of oily spill.


Vessels without suitable lights shall not be allowed to load at night and will bear responsibility

for such delay. Moreover, the following situations shall be informed:

1. If the entire ballast water was renewed before arrival at the Terminal.

2. If the Vessel has an automatic sampling system to detect hydrocarbon traces or gases

to warn the possible contamination of ballast.

3. The type of automatic sampling system of ballast water.

4. If the sampling system will be active throughout the operation.

5. If the discharge of segregated ballast will be carried out over the sea surface in a

properly illuminated area (night operation).

6. If a permanent inspection duty will be active, in order to observe the discharge of ballast

water to the sea.

Items 1), 5) and 6) are obligatory requirements for deballasting; however, if item 4 is

affirmative, the indicated duty in item 6) could be intermittent.

Refer to Annex 15, Segregated Ballast Water Statement for details on the conditions established

by TERMAP S.A. that must be followed by the Tanker in order to deballast.

F.6.04 Simultaneous loading and deballasting

Tankers equipped with segregated ballast may discharge segregated ballast and load oil

simultaneously, subject to the M&L Master’s approval.

For the case of those Tankers with ballast discharge pipes that go through loading tanks, the

Company recommends, whenever possible and applicable, the following:

1) These ballast pipes shall be used before loading the loading tanks with oil and/or

deballasting shall be carried out during daytime.

2) The discharge of ballast to the sea shall be carried out over the surface of the water

(floating line).

When these recommendations are not applicable, it is required that the Tanker’s Master

implements a continuous round of inspection on the quality of the deballasting, at intervals of

no more than two (2) hours.

The Company is allowed to make exceptions to this rule if the vessel is provided with an

automatic system to monitor the quality of the discharged ballast, in which the content of

hydrocarbon in it is indicated in parts per million (ppm).

F.6.05 Maritime Ordinances for Vessels

Tankers that sail towards the facilities of the Company shall know and comply with the rules

established in the Maritime Ordinances (MO), as appropriate:

• MO Nº 1/74 “Particular Regulation of vessels at the port”.

• MO Nº 1/93 “Verification checklist to prevent contamination in hydrocarbon loading

and unloading by bulk at Ports, Terminals, Loading Platforms or Monobuoys”.

• MO Nº 12/98 “Designation of special protection areas in the argentine coast”.

• MO Nº 13/98 “Routes of Vessels transporting hydrocarbon and liquid toxic substances,

by bulk, in national maritime navigation”.

• MO Nº 7/2016 “Means of embarking and disembarking for vessels and Pilots

transshipment”.

• MO Nº 7/2017 “Standards for control and management of ballast water and sediments

of vessels, naval crafts or other floating structures”.


• MO Nº 5/2018 “Standards for safety operation management for the Vessel and

contamination prevention”.

F.6.06 Liability for Contamination

The Master, Ship Owners or Charterers of the Tanker shall be liable for any damage to the

Argentine territory or waters caused by contamination, and will have to pay any applicable

fines or penalties in compliance with argentine laws.

In order to be allowed to moor and load, Tankers shall have to evidence their membership to

the ITOPF (INTERNATIONAL TANKER OWNERS POLLUTION FEDERATION LTD.)

and membership to some P&I Club (Protection and Indemnity Clubs) member of the “IGP&I

Clubs” affording protection against risks additional to those covered under ordinary Hull

Insurance, as well as nominate, in advance, an oil spill response Company, in case of

contamination to the waters and/or coast.

F.6.07 Ballast Water Management Plan

All Vessels must comply with the IMO A.868 (20) Resolution and shall have the information

required by the Ballast Water Management Plan available, from which the last movements

shall be presented to the M & L Master. In case this information is not duly documented, the

register of TERMAP S.A. “Ballast Water Reporting Form”, in Annex 17, may be required to

be completed.

F.6.08 H2S and Mercaptans

Vessels arriving at TERMAP S.A.’s Loading Terminal having previously transported high H2S

content cargo, are required to purge their cargo tanks prior to arrival. Such vessels shall

confirm, by means of the form “Vessel pre-arrival information”, that the atmosphere of their

loading tanks contains levels of H2S below 5 ppm (Threshold Limit Value).

Those Tankers with loading tank atmosphere of more than 5 ppm of H2S shall not be

moored. All associated delays, losses and costs shall be on the Vessel’s account.

During loading operations, the Tanker’s personnel shall be responsible to control the

concentrations of H2S in the areas of the main deck. In the event that concentrations exceed 5

ppm, the M&L Master shall be informed of this situation and he will instruct the Mooring

Assistants to temporarily leave the Vessel’s deck until further instructions.

In order to continue with the operations, the command of the Tanker shall present for the

consideration of the M&L Master the procedure to be followed. This procedure shall comply

with the recommendations of item 1.4.6.3 of ISGOTT, 6th edition (item 2.3.6.4, 5th edition),

and be formally documented. Later, the M&L Master will consult with the Company if the

safety measures presented by the Command of the Tanker are enough.

Similar actions shall be considered in case the presence of mercaptans is detected.

F.6.09 Stability of Vessel During Liquid Transfer

The Tanker’s Master will ensure that whilst the vessel is moored at the Monobuoy, it has an

initial metacentric height (GMo), corrected by free surface, and measured at 0º heel, of no

less than 0.15 m.

