Escravos Terminal

Chevron Nigeria Limited
Escravos Terminal
Terminal Information,
Regulations and Conditions of Use
Edition number 13 dated July 2010
CHEVRON NIGERIA LIMITED

ESCRAVOS TERMINAL
TERMINAL INFORMATION, REGULATIONS
AND CONDITIONS OF USE
To the Master MV _______________________
A copy of the "Escravos Terminal Information, Regulations and Conditions of Use" booklet is
enclosed for your guidance.
You are requested to study this booklet and acquaint your crew with the regulations in force
at our Terminal.
Chevron Nigeria Limited Mooring Masters will be on board your vessel throughout the period
your vessel is on the berth and are empowered to cease operations should there be any
contravention of the regulations.
For and on behalf of CHEVRON NIGERIA LIMITED
__________________________________
(Signature)
Name
___________
Title
__________
ACKNOWLEDGMENT:
I acknowledge receipt of the "Escravos Terminal Information, Regulations and Conditions of
Use" booklet.
I hereby accept and agree to be bound by the terms and conditions set forth in The
Conditions of Entry into and use of Escravos Terminal Nigeria, on behalf of myself, my vessel
and her Owners, the terms and conditions set forth therein.
_____________________________________
(Signature)
Captain Name
Date & Time
Ships Stamp

O:\Terminal\Export Group\Controlled Documents\Terminal Information\TERMINAL INFORMATION BOOKLET - July 2010.doc
Page 2 of 24

ESCRAVOS TERMINAL
To the Master MV _______________________
A copy of the Escravos Terminal Information, Regulations and Conditions of Use booklet is
enclosed for your guidance.
You are requested to study this booklet and acquaint your crew with the regulations in force
at our Terminal.
Chevron Nigeria Limited Mooring Masters will be on board your vessel throughout the period
your vessel is on the berth and are empowered to cease operations should there be any
contravention of the regulations.
__________________________________
(Signature)
Name
___________
Title
__________
ACKNOWLEDGMENT:
I acknowledge receipt of the Escravos Terminal Information, Regulations and Conditions of
Use booklet.
I hereby accept and agree to be bound by the terms and conditions set forth in The
Conditions of Entry into and use of Escravos Terminal Nigeria, on behalf of myself, my vessel
and her Owners, the terms and conditions set forth therein.
_____________________________________
(Signature)
Captain Name
Date & Time
Ships Stamp

Page 3 of 24

ESCRAVOS TERMINAL
SAFETY REQUIREMENTS
(SOP 4312-2)
To the Master MV _______________________

Responsibility for the safe conduct of operations on board your ship while at our terminal
rests with you as Master. Nevertheless, since personnel, property and other shipping may
also suffer serious damage in the event of an accident aboard your ship, we wish, before
operations start, to seek your full cooperation and understanding on the safety requirements
set out in the Escravos Terminal Safety Check List.
These safety requirements are based on safe practices widely accepted by the oil and tanker
industries. We therefore expect you and all under your command to adhere strictly to them
throughout your stay in this port. We, for our part, have instructed our personnel to do
likewise and cooperate fully with you in the mutual interest of a safe and efficient operation.
In order to assure ourselves of your compliance with these safety requirements, we shall,
before the start of operations and thereafter from time to time, instruct a member of our
staff to inspect your ship. After reporting to you or your deputy, he will invite one of your
officers to join him in a routine inspection of your ship to ensure that the Escravos Terminal
Safety Check List can be completed in the affirmative.
If we observe any infringement on board your ship of any of these safety requirements, we
shall bring this immediately to the attention of yourself or your deputy for corrective action.
If such action is not taken in a reasonable time, we shall adopt measures which we consider
to be the most appropriate to deal with the situation and we shall notify you accordingly. If
you observe any infringement of these regulations by Chevron Nigeria Limited staff on board
your ship, please bring this immediately to the attention of the CNL Mooring Master who is
nominated as your contact during your stay in port. Should you feel that any immediate
threat to the safety of your ship arises from any action on our part, or from the equipment
under our control, you are fully entitled to demand an immediate cessation of operations.
In the event of continued or flagrant disregard of these Safety Regulations by any
ship, we reserve the right to stop all operations and to order that ship off the
berth for appropriate action to be taken by the Charterer and Owners concerned.
__________________________________
(Signature)
Name
___________
Title
__________
ACKNOWLEDGMENT:
Please acknowledge receipt understanding and acceptance of this letter by countersigning
and returning the attached copy.
___________________________________
(Signature)
Captain Name
Date / Time
Ships Stamp
Page 4 of 24

ESCRAVOS TERMINAL
SAFETY REQUIREMENTS
(SOP 4312-2)
To the Master MV _______________________

Responsibility for the safe conduct of operations on board your ship while at our terminal
rests with you as Master. Nevertheless, since personnel, property and other shipping may
also suffer serious damage in the event of an accident aboard your ship, we wish, before
operations start, to seek your full cooperation and understanding on the safety requirements
set out in the Escravos Terminal Safety Check List.
These safety requirements are based on safe practices widely accepted by the oil and tanker
industries. We therefore expect you and all under your command to adhere strictly to them
throughout your stay in this port. We, for our part, have instructed our personnel to do
likewise and cooperate fully with you in the mutual interest of a safe and efficient operation.
In order to assure ourselves of your compliance with these safety requirements, we shall,
before the start of operations and thereafter from time to time, instruct a member of our
staff to inspect your ship. After reporting to you or your deputy, he will invite one of your
officers to join him in a routine inspection of your ship to ensure that the Escravos Terminal
Safety Check List can be completed in the affirmative.
If we observe any infringement on board your ship of any of these safety requirements, we
shall bring this immediately to the attention of yourself or your deputy for corrective action.
If such action is not taken in a reasonable time, we shall adopt measures which we consider
to be the most appropriate to deal with the situation and we shall notify you accordingly. If
you observe any infringement of these regulations by Chevron Nigeria Limited staff on board
your ship, please bring this immediately to the attention of the CNL Mooring Master who is
nominated as your contact during your stay in port. Should you feel that any immediate
threat to the safety of your ship arises from any action on our part, or from the equipment
under our control, you are fully entitled to demand an immediate cessation of operations.
In the event of continued or flagrant disregard of these Safety Regulations by any
ship, we reserve the right to stop all operations and to order that ship off the
berth for appropriate action to be taken by the Charterer and Owners concerned.
__________________________________
(Signature)
Name
___________
Title
__________
ACKNOWLEDGMENT:
Please acknowledge receipt understanding and acceptance of this letter by countersigning
and returning the attached copy.
___________________________________
(Signature)
Captain Name
Date / Time
Ships Stamp
Page 5 of 24

ESCRAVOS TERMINAL
CONTENTS
PART 1 - CONDITIONS OF ENTRY INTO & USE OF ESCRAVOS TERMINAL, NIGERIA
PART 2 - TERMINAL INFORMATION
PART 3 - TERMINAL SAFETY REGULATIONS
While the information is intended generally to acquaint Owners, Operators and Masters of
tankers, with the general conditions, facilities and services normally to be found at the
Escravos Terminal, which is operated by Chevron Nigeria Limited (CNL), such information is
provided without any guarantee or warranty as to its accuracy or completeness.
Further, this information does not supersede or replace any information, laws, or regulations
contained in any official publications with respect to the waters and areas to which it pertains.
Reference should be made to the appropriate Hydrographic Office publications, Admiralty
publications and official charts for the purpose of obtaining specific navigational information.
Operations by vessels calling at this Terminal are to be conducted in accordance with the
recommendations of the current edition of the "International Safety Guide for Oil Tankers and
Terminals" (ISGOTT).
In all circumstances the Master of the vessel shall remain solely responsible for the safety and
safe navigation of his vessel and for the compliance with all applicable laws, rules and
regulations.

Page 6 of 24
PART 1
CONDITIONS OF ENTRY INTO & USE OF ESCRAVOS TERMINAL, NIGERIA
(SOP 4312-1)
1.
All services, facilities and assistance provided by or on behalf of CHEVRON NIGERIA

LIMITED ("The Company") in or in connection with the Port, whether or not any
charge is made by The Company therefore, are provided subject to all applicable
Laws, Bye-Laws and Harbor Regulations, Safety Regulations, and Towage Conditions
for the time being in force and to the following further conditions:
a)
The services of the Mooring Master(s) are provided on the express

understanding and condition that when any Mooring Master furnished by The
Company goes on board a vessel for the purpose of assisting such vessel, he
becomes for such purposes the servant of the Owner or Charterer of the
vessel; and The Company, including its parent companies, subsidiaries, and
affiliates, shall in no way be liable for any damage or personal injury,
including death, of any nature whatsoever, incurred by any person
whomsoever, in any way connected with, contributed by, or resulting from
the advice or assistance given or for any action taken by such Mooring
Master, whether negligent or otherwise, while on board or in the vicinity of
such assisted vessel.
b)
Similarly, the services of mooring launches and mooring personnel, if any,

and the furnishing of mooring lines and hosing-up gear are under the
supervision and control of the Mooring Master. The Company, including its
parent companies, subsidiaries, and affiliates, shall in no way be liable for any
damage or personal injury, including death, of any nature whatsoever,
incurred by any person whomsoever, in any way connected with, contributed
to by, or resulting from the performance of these additional services, or
furnishing of equipment, whether any of which they are utilized by any
vessel.
2.
In addition, neither The Company, its parent companies, subsidiaries, or affiliates, nor
its or their servants, agents or contractors (in whatever capacity they may be acting),
shall be in any way whatsoever responsible for (or liable for any contribution with
respect to) any loss, personal injury, including death, damage or delay, from
whatsoever cause, including the negligence of The Company or its servants, agents,
or contractors, arising whether directly or indirectly in consequence of any assistance,
advice or instructions whatsoever given or tendered in respect of any vessel, whether
by way of tugs, pilotage or berthing services, the provision of navigation facilities,
including buoys or other channel markings, or otherwise howsoever.
In all
circumstances the Master of any vessel shall remain solely responsible on behalf of
his Owners for safety and proper navigation of his vessel.
3.
While The Company exercises due care to ensure that the berths, premises, facilities,
property, gear, craft and equipment provided by The Company are safe and suitable
for vessels permitted or invited to use them, no guarantee, express or implied, of
such safety and suitability is given by The Company. Nor does The Company
guarantee that such berths, premises, facilities, property, gear, craft, and equipment
are devoid of defects or fit for the service or use to which it is put, and every vessel
shall be and remain at the sole risk of the Owners and Masters thereof; and The
Company, including its parent companies, subsidiaries, and affiliates, shall not be
responsible (or liable for any contribution) with respect to any loss, personal injury
including death, damage, or delays, of any sort whatsoever, that may be sustained
whether directly or indirectly by, or occur to, any vessel or to her Owners or her crew
or cargo or for any part thereof (whether such cargo is on board or in the course of
loading or discharging) by whomsoever and by whatsoever cause such loss, injury,