F.6.10 Restriction of use of exhaust gas treatment systems with discharges to the sea

(scrubber - open loop)


As reported by the local coast guard ( PNA – Prefectura Naval Argentina), the use of exhaust

gas scrubber systems with discharges to the sea (open loop) is not allowed in waters under

national jurisdiction.

The Argentine Republic is close to ratifying Annex VI of the MARPOL Convention and is

developing a regulation that will deal with this particular issue. Until then, the use of these

systems is not allowed in its waters.

F.7 Safety & Security

F.7.01 Safety

The Tanker’s Master is responsible for the overall safety on board and must permanently

evaluate the multiple potential risks involved in a loading operation.

The Tanker’s crew, as well as all the personnel temporarily onboard, must respect the safety

rules generally complied in the Oil & Gas industry, as well as the Requirements and

Regulations established in this Manual. Moreover, the recommendations from the last edition

of the “International Safety Guide of Oil Tankers and Terminals” (ISGOTT) shall be

considered, as well as all related topics included in the last edition of “Ship to Ship Transfer

Guide” of OCIMF.

If any precaution, requirement or regulation imposed by the Company, including those

established in the Fire Regulation and Smoking Restrictions attached in Annex 4 of this

Regulation, is neglected by the Tanker’s Master, Officers or Crew, this shall be sufficient cause

to reject the vessel and make it leave berth if it was already moored. As long as the Tanker is

anchored or in the loading berth, its crew and all the operations it may perform shall comply

with the provisions on this Chapter.

F.7.02 Ship/Shore Safety Check List (SSSCL)

After mooring the Vessel and prior to starting loading operations, the Ship/Shore Safety Check

List shall be prepared. This Check List is intended to verify compliance with the safety and

contamination prevention requirements, in order to avoid or remove any risks that may affect

the normal operations or the safety of the Vessel, the Terminal and all the personnel. This

Check List must be completed item by item by the Loading Officer together with the M&L

Master.

A copy of this document is attached in Annex 3, Ship Shore Safety Check List.

F.7.03Precautions to take by the Vessel during Operations

The operation will be handled by enough crew members under the supervision of a responsible

Officer, who will guarantee its control and proper surveillance, in order to comply with the

safety standards and take efficient action in the event of an emergency.

In this way, and specially in order to comply with item 22.5.4 of ISGOTT, 6th edition (item

23.5.3, 5th edition), the Tanker’s Master will provide a permanent duty in the Vessel’s bow to

ensure the condition of the mooring line and to verify that it has enough tension throughout the

operation. During this duty, the personnel shall report immediately to the Officer on duty on

any total loss of tension of the mooring line and /or on the dangerous approach of the Vessel’s

bow to the Monobuoy, as well as the presence of hydrocarbons on the sea surface in the

proximities. This permanent duty will be independent from the duty provided by the Mooring

Service. The M&L Master may agree with the Vessel’s Master that occasionally only one of


the bow watch-keepers (the one provided by the Vessel or the one provided by the mooring

Service) may be temporarily absent.

For this purpose, the corresponding communications shall take place in order to guarantee and

confirm an effective permanent duty in the relative position of the SPM – Vessel’s Bow, a

condition of tension in the mooring hawser and the condition of the sea surface, free of

hydrocarbons.

Therefore, the Vessel shall comply with item 11.4 of ISGOTT, 6th edition (item 7.4, 5th edition),

as regards being able to move on its own in case of an emergency, whether to sail or, if

necessary, to maneuver in case of any inconvenience to maintain the relative position of the

Buoy- Tanker’s Bow.

The Vessel’s engines, servomotor and any other essential equipment, as well as all the

machinery on deck shall be at all times ready to maneuver immediately and thus, allow the

vessel to leave the area as soon as so instructed by the M&L Master or Vessel’s Master.

All openings and ventilations in the deckhouse compartments and machinery facing the main

deck or the tank deck (doors, bull eyes or other openings through which gases may come in),

shall be kept closed during operations.

Smoking is strictly forbidden on board the Tanker and in the loading berth, except on areas

specified by the Master for this purpose. The Master shall be responsible for ensuring that all

the

personnel on his Vessel is informed about the areas where smoking is allowed and, to that

effect, shall have the appropriate signs placed. The M&L Master may request the Tanker’s

Master to impose stricter smoking restrictions, whenever circumstances make this advisable.

The personnel must be warned not to carry lighters or matches when in the smoking restricted

areas.

The Tanker’s Master shall instruct the Officers and crew not to throw lit cigarettes overboard

or from the portholes. In some occasions, smoking will be completely forbidden.

The use of portable lamps, hanging lights or electrical devices connected with extensible cables

is forbidden. The use of electrical devices on deck will only be authorized if they comply with

the safety standards for this type of operations.

All hatch covers in cargo tanks and sounding or sighting lids should be kept closed, except

when the tanks are to be manually probed or sounded, in which case sounding lids may be

removed for the corresponding testing or sounding.

Tank ventilation (exhaustion) must be carried out only by means of the venting system

provided for that purpose.

When the Tanker is being loaded, no supplies can be moved on the upper deck or goods be

transferred on board the Vessel from smaller boats.

Inspection of any kind is forbidden (by the Ship Owner, classification company or PNA-

Argentine Naval Prefecture) as well as any activity diverting part of the crew or requiring the

testing or trial of any circuit, element or mechanism that is related to the normal loading

procedure.

The execution of cold or hot repair work is forbidden while the vessel is moored at the SPM,

including boiler work, chipping, etc.