Page 7 of 24
damage, or delay is occasioned, and whether or not it is caused, occasioned, or

contributed to, in whole or in part, to any act, neglect, omission or default on the part
of The Company, or any servant, agent or contractor of The Company, or by fault or
defect in any berth, premises, facilities, property, gear, craft, or equipment of any
sort of The Company or its servants, agents or contractors.
4.
The Company will not be responsible for any loss, damage or delay directly or
indirectly caused or contributed to by or arising from strikes, lock-outs, or labour
disputes or disturbances whether The Company or its servants, agents or contractors
are parties thereto or not.
5.
If in connection with or by reason of the use by any vessel of any berth, or of any
part of The Company's premises, or of any gear or equipment provided by or on
behalf of The Company, or of any craft, or of any other facilities or property, of any
sort whatsoever, belonging to or provided by on behalf of The Company, any damage
or injury is caused to such berth, premises, gear or equipment, craft, or other facility
or property, or any third party, or any vessel or her Owners or crew, from whatsoever
cause such damage may arise, and irrespective of whether or not such damage has
been caused, occasioned or contributed to, in whole or in part, by the negligence of
The Company or of its servants, agents or contractors, and irrespective of whether
there has been any neglect or default on the part of the vessel or the Owners, in any
such event the vessel and the Owners shall hold The Company, its parent companies,
subsidiaries and affiliates, harmless from and indemnified without limitation against
all such damage and injury and against loss sustained by The Company, its parent
companies, subsidiaries or affiliates, consequent thereon.
6.
The vessel and her Owners shall hold The Company, its parent companies,
subsidiaries, and affiliates, and its and their servants, agents and contractors,
harmless from and indemnified without limitation against the following whether or not
caused, contributed to, or due, in whole or in part, to any act, neglect, omission or
default on the part of The Company, its servants, agents or contractors:
7.
a)
All and any action, liabilities, claims, damages, cost, awards and expenses
arising whether directly or indirectly out of any loss, damage, personal injury,
including death, or delay, of whatsoever nature, occasioned to any third party
or any vessel or her Owners or crew, including your vessel and Owners and
crew, including but not limited to, that caused or contributed, whether
directly or indirectly, by the vessel or any part thereof or by any substance or
material leaking or escaping there from or by her Master or crew or by any
other servant or agent of the Owners.
b)
All or any damage, personal injury, including death, delay or loss, of

whatsoever nature, occasioned to The Company, its parent companies,
subsidiaries and affiliates, or its or their servants, agents, and contractors,
arising out of any cause whatsoever including but not limited to, that caused
or contributed to, whether directly or indirectly, by the vessel or any part
thereof or by any substance or material leaking or escaping there from or by
her Master or crew or by any other servant or agent of the Owners.
These conditions shall be construed according to the Laws of Nigeria and the vessel
and her Owners shall submit to the jurisdiction of the Nigerian Courts.

Page 8 of 24
PART 2
TERMINAL INFORMATION
2.1
GENERAL DESCRIPTION
2.1.1
Escravos Terminal is the crude oil and LPG export facility of Chevron Nigeria Limited.
A crude oil blend from the offshore and onshore fields called "Escravos Crude" or
"Nigerian Light Crude" is transferred to export tankers berthed at the Escravos
Terminal via the Escravos Tank Farm. LPG is transferred to gas tankers tandem
berthed at the LPG FSO. Mooring and unmooring operations at the crude oil SBM
berths may be undertaken day or night under normal weather conditions. Mooring
operations at the LPG FSO will be carried out during the hours of daylight only.
Unmooring at the LPG FSO however may be carried out during day or night.
2.1.2
Vessels loading at the Escravos Terminal must comply with the latest SOLAS,
MARPOL and other IMO Conventions and Protocols. Vessels which are found to be
seriously deficient any way will not be berthed or allowed to load at the Terminal.
2.1.3
The national flag of NIGERIA shall be permanently displayed by vessels while at the
Terminal.
2.2
LAYOUT OF SBMs AND LPG FSO
2.2.1
Location
The Escravos Terminal marine export facility primarily consists of two Single Point
Mooring (SBM) Berths: No. 2 and No. 3, and an LPG Floating Storage and Offtake
barge (FSO).
The Location of SBM Berth No. 2 is off the mouth of the Escravos River in position
Latitude 05 30'.6 North Longitude 004 59'.4 East and is located in approximately
20.7 metres (68 feet) of water.
SBM Berth No. 3 is situated 3.7 miles Westward of Berth No. 2 in a position Latitude
05 29'.5 North Longitude 004 55'.9 East and is located in approximately 30.5
meters (100 feet) of water.
The LPG FSO is situated 4.7 miles West-Northwest of Berth No. 3 in a position
Latitude 05 31'.6 North Longitude 004 51'.7 East and is located in approximately 43
metres (138 feet) of water. A gas pipeline extends In a North and then Easterly
direction from this position. Also an unlit mooring buoy is located 1.3 mile SE of the
LPG FSO in position Latitude 05 30'.8 North Longitude 004 52'.5 East
2.2.2
Relevant British Admiralty Publications

British Admiralty Chart BA 3321 shows the layout of the Terminal and is required for
all vessels calling at Escravos Terminal.