Those tasks that are likely to generate sparks and ignite explosive mixtures must not be

performed. For instance:

• Hitting the handles of tanks’ lids or the Tanker rail hose with metal tools.


• Mooring to the Buoy with the engine room exhaust ducts and their corresponding dirty

spark arresters.

• Cleaning shall be performed before mooring, and be documented in the corresponding

Logbook.

• Funnel and bolier duct blowing. All burners, ducts, heat protectors, exhaust manifolds

and spark arresters shall be kept in good working conditions and clean.

• Funnel and boiler duct heat protectors must not be used while at berth.

• Under no circumstance, shall highly volatile cleaning solvents should be used in the

engine room while the Tanker is at the loading berth.

The opening, washing and degassing of the Vessel's tanks is not allowed. Individual air

conditioners should be disconnected and not used, unless they are certified by competent

authorities that allow them to work safely in flammable areas. If a central air conditioner unit

is working, it should be operated in recirculation mode.

The Tanker’s radar equipment must not be activated while the Vessel is operating with cargo

or ballast. The use of non-explosive VHF/UHF radios is allowed for cargo maneuvering and

safety operations. The satellite communications system may be used during loading operations.

The AIS system shall be kept on at the minimum level of power that allows its

intercommunication with the Support Tug. The AIS system is used by the Support Tug Vessel

and the Terminal to permanently control the relative position of the “Monobuoy- Tanker-

Tug” system.

Cellular telephones may only be used in the Tanker’s deckhouse.

An effective firefighting watch should be maintained at all times on the deck and in the engine

room. The Tanker's fire extinguishers, as well as the manifold portable extinguishers, shall be

ready for immediate use. Fire hoses, long enough to reach all areas in the Vessel, should be

connected to the hydrants and the line on deck should be pressurized.

All recommendations included in the latest issue of the OCIMF's "Ship to Ship Transfer

Guide" and on the last edition of the "International Safety Guide for Oil Tankers and

Terminals" (ISGOTT) shall be strictly complied with as regards Tankers' loading and

discharge.

The only exposed flames that will be allowed while the vessel is at the loading berth are those

of the boilers and the galley equipment. There must be at all times enough fire extinguishers

near the galley and the boilers, provided they do not represent a risk of gas ignition in normal

operations.

The use of battery fed cameras or video cameras is forbidden, unless they have a non-explosive

certificate.

F.7.04 Safety actions taken by the Company

TERMAP has implemented the following actions to guarantee the safety conditions and

minimize the possibility of risk during loading and mooring operations:

• Safety in Mooring and Connection maneuvers

• Safety in Loading Operation

Refer to sections E.1.05 and E.2.02 for a description of such actions.


F.7.05 Departure from the facilities

After completion of the operations, the Tanker shall not be allowed to remain moored at the

Terminal.

F.7.06 Operational Safety

• Prior to approaching and while at the SPM

Anchors shall be in their bullnoses, with brake on, with chainstopper and sea lashing placed.

No work on windlass or anchoring gear that requires releasing the brake or removing the

chainstopper is allowed while at the SPM.

• Prior to starting the load

Compliance with the following conditions must be ascertained:

- The Vessel is safely moored.

- The mooring hawser has enough tension and the SPM is between the "10" and "02"

o’clock position from the Tanker’s bow.

- The ship/shore communications shall be established (main and auxiliary) with the

onshore loading station.

- The Vessel must have a fully operational inert gas system prior to the commencement

of loading operations. All cargo tanks should be empty, including those loaded under a

positive pressure and fully inertized with gas at 8% or less of 02 content.

- The tank level remote control and overflow warning systems should be in operation and

in good working order.

- All unused connections and the manifolds, including the stern discharge, shall have

blind flanges, properly adjusted with all required bolts and gaskets.

- The Camlock coupling of the Tanker Rail Hose shall be properly connected and the

maneuver valves shall be ready to operate.

- No open flames, people smoking, or any other circumstance entailing risks shall be

observed on board the Vessel.

• During operations

The Vessel’s Master must ensure that:

- At all times there shall be at least one Officer and two members of the Tanker's crew

on duty, available and in charge of operations on the deck.

- At all times, while the Tanker is moored, there shall be at least one engineer on duty,

available and in charge of the engine room.

- There shall be permanent monitoring of the “tandem” condition of the SPM-Tanker-

Support Tug system. The SPM shall be between the “10” and “02” o’clock position

from the Tanker’s bow and he Support Tug between the “04” and “08” o’clock position

from the bow.

- The Officer on duty, from the Bridge or the Cargo Control Room, shall have enough

information about the meteorological conditions and the safe mooring and operation

situation and is provided with the proper means of communication to immediately

require, whenever necessary, the start up of the main engine and the urgent presence of

the Master in the Bridge to maneuver the Vessel.


- The Terminal’s Pump Room shall have a suitable intercommunication system with the

vessel, in order to control the operation and for emergency stoppage.

- The operations shall be started and ended slowly, according to the loading procedure

authorized by the Terminal (loading Operation).

- The hose line shall operate correctly and without leaks in its connections and fittings.

- There shall be no leaks or spills in the pipeline system or in the receiving tanks.

Operation Stoppage

Operations shall be stopped under the following circumstances:

- When the Tanker’s Bow dangerously approaches the SPM and/or the mooring system

has no tension (mooring line in contact with the surface of the sea).

- When there are winds of such intensity that may jeopardize the safe mooring and

operation.