Page 9 of 24
2.2.3
LPG FSO Berth Limitations

BERTH LIMITS:
Draft:
Depth:
DWT:
Water Density:
Product handled:
Not Applicable
138 feet
80,000 m3 Maximum (see + below)
1025kg/cu.m (sea water)
Ethane, Propane, Butane
+ THE LPG FSO IS DESIGNED TO ACCOMMODATE LPG VESSELS WITH CAPACITY

BETWEEN 20,000 AND 80,000 M3.
Note:- Restricted Entry Area 1.5 miles radius at FSO Location.
2.2.4
SBM Berth Capacity
SPM 3
Applicable to all tankers
including Stena VMAX
SPM 2
Water
Terminal
depth LAT factor
30.5 M
Water
Terminal
depth LAT factor
Tankers up to 286 kdwt
20.7 M
Tankers from 286 kdwt

to 308 kdwt
VMAX (Stena Victory &
Stena Vision)
20.7 M
2.2.5
603,000
m3
20.7 M
578,000
m3
578,000
m3
578,000
m3
Max
Max
LOA displace
Max breadth
Max
BCM
Max
Draft
183 M
22.5 M
Max breadth
Max
BCM
Max
Draft
N/ A
61 M
183 M
15.8 M
N/ A
61 M
183 M
15.0 M
N/ A
70 M
183 M
15.5 M
365 350,000t
61 M
M
(VMAX 70 M)
Max
Max
LOA displace
365
M
365
M
365
M
Navigational Aids
Both SBM berths are fitted with a white light, flashing Morse (U) ( ) every 15
seconds with a range of 3 miles, and a radar reflector.
The LPG FSO is fitted with a Racon beacon exhibiting Morse Code letter (B)(-) on 3
cm radar. The BOP is also fitted with a Racon Beacon
2.2.6
Berth Operations Platform (BOP)

This is a conspicuous steel structure 25.9 meters (85 feet) high in position Latitude
05 30'.5 North and Longitude 005 00'.3 East and provides the crude oil flow
control facilities for the berths. A helicopter deck is located on this structure. Two
other platforms (called BOP Quarters and IBP) are located very close to the BOP
and are connected to it by walkways.
Also an unlit mooring buoy is located approximately 1.0 NE of BOP in position:
Latitude 05 31.3 North Longitude 005 01.0 East
2.2.7
Tanker Anchorage
The designated anchorage area is located 2.5 miles south-southwest of the Berth
Operations Platform (BOP) in position Latitude 05 28'.5 North Longitude 004 59'.0
East. The depth here is approximately 23 metres, where the seabed is predominantly
mud. Unless otherwise instructed by the Terminal, this is also used as a mooring

Page 10 of 24
master/ authorities boarding area

2.2.8
Tugs, Lineboats and Pilot Boat

Vessels berthing at the SBMs and LPG FSO will be assisted by two tugs. The bollard
pull of these vessels is approximately 50 tonnes. A Pilot Boat (Surfer) is used for
shuttling personnel between vessels, platforms and ashore.
2.3
ENVIRONMENTAL CONDITIONS
Wind and swell are mostly from a southwesterly direction from April to November.
The weather is generally good from December to March with light winds, but
deteriorates during the wet season from May to October. During the periods of
change over between wet and dry seasons (April/May and October/November) severe
squalls with violent thunderstorms and winds of up to 60 knots are regularly
experienced.
For approximately 75 percent of the year the current sets in a North-Northwesterly
direction and for the remainder of the year, South- Southeasterly. The strength of
the current varies from 1/2 to 1-1/2 knots and the currents frequently change
direction very quickly which can cause a vessel to yaw significantly. The tidal range in
the vicinity of the SBM berths is 1.5 meters.
In view of the foregoing, Masters of vessels calling at the Terminal are advised that
under no circumstances are engine repairs or the immobilization of the main engines
permitted within the Terminals limits.
2.4
COMMUNICATIONS
2.4.1
ETA Information
Vessels bound for Escravos are required to advise their ETA to the Escravos Senior
Mooring Master 72, 48 and 24 hours before arrival.
CNL Senior Mooring Master contacts Escravos:
*
(
(
(
(
(
(
2.4.2
L9esc15@chevron.com (Preferred means of communication)

Phone +234-(0)1-3673370
Phone +234-(0)1-2600600 Ext 73370
Fax +234-(0)1-2600600 Ext 74725 (Att Senior Mooring Master)
GSM phone +234-(0)80 5588 9024
Inmarsat phone +871-1772324
Inmarsat Fax +871-1772323
VHF Channels 16 and working channel 10 (EXPORT 1)
Pre-Arrival Information Exchange

The following pre-arrival information is required by the Escravos Senior Mooring
Master to assist with prompt inward clearance of the vessel:
1)
2)
3)
4)
5)
6)
Vessel Name & ETA at Escravos

Flag & Port of Registry & Year Built
Name of Master
Summer Deadweight & Arrival displacement
N.R.T. & length between perpendiculars
Last port of call
10) Quantity of cargo required

11) Destination of cargo to load
12) Nationality of Officers and Crew
13) US B/L SCAC Code (if appropriate)
14) Cargo onboard on arrival (Net Bbls)
15) Maximum Sailing Draft

Page 11 of 24
7) Next port of call

8) Owners Name and address
9) Arrival drafts
16) When will you tender NOR

17) VEF (FYI qualified VEF will be
applied to ships figures for comparison)
Please confirm the following:

A) Vessel can maintain 30% SDWT with a minimum forward draft of 5.0 M throughout
B) Vessel can load and deballast concurrently
C) IG system operational & tanks <8% Oxygen (tanks will be checked on arrival)
D Pilot boarding arrangements on both sides of the vessel in good operational condition
E) The vessel has no defects that could affect cargo handling, cause pollution or delays
F) Vessel is fitted with Bow Chain Stopper size 76mm and SWL 200 MT
G) The ISPS Code Security Level your vessel will be operating at is Level __
H) Officer standard single accommodation is available for 2 Mooring Masters
I) Accommodation is available for 4 Mooring Technicians & 3 Cargo/Pollution Inspectors
For your guidance we require on arrival:

For SBM No 2, a crane or derrick rigged at Port manifold, and for SBM 3, a crane or derrick
rigged at Starboard manifold
Pilot/Accommodation ladder combination, 5 feet above the water on lee side
100 metre, strong messenger ready on Foc'sle and messenger aft
Empty mooring spool on Foc'sle winch for heaving SBM pick-up rope
Depending on the SBM to be used either Port or Starboard side cargo manifold ready for
2 x 16" 150 ANSI cargo hoses
Current loading rate is about 27,000 bph, approx API 34.0 temp 100 F
When within VHF range, call Escravos Terminal on VHF Channel 10 with ETA
2.4.3
ISPS Port Facility Security Officer