- When there is an oil spill on the Vessel’s deck or SPM, whether or not it reaches the

surface of the sea.

- When there is fire in any sector of the Vessel. In the event of fire in any sector,

regardless of its extent, a fire alarm shall go off immediately. This fire alarm shall

consist in a constant blow of a whistle onboard the Tanker, together with a continuous

ringing of its bell. All loading and ballast operations shall be immediately interrupted

and loading hoses shall be disconnected. The Vessel shall then be unmoored.

- During electric storms.

- In the event of fire at the onshore Storage Plant.

- In the case of any circumstance that implies a hazardous situation.

The Support Tug Vessel may immediately provide, if it is not required for the emergency

unmooring of the Tanker, a first response to the fire produced on board.

After Completion of Operations

The valves of the Monobuoy and the Vessel’s Manifold shall be closed, according to the

procedure authorized by the Terminal (Loading Operation). Blind flanges shall be placed in

the end of the Tanker rail hose in order to prevent any type of oil spill.

F.7.07 Environmental Protection

The Vessel is required to establish the measures to prevent any possible spills and shall have

the means to provide a response if necessary.

Vessels shall be equipped with pumps and absorbing elements ready for immediate use in case

of an accidental spill on deck.

F.7.08 ISPS Code- International Ship and Port Facility Security Code

The Amendment to Chapter XI-2 of the International Convention for Safety of Life at

Sea (SOLAS 74/78), which implements the International Ship and Port Facility Security Code

(ISPS Code), became effective on July 1st, 2004.

For this reason, TERMAP SA implemented the Port Facility Security Plans corresponding to

the Monobuoys of Caleta Córdova and Caleta Olivia, whose Port Facility Security Officers

(PFSO) and contact points are indicated in below:


Walter Fabian Chaves Gonzalo Marcelo Mayol

PFSO Head Caleta Córdova & Olivia PFSO Substitute Caleta Córdova & Olivia

[email protected] [email protected]

+54 297 154935691 +54 297 156259408

Marcelo Fabián Vilche José Luis Marzocca

PFSO Substitute Caleta Olivia & Córdova PFSO Substitute Caleta Córdova & Olivia

[email protected] [email protected]

+54 297 156249722 +54 297 156248676

The fulfillment of the dispositions of the ISPS Code is certified by the Argentine Naval

Prefecture, governmental institution that issued the Statement of Compliance of the Port

Facility of Caleta Córdova and Caleta Olivia Terminals, whose copies are included in this

regulation (Annex 34 & 35).

Due to the relevance of this matter, TERMAP requires that all Vessels that operate in its

Terminals shall have their International Ship Security Certificate in force and approved and

that the Ship Security Officer shall send via email or fax, 72 hours before mooring, any

requirement, question or doubt that may arise in order to avoid delays in mooring and crude oil

loading.

The M&L Master shall act as an PFSO representative on board the Tanker and shall provide a

list of the personnel that will be involved in the Vessel-Terminal interface, thus applying the

ISPS Code.

F.7.09 Access to the Facilities

The access to the facilities is restricted and limited to authorized personnel.

Information about the requirements to access to the facilities may be obtained through the

local Maritime Agencies operating in the area or through:

Estudio RUBI SA

[email protected]

Tel - Fax.: +54 0297 4069566

Grecia N°675 EP 1 OF 4 – Comodoro Rivadavia – Chubut – Argentina

F.8 Port Services and Requirements

F.8.01 Documents

Upon arrival at the Terminals in Caleta Olivia or Caleta Córdova, the Vessel shall be

provided with all the information required by the authorities and maritime agencies, in

order not to delay operations.



The following documents are required:

▪ Health Declaration

▪ Crew List

▪ Clearance from last port of call

F.8.02 Flag

When sailing through Argentine territorial waters, Tankers shall fly the Argentine flag from

the foremast in daytime hours.

Argentine territorial waters extend over 12 nautical miles from the shore outward to the open

sea.

San Jorge Gulf is considered inland waters and, therefore, all the interior waters correspond to

the Territorial Argentine Sea.

F.8.03 Repairs and/or Inspections

While the Vessel is in the anchorage area or in the SPM, the main engines should not be out of

service for minor repairs o maintenance.

In the event that during an emergency disassembling is extremely necessary, thus leaving the

propulsion plant out of service, this action shall be previously coordinated between the M&L

Master, Vessel’s Master, Termap’s Maritime Superintendent and with the support of the

Maritime Agent, in order to plan/foresee Support Tug assistance or External Assistance, if

necessary.

In addition, any kind of inspection while loading is forbidden (carried out by personnel from

the Ship Owner, Classification Society or Navel Prefecture), since it may divert part of the

crew involved in loading supervision, or implies the testing or trial of some circuit, element or

mechanism, related or not to the normal loading procedure.

This restriction comprises as well particularly all those components of the ballast and loading

systems, whose repairs or inspections shall be performed outside the Terminal, without

exceptions.

F.8.04 Government Agencies

In the city of Comodoro Rivadavia there are important government agencies, such as Customs,

Immigration and Public Health Inspections, Port Authorities, Argentine Naval Prefecture and

the Police. If Customs Inspectors, members of the Naval Prefecture or of any other agency are

on board the Tanker, they shall be provided with meals. Tankers arriving at the SPM shall be

equipped with a Pilot’s ladder for the agents to embark.

The authorities of Health, Custom and Naval Prefecture will visit the Vessel at arrival, and the

Maritime Agent must take all necessary provisions.