Escravos Terminal ISPS Security is currently at Level 2, arriving vessels must also be
at the same security level. The Port Facility Officer (PFSO) is Emmanuel Momoh,
relieved by Ita Enang. The contact telephone number is +234 (0)1-2600600/2668002
(ext. 73420), Fax: +234 (0)1-2600395, Email: L9esc784@chevrontexaco.com, GSM
phone +234-(0)8055889010.
2.4.4
VHF Communications
Escravos Terminal maintains a 24-hour watch on VHF Channels 16 and 10. Prior to
arrival, vessels are usually able to make contact on VHF by calling Escravos
Terminal at a distance of 20 to 40 miles. Marine VHF Channels 10 and 10A are used
for crude tanker berthing and cargo operations, while Marine VHF Channel 77 is used
for LPG tanker berthing and cargo operations at the Terminal.
2.5
CARGO INFORMATION
The only blend of crude oil loaded at the Escravos Terminal has an average API
Gravity of 34.0 and a loading temperature ranging from 90 to 110 degrees Fahrenheit,
depending on the season. This is referred to as Nigerian Crude, Escravos Crude
or Nigerian Light Crude.

Page 12 of 24
2.6
APPROACH TO THE ANCHORAGE /MOORING MASTER BOARDING AREA.
2.6.1
When within VHF communication range (20 to 40 miles), Masters of vessels should
ascertain berthing prospects from Escravos Terminal on Marine VHF Channel 16 or
Channel 10.
2.6.2
Should it be necessary to anchor, then the vessel shall proceed to the recommended
tanker anchorage area:
Latitude
05 28.5 North
Longitude
004 59'.0 East
or as otherwise directed by Escravos Terminal.
In cases where VHF contact cannot be established, the vessel should proceed to the
recommended anchorage position and anchor.
DUE TO THE EXISTENCE OF NUMEROUS SUBMARINE PIPELINES IN THE
AREA AND OTHER OBSTRUCTIONS, VESSELS MUST ANCHOR ONLY IN THE
DESIGNATED ANCHORAGE POSITION OR AS OTHERWISE DIRECTED BY
THE TERMINAL.

Page 13 of 24
2.6.3
Due to the existence of numerous submarine structures, pipelines and other

obstructions, unless a Mooring Master is embarked, vessels should not approach
closer than 1.5 miles to either SBM or LPG FSO nor enter the area bounded by a line
joining the following positions:
a) 05 33'.2 North
004 59'.5 East
b) 05 33'.2 North
004 51'.0 East
c) 05 31'.0 North
004 51'.0 East
d) 05 29'.0 North
004 55'.0 East
e) 05 29'.0 North
005 00'.0 East
f) 05 32'.5 North
005 04'.0 East
VESSELS MUST NOT ENTER THE SBM 2 AND SBM 3 RESTRICTED ENTRY
AREAS WITHOUT A CHEVRON MOORING MASTER ON BOARD.
2.7
ARRIVAL AT PILOT STATION / ANCHORAGE
2.7.1
A safe means of access to the vessel shall be provided in accordance with the
requirements of SOLAS and as described in the paragraph below. Early advice will be
given by the Mooring Master or Pilot Boat indicating the side of the vessel that access
should be provided.
2.7.2
Nigerian Customs and Immigration Officials will board the vessel on arrival at the
earliest opportunity to clear the vessel and issue Free Pratique. This will be the case
even if the vessel is arriving from another Nigerian Port. The Q flag must be flown
on arrival and prior to Free Pratique being issued.
2.7.3
During night operations the embarkation point must be adequately illuminated to

allow the safe approach and boarding of the CNL Mooring Masters, Government
Officials and CNL representatives.
2.7.4
Depending on the berthing program two Mooring Masters, four Mooring Technicians;
one or two Cargo Inspectors and a Government appointed Pollution Inspector may
board the vessel with the Nigerian Customs & Immigration Officials or at a later time.
2.7.5
The Escravos Terminal Information, Regulations and Conditions of Use" booklet,

including the Conditions of Entry Into and Use of Escravos Terminal, Nigeria" and
Safety Requirements will be presented to the Master of the vessel and must be
understood and receipt acknowledged in writing prior to the departure of the vessel
from the Pilot Station / Anchorage and before commencement of berthing operations.
2.7.6
The vessels Notice of Readiness will only be received provided the Mooring Master is
satisfied that the vessel is in all respects ready to moor and load or discharge, as
appropriate. Notice of Readiness will not be accepted during a period when the Port
is closed due to adverse weather or when a vessel arrives before the date it is
nominated to load or discharge, as appropriate.
2.7.7
The foregoing paragraph not withstanding, in no event shall a Notice of Readiness,

whether previously received or not, be valid or binding on the Terminal unless the
vessel, her tanks and equipment, are in fact, in every respect ready to load or
discharge the cargo, as appropriate.

Page 14 of 24
2.8
PILOTAGE
2.8.1
The normal Mooring Master boarding area for the Escravos Terminal is in position:
Latitude
05 28'.5 North
Longitude
004 59'.0 East
or as otherwise agreed between the Mooring Master & the vessels Master on arrival.
PILOTAGE IS COMPULSORY FOR BERTHING AT ESCRAVOS TERMINAL
2.8.2
If in the opinion of the Mooring Master, the pilot/accommodation ladder is not safe;
the Mooring Master may refuse to board and thus cause a delay to the ship. Such
delay would be for the ship's account.
2.8.3
During the approach to the berth, while mooring, secured on the berth or LPG FSO
and whilst un-berthing, the vessels anchors MUST be secured by stoppers with the
pawl bar down and wire or chain lashings.
2.8.4
All vessels maneuvering within the area of the SBM Berths or LPG FSO will be under
the advice of the Mooring Master, with the understanding that the Master of the
vessel being maneuvered shall remain solely responsible for the safety and proper
maneuvering of the vessel. The Master or a qualified Navigating Officer must be on
the bridge at all times while the vessel is maneuvering and mooring.
2.8.5
Two CNL Mooring Masters, together with three Mooring Technicians, will remain on
board throughout the vessel's stay on the berth to coordinate the mooring and
transfer operation. In addition one or two Surveyors and a Government appointed
Pollution Inspector will remain onboard as well. Suitable and adequate
accommodation shall be provided for them onboard the vessel.
2.9
MOORING/UNMOORING ARRANGEMENTS
2.9.1
Mooring and unmooring operations at the crude oil berths will be undertaken day or
night under suitable weather conditions. Mooring operations at the LPG FSO will be
carried out during the hours of daylight only; unmooring will be carried out during day
or night.
2.9.2
Line handling during mooring and unmooring, and hose handling are performed by
the vessels crew with an experienced Deck Officer, under the advice of the Mooring
Master and with assistance from the Mooring Technicians.
2.9.3
Prior to commencing mooring operations vessels must have the following equipment
ready on the Focsle:
1 strong, buoyant messenger rope approximately 200 meters long
2 buoyant mooring ropes, 220 metres long by 65mm diameter
Crowbar
Sledge Hammer
Large Axe and sharp knife
Powerful Safety Flash Light (at night)
Pail of grease
2.9.4
Prior to commencing mooring operations vessels must have the following equipment
ready on the poop deck:
1 buoyant mooring rope, 220 metres long by 65mm diameter
2 heaving lines
Pail of grease

Page 15 of 24
2.9.5
One drum of the appropriate forecastle winch should be kept empty for receiving the
mooring pick-up line. This is 450 feet long, 10 inch circumference rope.
2.9.6
The port or starboard derrick or crane, depending on the SBM, should be rigged
ready to lift the mooring equipment box from the boat. Vessels berthing at LPG FSO
will require starboard crane to be rigged.
2.9.7
When the vessel is within reasonable distance from the SPM, the ship's messenger
line will be carried by the mooring launch and connected to the mooring pick-up line
which is attached to the mooring hawser. This line will then be heaved until the 76
mm. chafe chain is brought onboard. The chafe chain will then be secured in the
vessels chain stopper. The mooring hawser is a 21 inch circumference Polypropylene
double braided line of grommet construction, with a minimum theoretical breaking
strain of 544 tons.
2.9.8
ONLY VESSELS FITTED WITH AN APPROVED AKD TYPE 200 MT SWL CHAIN
STOPPER WILL BE BERTHED AT THE ESCRAVOS TERMINAL. THE USE OF
SMIT BRACKETS OR ANY OTHER MEANS OF SECURING THE CHAFE CHAIN
IS NOT PERMITTED.
2.9.9
Power must be on the windlass and manifold deck winches continuously while the
vessel is at the berth.
2.9.10 Before, during or after the mooring operation, a tugs line will be heaved onboard the
poop deck and make fast to a suitable set of bitts. The tug will remain secured to the
vessel's stern though out the time at berth, to maintain the vessel at a constant
distance from the SBM or LPG FSO.
2.10
HOSE HANDLING
TANKER MANIFOLD ARRANGEMENTS MUST COMPLY WITH THE LATEST
OCIMF PUBLICATION "RECOMMENDATIONS FOR OIL TANKER MANIFOLDS
AND ASSOCIATED EQUIPMENT".
2.10.1 For a vessel berthing at SBM 3, crew should prepare TWO 16 inch, ANSI 150
manifold flanges, on the STARBOARD side for connection of the two floating hoses.
In addition to this, the hose handling derrick/crane should be fully operational (Min
SWL 15 Ton) and the ships crew available to assist the mooring master and
technicians with the hose connection.
2.10.2 For a vessel berthing at SBM 2, crew should prepare ONE 16 inch, ANSI 150
manifold flange, on the PORT side for connection of the single floating hose. In
addition to this, the hose handling derrick/crane should be fully operational (Min SWL
15 Ton) and the ships crew available to assist the mooring master and technicians
with the hose connection.
2.10.3 A clockwork pressure recorder will be connected at the cargo manifold in lieu of a
ships pressure gauge. This is to permanently record the loading pressure and any
pressure surges. At the end of loading the Master will be asked to endorse the
printout. Failure to accommodate this requirement will prevent the vessel from
loading at the Terminal.
2.10.4 Care should be taken during the hose handling operations in order to avoid serious
damage to the hoses and associated equipment by contact with plate edges, rails,
etc.