F.8.05 Authorities or Government Agents permanence on board

The following personnel will remain on board during all operations:

- Two (2) M&L Masters (Two Seniors or one Senior and one Junior when the loading

operation takes more than 24 hours or the vessel has a foreign flag) (Mooring &

Loading Master Senior and Junior)

- One (1) Pilot

- One or Two (1 or 2) Representatives of the Argentine Naval Prefecture


- One or Two (1 or 2) Surveyor/Loading Inspector

- Three (3) Assistants / Sailors of the Mooring Service

The personnel of Customs and Health will disembark after carrying out controls.

All the personnel above mentioned will be provided with meals at the usual eating hours,

adjusted to the western style if possible. Moreover, they shall be also provided with individual

cabins:

- One (1) cabin for each M&L Master

- One (1) cabin for the Pilot

- One (1) cabin with at least two (2) beds for Assistants/Sailors, which will be used in

rotating shifts of two assistants at rest and one on duty. In order to avoid resting

disruption of the personnel, this cabin can only be shared with personnel involved in

loading operation with periods of duty and rest similar to those of the Assistants/Sailors.

The Naval Prefecture representative(s) and Surveyor(s) shall have accommodation in single

beds, in individual or shared cabins.

F.8.06 Quarantine Provisions

According to the International Practice, the Vessels that approach shore shall hoist the

¨QUEBEC” flag until the authorities carry out the inspection and freeing. At night, a red light

shall be turned on above the white one, until liberation is granted.

While moored at the SPM, Tankers shall keep a “BRAVO” flag during the day and a red light

during the night, during the length of their full stay.

F.8.07 Consulates

In addition to consulates in Buenos Aires, there are consular agencies for Chile, Italy, South

Africa and Spain in Comodoro Rivadavia.

F.8.08 Visitors and Change of Crew

Except in case of medical emergencies, Visitors or Vessel crew shall not be allowed to embark

or disembark while at the SPM. However, TERMAP will be able to assist in special situations

not described herein.

F.8.09 Supplies

Provisions, supplies and stores shall not be provided at the SPM.

Any enquiries concerning the availability and loading of stores and supplies shall be submitted

by the Maritime Agent.

F.8.10 Emergency Medical Care

If emergency medical care is required during loading, this request shall be coordinated with

the M&L Master. This information will be transmitted to the Maritime Agent and the PNA

(Argentine Naval Prefecture).

The embarking of the Medical Care shall be authorized by the Argentine Naval Prefecture.

Although there are no medical or hospital facilities at the Terminal, they will be available in

Comodoro Rivadavia or Caleta Olivia.

F.8.11 Maritime Agents

The Company renders no services as a Maritime Agent. Tankers should request these services

from their own agents.


F.8.12 Smuggling

Vessels without authorization from the M&L Master are forbidden to approach the Tanker

during its stay at the SPM. In order to prevent any unauthorized elements to come on board,

M&L Masters are also suggested to prohibit the approach of any vessel to the Tankers while

they are at the SPM or in its vicinity.

F.8.13 Waste

It is forbidden to throw any kind of waste overboard. Waste shall not be received at the

Terminals either.

In this way, Vessels shall refer to the regulations issued by the Argentine Naval Prefecture for

waste treatment.

F.8.14 Disembark of Cargo Commission

If Hydro meteorological conditions do not allow the cargo commission to disembark

(Authorities- Cargo Surveyor- M&L Masters- Pilot- Mooring Service Personnel) by the usual

means (Mooring Boat or Tug), the Vessel shall remain in the awaiting anchorage area, until

the above mentioned conditions improve, thus allowing a safe transfer.

In the event that it is vital for the Vessel to continue its voyage, the commission will disembark

at the port or roadstead closer to the course of its destination.

The coordination and means of disembark will be carried out by the Vessel’s Maritime Agent,

who will be in charge of all related costs.

F.8.15 Absence of Authority

In case that Argentine Authorities (PNA, Immigration, Custom, Health, etc.), the Pilot or the

Cargo Surveyor do not turn up at the appointed time at the embarking site, the M&L Master,

the Maritime Agent and the Maritime Superintendent of TERMAP S.A. will follow the steps

below:

1) The M&L Master will contact the Maritime Agency, reporting the anomaly.

2) The M&L Master will inform the Maritime Coordinator, or the Maritime

Superintendent, and will remain stand by with the authorities present at the

corresponding Base/dock offices.

3) The Maritime Coordinator, or the Maritime Superintendent, will consult the Agency

about the nature of the delay or the reason why some authorities are absent.

4) The Maritime Agent will make all the related enquiries to normalize the situation or to

get permission from the PNA (Argentine Naval Prefecture) or Customs to start mooring

the Tanker and initiate operations normally. The Agent will also keep the information

updated for the M&L Master. If his management has a negative result, he will inform

the Maritime Coordinator or the Maritime Superintendent about this situation.

5) In the case of the Cargo Surveyor, the Maritime Agency will only update the Vessel’s

time of arrival, being the responsibility of the measurement Company to present, in

time and place, the personnel that will board the Tanker, making all the necessary

contacts with the Maritime Agency and the M&L Master.

F.9 Port Fees

Except as otherwise provided in this manual, the Company shall pay no fees for or on behalf

of Tankers arriving at the Terminals of Caleta Córdova and Caleta Olivia. Any question


concerning such fees, taxes or duties shall be dealt with by means of the Maritime Agent.