Page 16 of 24
2.11
DEBALLASTING OPERATIONS
2.11.1 ALL VESSELS ARE REQUIRED TO ARRIVE WITH SUFFICIENT SEGREGATED

OR CLEAN BALLAST OR CARGO TO BE ABLE TO MAINTAIN A MINIMUM OF
30 PERCENT OF THE VESSEL'S SUMMER DEADWEIGHT THROUGHOUT THE
BERTHING, CARGO/DEBALLASTING AND UNBERTHING OPERATION AND
TO MAINTAIN SUITABLE TRIM AND KEEP THE VESSELS FOREFOOT
SUBMERGED, THUS AVOIDING THE POSSIBILITY OF THE HOSE BECOMING
TRAPPED UNDER THE BOW.
Only vessels which can achieve loading and deballasting simultaneously will be
accepted at Escravos Terminal. Vessels must maintain a minimum of two valve
separation between their ballast and cargo systems whilst deballasting.
DEBALLASTING OPERATIONS ARE TO COMPLY STRICTLY WITH MARPOL
REGULATIONS.
2.11.2 Escravos Terminal has no dirty ballast reception or slop disposal facilities, therefore
export vessels are required to arrive with segregated or clean ballast suitable for
discharging directly to the sea. Vessels arriving with ballast unsuitable for discharging
directly to the sea will be rejected for loading.
A representative sample of the vessels ballast water may be collected and forwarded
to the Terminal for analysis.
2.11.3 It is strictly against the law to pollute the waters of Nigeria and any Master, his vessel
and Owners may be subject to prosecution by the Nigerian Authorities if pollution
does occur.
A NIGERIAN GOVERNMENT REPRESENTATIVE WILL REMAIN ON BOARD
THROUGHOUT THE VESSELS STAY TO MONITOR OPERATIONS WITH
REGARD TO POLLUTION.
2.11.4 All vessels are cautioned to keep a continuous watch on the floating hose string, as it
is possible, under certain conditions, for the hose to become trapped under the forefoot of the vessel.
2.12
TRANSFER OPERATIONS
2.12.1 Two Mooring Masters will remain on the tanker throughout the transfer operation and
will coordinate all activities onboard the tanker with the Terminal. The Mooring
Masters will supply the vessel with a portable VHF radio for communications with the
Mooring Master. The Mooring Master and Terminal can be contacted at any time, for
whatever reason, on the portable VHF provided using VHF Channel 10A.
2.12.2 During the hours of darkness all available approved floodlights shall be used to
illuminate the vessel and surrounding water to facilitate the detection of oil and
generally assist in the transfer operation. Vessels are advised that failure to provide
sufficient lighting could result in the transfer operation being suspended during the
hours of darkness. Such delays would be for the vessel's account.
The vessel shall, if necessary, provide approved portable lighting over the bow to
illuminate the mooring and SPM during the hours of darkness.
2.12.3 The maximum loading rate during the crude oil transfer operation will be
approximately 30,000 barrels per hour; however the normal loading rate is
approximately 27,000 barrels per hour.

Page 17 of 24
The vessel may request any loading rate down to a minimum of 15,000 barrels per
hour. This is also the normal initial loading rate. A vessel must give twenty minutes
notice for a request to change the loading rate.
In no circumstance will the tanker be requested to load at a faster rate than that
required by the Master.
2.12.4 For importing tankers, the maximum discharge rate to be expected is approximately
12,000 barrels per hour.
2.12.5 Vessel and Terminal figures are normally compared at two hourly intervals.
comparison is made using Gross Barrels at 60F.
The
2.12.6
At all times during transfer operations, a responsible Deck Officer shall be in charge
of operations, either on deck or in the control room. On vessels with a central control
room, a deck watch in contact with the control room is required to continuously patrol
the cargo deck and monitor the manifold area.
2.12.7
At all times, while the vessel is moored to the SBM, a deck watch, in contact with the
responsible Deck Officer, shall be stationed on the Focsle to monitor buoy position
(relative to tanker) and weather.
2.13
COMPLETION OF LOADING
2.13.1 On completion of loading the crew should be standing by for disconnecting the hoses.
In addition the Cargo Surveyors should be standing by to commence gauging. The
engines should be brought to immediate readiness and the fire wires recovered.
2.13.2 Normally vessels loading at Escravos are required to unmoor and anchor or drift after
loading while awaiting documents.
2.13.3 The pilot ladders and accommodation ladders should be adjusted as required by the
Mooring Master.
2.14
SERVICES
2.14.1 Bunkers are not available from Escravos Terminal.

2.14.2 All vessel requirements will be handled by the vessel's Agent.
2.14.3 Limited medical facilities are available in an emergency.
2.14.4 Repairs will not be permitted when the vessel is berthed. Repair facilities are not
readily available.
2.14.5 No shore leave is granted at the Terminal.
2.14.6
Masters and Owners are advised that crew changes are only permitted in emergency
situations and when personnel involved hold all the necessary valid certificates and
documents.

Page 18 of 24
PART 3
TERMINAL SAFETY REGULATIONS
3.0
SAFETY REGULATIONS
Nothing in these regulations will relieve Masters of their responsibilities in observing
the normal safety, fire prevention and security precautions. CNL Mooring Masters are
authorized to advice and request Masters to take additional measures to ensure safe
operations should circumstances so require. CNL Mooring Masters are also authorized
to suspend oil transfer operations in the event of an infringement of safety
regulations or if any other hazardous situation is encountered.
The following safety regulations have been developed in an effort to reduce the
possibility of an incident involving fire, explosion or other hazard.
3.1
SAFETY REQUIREMENTS
Masters will be given the CNL Safety Requirement Letter by the CNL Mooring Master
prior to commencement of berthing operations and a signed acknowledgment will be
required.
3.2
SAFETY CHECK LIST

On completion of berthing and prior to commencement of Oil Transfer Operations,
the Escravos Terminal Safety Check List will be completed following a joint inspection
by the CNL Mooring Master and a responsible deck officer. The CNL Safety Check List
is based on the recommendations of the "International Safety Guide for Oil Tankers
and Terminal" (ISGOTT).
3.3
INERT GAS SYSTEMS

All crude oil tankers scheduled to load or discharge at the Escravos Terminal, should
arrive with cargo tanks fully inerted with Oxygen levels at 8 percent or below by
volume and pressurized as required by the SOLAS Convention.
Normally cargo tanks under pressure will not be inspected by the Terminal
Representative provided a declaration is signed by the Master prior to the
commencement of oil transfer operations, confirming that all compartments of the
vessel have been prepared in accordance with the in all respects as required for the
cargo to be transferred.
THE CNL MOORING MASTER WILL MAKE A RANDOM CHECK OF CARGO
TANK OXYGEN LEVELS BEFORE PROCEEDING TO THE BERTH.
3.3.1
Tank Inspections, Gauging, Sampling Water dips and Temperatures.