"Mooring and Unmooring", "Lighterage" or "use of Tug" services shall be collected by the

Company as per current scale of charges.

The rates in force will be able to be consulted in the offices of TERMAP S.A.

F.10 Communications

F.10.01 Notice of Arrival (ETA)

Tankers, their Ship-Owners or Maritime Agents shall send a facsimile or e- mail with the

message of Estimated Time of Arrival (ETA) to the Company at least 72 hours prior to their

arrival at the Terminals of Caleta Córdova/Caleta Olivia.

Subsequent ETA messages shall be reported to the Company when the Tanker is 48hs and 24hs

away from the Terminal, confirming or informing of any change in the first ETA message

(72hs), and in any other moment after the 24hs message if a change of more than one hour in

the ETA should occur.

The ETAs shall be sent to the following e-mail addresses of the Maritime Coordination of

TERMAP:

- Mr. Jorge De Cillia: [email protected]

- Mr. Cesar Orquera: [email protected]

Or, alternatively, to TERMAP S.A. telefax: +54 0297 - 447 9291

F.10.02 Pre - Arrival information to be sent by the Tanker

In addition to the Notice of Estimated Time of Arrival (ETA), Vessels coming from abroad

must present the following information to TERMAP S.A. at least 24 hours prior to their arrival

at the Terminals of Caleta Córdova or Caleta Olivia.

• “Tanker’s Pre-Arrival Information”. See Annex 10.

F.10.03 Pre - Arrival information to be sent by the Terminal

TERMAP S.A. recommends Maritime Agencies to send the following document to the

Tankers prior to their arrival:

• “Terminal Pre-Arrival Information”. See Annex 19.

F.10.04 Initial radio communications

The initial radio communications between the Tankers and the Company shall be established

by radio, marine band, Channel 68/69 VHF.

F.10.05 Ship-Shore Communication

The Terminals and Shore base from where mooring boats operate are equipped with VHF

radio/telephones and keep watch over VHF 68/69 (*) channels. At least 12 hours prior to the

Tankers arrival at the Terminals, a radio watch surveillance must be kept over VHF 68/69 (*)

channels. Masters are advised to use these frequencies as soon as the Tanker is within the area




or to communicate to the telephone numbers below in order to exchange information about

arrival and avoid delay in operations.

• Caleta Córdova:

Shore base: +54297 459 0138 and / or Terminal: +54 0297 459 0056

• Caleta Olivia:

Shore base: +54297 485 4934 and/ or Terminal: +54 0297 485 2686

(*) Note: The following VHF operation channels must be covered for Ship/Shore communication.

• Caleta Córdova Terminal: VHF Marine Channel 68

• Caleta Olivia Terminal: VHF Marine Channel 69

F.10.06 Radio Watch

While the Tanker is in the anchorage area awaiting to moor, radio watch shall be kept over

frequency channels VHF 16 and 68 (in Caleta Córdova) and VHF 16 and 69 (in Caleta Olivia),

unless otherwise agreed with the M&L Master.

F.11 Additional Information and Documents

F.11.01 Maintenance of facilities

The company maintains the facilities in order to permanently assure that the service is provided

efficiently and safely. Maintenance jobs carried out respond directly to the experience of the

Company’s personnel for the Terminal’s maintenance and operation and are based on the

recommendations of the different documents from OCIMF (Oil Companies International

Marine Forum), maintenance recommendations from the Monobuoys’ manufacturers,

classification rules from the ABS (American Bureau of Shipping) and good practices.

F.11.02 Monobuoy’s Maintenance windows

The maintenance routine jobs are carried out in the available time periods between the assigned

operational windows for the Tankers, monthly scheduled in the Final deliveries and embarking

program (PEEF – Programa de embarques y entregas final).

These available periods are considered by TERMAP S.A. as “exclusive time for maintenance”

reserved for the facilities.

In case of major intervention jobs (such as: change of floating hoses, submarine hoses, hawser,

anchor chain, Monobuoy; general class inspection, etc.) a longer and uninterrupted time period

is required and such jobs shall be identified in the PEEF above mentioned. This kind of jobs

demands the mobilization of extra personnel and equipment and therefore, it cannot be delayed

or interrupted.

F.11.03 Information for Vessel nomination

All Vessels operating at the Terminals of Caleta Córdova and Caleta Olivia shall be nominated

at least 7 days in advance. Nominations will be carried out through the website

https://nominaciones.termap.com.ar/, which only Oil producer companies duly enabled by

TERMAP may have access.

F.11.04 Vessel Performance Report (VPR)

https://nominaciones.termap.com.ar/


Once the Tanker leaves the Terminal, the M & L Master must fill the VPR (See Annex 18) in

order to evaluate the Vessel’s performance in the operation. This report shall be filed at the

central office of TERMAP S.A.

In case the report contains relevant information, a copy may be sent to the Vessel’s Shipper

and/or the Ship owner and to the Vetting system of reference used by the ship owner or by

TERMAP.


G) GLOSSARY

ERR: Emergency Response Room located at TERMAP’s headquarters.

ETA: Estimated Time of Arrival.

HAZARDOUS AREA: The external area onboard the Tanker, where there is risk of presence

of flammable gases. In this area, smoking is forbidden, as well as performing any type of hot

work or using tools or instruments that may generate sparks.

HYDROGEN SULFIDE (H2S): Colorless gas of unpleasant odor, similar to rotten eggs.

ICA: Interbusiness Cooperation Agreement (CCI- Convenio de Cooperación Interempresario).

IMO: International Maritime Organization (OMI-Organización Marítima Internacional).

ISGOTT: International Safety Guide for Oil Tankers and Terminals.

ISPS: International Ship and Port Facility Security Code (PBIP- Código de Protección a los

Buques y a las Instalaciones Portuarias).

ITOPF: International Tanker Owners Pollution Federation Ltd.

MARITIME AUTHORITY: It refers to the Argentine Naval Prefecture (PNA), the institution

that represents and exerts police and safety authority for people, property and environment, in

the jurisdiction of Nautical and Loading Operations.

Comodoro Rivadavia PNA

With jurisdiction over the area of Caleta Córdova Terminal

Telephone number: 0297 - 447 3863

Radio: VHF Channel 16

Caleta Olivia Sub Prefecture:

Telephone number: 0297 - 448 1275

Radio: VHF Channel 16

MERCAPTAN: Colorless gas of unpleasant odor, similar to rotten cabbage.

MILE: A nautical mile of 1852 meters of length.

MOORING AND LOADING MASTER (M&L MASTER): Overseas Captain appointed

by the Company, who is highly experienced and in charge of the coordination of loading,

mooring and unmooring operations onboard the Tanker. He is TERMAP’s representative

onboard and stays on the Tanker before mooring and after unmooring.


MOORING STRESS: The tension in the mooring line measured by means of a sensor located

at the anchor shackle of the mooring system to the Buoy’s rotating platform.

NOR: Notice of Readiness.

OCIMF: Oil Companies International Maritime Forum.

PFSO: Port Facilities Security Officer (OPIP- Oficial de Protección de la Instalación

Portuaria).

PRESSURE AT MANIFOLD: The pressure measured in the Camlock bridle of the

connection hose, immediately before the inlet of the loading Manifold of the Vessel.

PRESURE AT PLANT: The pressure measured at Plant, onshore, in the outlet manifold of

the pumping units.

PROPAGOS: Name given in biology to all latent forms of the reproductive cycle of some

inferior species that produce a space distribution in reproduction, in this case, in the marine

environment. E.g.: gametes, eggs and larvae.

RESERVED AREA FOR TANKER OPERATIONS: The area indicated in the argentine

charts H-356, H-357 A, H-359, H-310 and 37, where only Tankers performing mooring and

loading operations are allowed to sail.

SAFETY CHECK LIST: The check list established by the Argentine Naval Prefecture, in the

Maritime Ordinance Nº 1/93, with similar content to the ISGOTT Ship Shore Safety Check

List (SSSCL).

SPM (Single Point Mooring): A Single Point Mooring consisting on a Buoy (Monobuoy)

built in naval steel for Tanker’s mooring and loading. Its design allows the vessel to swing at

anchor while moored by its bow and to simultaneously transfer crude oil through a system of

pipelines and hoses. The Buoy is anchored to the seabed by means of a chain and anchor

system.

SUPPORT OR MOORING BOAT: A small craft that transports the M&L Master, the Pilot

and the land-based personnel that need to embark during mooring and loading operations and

assists in mooring, unmooring and loading maneuvers. During mooring, unmooring and

loading operations, the support Boat’s Master will follow the M&L Master’s orders.

SUPPORT TUG OR ASSISTANCE TUG OR SERVICE VESSEL: The Sea Tug of AHTS

type or similar that assists the Tanker during mooring, loading and unmooring operations,


according to the maneuvers described in this Manual. The Tug’s Master shall proceed as

required by the M&L Master.

TANK FARM OR STORAGE PLANT: On shore sector of the Company’s facilities used to

receive, store and pump crude oil to the Tanker moored at the Monobuoy.

TANKER: The Oil Vessel that loads hydrocarbons in any of the Company’s facilities.

TERMINAL, MARITIME TERMINAL, COMPANY: TERMAP S.A.

TERMINAL or MARITIME TERMINAL: The group of facilities of the Company that

allow Tankers to store and ship crude oil. Each Terminal has an onshore facility (Tank Plant

or Storage Plant) and a maritime facility (Buoy or Monobuoy).

TERMINAL SUPERVISOR: The Supervisor of the Plants in Caleta Córdova or Caleta

Olivia, in charge of the decisions regarding loading operations, depending on the PLANT OR

TERMINAL CHIEF.

VHF CALL AND EMERGENCY MARINE CHANNEL: VHF Channel 16.

VHF WORK MARINE CHANNEL: VHF Channels 68 and 69, for Caleta Córdova and

Caleta Olivia respectively. Channel 19 will be exceptionally used as a secondary/alternative

means of communication.


H) ANNEXES, INFORMATIVE DOCUMENTS AND FIGURES


I) SECTION OCIMF

LINKS BETWEEN DOCUMENTS OF THIS PORT REGULATIONS WITH

SUGGESTED ONES BY OCIMF IN THE MARINE TERMINAL INFORMATION

BOOKLET (*)

(*) Marine terminal information booklet, as OCIMF Guidelines and Recommendations - First edition 2018. 1. Introduction This section provides an adequate link of the OCIMF suggested information to the correct section of this Port Regulations Manual. 2.1 Terminal information as OCIMF guidelines, referenced to TERMAP Port regulations section.

Marine terminal information booklet section - OCIMF

TERMAP Port Regulations section

or commentary

2.1 Terminal TERMAP SA

Key contacts

• In Case of Emergency (ICE). B.1.01

• Terminal address and phone number(s). B.1.01 & F.1.05.01

• Radio contact(s). B.1.01

• Harbour Master/port authority. TERMAP SA

• Agent(s). F.8.11

• Pilots. D.2 - Required for foreign flags tankers

2.2 Table of contents

Section 1: Emergency procedures Section B

1.1 General (alarms, contacts, pollution response equipment description, safety equipment, maps/locations)

B.1 & B.2

1.2 Oil spill and vapour release B.1.05.04

1.3 Fire and explosions B.1.05.02

1.4 Evacuation (evacuation route and muster point map) B.1.05.01

1.5 Collision/damage to berth B.1.05.01

1.6 Medical emergency B.1.05.01

1.7 Security breach B.1.05.05

1.8 Person overboard B.1.05.01

1.9 Vessel breakout or drift along berth B.1.05.01

1.10 Emergency Shutdown (ESD) A.2 – A.7 - B.1.03 - F.5.09

1.11 Incident notification policy Section B

Section 2: Health, safety and security policies A.1 – F.1.03 & 04 Annexes 1 to 4

2.1 Personal Protective Equipment (PPE) requirements A.1

2.2 Terminal access/crew to shore/visitors to vessel F.8.08 & 11


2.3 Vessel/terminal security interface (Declaration of Security) F.7.08

2.4 Drugs/alcohol A.5

2.5 Smoking A6 - Annex 4 F.7.03

2.6 Portable electronic equipment and naked lights F.7.03

2.7 Repairs while alongside (state of engine readiness, etc.) Prohibited – F.8.03

2.8 Provisions and stores (other craft alongside) Prohibited – F.8.09

2.9 Safety data sheets Annexes 38 & 39

2.10 Benzene and Hydrogen Sulphide (H2S) A.4 & F.6.08

2.11 Static accumulator Tanker tail hoses non conductive

3 Marine Terminal Information Booklet: Guidelines and Recommendations

Section 3: General information F.1

3.1 Terminal location (description and maps) F.1.05

3.2 Terminal layout (description and maps) Annex 23 & 24

3.3 Hours of operation 0 - 24 hs

3.4 Local time GMT-3

3.5 Vessel/shore communications policy F.10

3.6 Language spoken Spanish & English

3.7 Vessel acceptance/clearance/vetting conditions F.11.03

3.8 Useful telephone numbers F.10.04 to 6 - B.1.01

3.9 Environmental (weather, tides, etc.) monitoring procedures F.3

Section 4: Berth information

4.1 Berth no.1 description and parameters SPM Monobuoys AnnexES 25 to 29

• Products handled. Crude oil

• Length Overall (LOA). 291

• Maximum beam. 46

• Maximum arrival displacement. NA

• Maximum DWT 160.000

• Minimum Parallel Mid Body (PMB). NA

• Controlling depth. C. 7 (22,5 m)

• Water density. 1025/33 kg/m3

• Maximum draft. 18 meters

• Load rates. E.2.03 Minimum 2500 m3/h

• Discharge rates/Maximum Allowable Working Pressure (MAWP).

NA

• Hose(s) and/or arm(s) size. Annexes 27 & 28 16” & 20”

• Vessel crane requirements. C.3 - SWL15 tons

• Vapour recovery. NA

• Safe working load of mooring components. SWL 200 tons chain stopper

• Other relevant compatibility information. F.2

4.2 Berth no.2 description and parameters -

• Specific list as above. -

Section 5: Pre-arrival communications


5.1 Pre-arrival information exchange requirements from terminal to vessel and communications process

F.10.02 & 03 Annex 10 & 19

• Water depths (channel and berthing pocket(s)); controlling depth/maximum draft.

C. 7 (22,5 m)

• Pilotage procedures/anchorage. F.4

• Tug requirements. F.5.05

• Vessel displacement and dimensional limitations per berth. 160.000 DWT

• Minimum mooring requirements per berth and typical mooring diagrams per berth.

Annex 29

• Line handling procedures. E.1 & Annex 37

• Berthing manoeuvres/approach speeds. E.1 & Annex 37

• Garbage and slops disposal procedures. F.8.13

5.2 Pre-arrival information exchange from vessel to terminal as per ISGOTT, chapter 22.

F.10.02 & 03 Annex 10 & 19

4 Marine Terminal Information Booklet: Guidelines and Recommendations

Section 6: Operational information

6.1 Gangways (ships and barges) NA

6.2 Pre-transfer conference policy F.4

6.3 Ship/Shore Safety Checklist and declaration of inspection (including shift relief policy)

Annex 3

6.4 Ballasting policy F.6

6.5 Loading arm or hose connection and disconnect/draining procedures

NA

6.6 Cargo transfer policy (including manning requirements) F.5.07 to 13

6.7 Vapour recovery NA

6.8 Crude Oil Washing (COW) Prohibited

6.9 Safe operations requirements (wind, lightning, tide, current, waves, ice)

Section C

6.10 Tank cleaning and tank entry policy Prohibited

6.11 Inert gas systems policy Annex 19 Less than 8 % O

6.12 Surveyors/sampling and gauging Their activity must be agreed on board with the loading master of Termap

6.13 Bunkering policy Prohibited

6.14 Pollution prevention (sea suction valves, stack emissions, scuppers, pre-boom, noise, etc.)

F.6

6.15 Potable water NA