Should it be necessary for cargo tanks to be inspected, then it should be done on a
tank by tank basis. The system shall be maintained at a pressure of about 200 mm.
water gauge except for the individual tank to be opened which, if possible, is to be
isolated from the system and the sighting port opened with care. On completion of
inspection the tank shall be secured and re-pressurized. The next tank is not to be
isolated and opened until the proceeding tank is secured and open to the Inert Gas
System.

Page 19 of 24
3.3.2
Failure of Inert Gas System.

IF AT ANY TIME THE INERT GAS SYSTEM FAILS DURING THE TRANSFER
OPERATION OR CARGO TANKS ARE NOT MAINTAINED IN THE PRESCRIBED
CONDITION, ALL OPERATIONS WILL BE SUSPENDED UNTIL EITHER THE
INERT GAS SYSTEM IS AGAIN OPERATIONAL OR THE TANK OXYGEN
ATMOSPHERES ARE AT 8 PERCENT OR BELOW AS REQUIRED BY SOLAS.
THE COST OF ANY DELAYS SO INCURRED WILL BE FOR THE VESSELS
ACCOUNT.
3.4
SHIP/SHORE COMMUNICATIONS
Communications between the vessel and the Terminal will be by portable VHF radios
provided by CNL. These shall be tested and found satisfactory before transfer
operations commence. Prior to the commencement of operations, the vessels Chief
Officer, or another Officer designated by the Master, and the CNL Mooring Master
shall confirm with each other that the communication system and signals for
controlling the operations are understood by all personnel involved. All routine
communications with the Terminal should be carried out by the Mooring Master using
Marine VHF Channel 10A on the portable VHF radios.
The vessels main VHF unit will be used for emergency communications on Marine
VHF Channel 10 in the event the CNL portable radio ceases to operate satisfactorily.
3.5
OPERATING PROCEDURES
Procedures for cargo and ballast operations shall be agreed in writing between the
CNL Mooring Master and the vessels Master and/or Chief Officer and confirmed in the
Ship/Shore Safety Checklist.
3.6
EMERGENCY PROCEDURES
As required by the Escravos Terminal Safety Check List, the Master of the vessel and
the CNL Mooring Master should discuss and agree upon the action to be taken in the
event of an emergency or a fire on board the tanker, or at the terminal. This should
include means of communication in addition to emergency procedures. The Master of
the vessel shall provide the CNL Mooring Master with a copy of the vessel Emergency
Organization and Contingency Plan.
3.6.1
Emergency stop procedure

In the event of an emergency, cargo must be stopped, using the following
procedure:Using either the portable radio provided by the Mooring Master, or on Marine VHF
Channel 10 (ships VHF) call;
Escravos tank farm control emergency stop x 3 - repeat until acknowledged.
Having stopped the cargo, you should contact the Mooring Master to allow him to
resume all communications with the Terminal.
3.7
FIRE PRECAUTIONS
The vessel's fire fighting appliances, including main and emergency fire pumps, shall
be kept ready for immediate use and pressure shall be maintained at all times on the
fire main whilst the vessel is in the berth.

Page 20 of 24
Before operations commence, at least two fire hoses with jet/fog nozzles shall be laid
out on the tank deck, connected to the fire main and tested as required by the CNL
Mooring Master. The two fire monitors immediately adjacent to the manifold should
be elevated and made ready for immediate use. A fire pump shall maintain pressure
on the fire main and be ready for immediate use. Two portable fire extinguishers,
preferably of the dry chemical type, shall be available in the proximity of the manifold
area.
Should fire occur on the vessel, the Master or responsible ship's officer shall make an
immediate signal by a continuous blast on the ship's whistle, sound the general alarm
and place the vessel's engines on standby. All transfer operations shall cease
immediately as per Paragraph 3.6.1 above.
The tanker shall be solely responsible for and shall be capable of fighting, any fire on
board, without assistance from CNL sources.
3.8
CONDITIONS TO BE OBSERVED ON BOARD THE TANKER DURING CARGO

TRANSFER/BALLASTING OPERATIONS
3.8.1
A responsible, English speaking, vessels Officer is required to be on deck or in the

Cargo Control Room at all times.
Whilst moored at the SBM, the vessels main engines must be kept on a minimum of
10 minutes notice. Also, the deck machinery should be constantly available.
3.8.3
During the vessel's stay at the berth, a continuous Deck Watch is to be maintained to
ensure the mooring hawser and cargo hoses are under observation at all times. To
facilitate this, the Master shall post one man forward, with a vessels portable radio,
so that he is in contact with the O.O.W. (one Mooring Technician will also be
stationed forward with direct communications to the Mooring Master). In addition, a
further man is to patrol the vessel with a vessels portable radio.
In addition to their other duties the Deck Watch should watch for:
Bad weather and electrical storms approaching (especially from March to November).
Oil pollution from the vessel, the SBM, associated hose, or from any other source.
The vessel moving towards the SBM (see accompanying poster).
IN ANY OF THE ABOVE SITUATIONS, THE MOORING MASTER MUST BE
INFORMED IMMEDIATELY.
3.8.4
Towing-off wires shall be made fast to bitts as far forward and aft as possible on the
opposite side to hose connection. The wires shall be in good condition, at least 28
mm. diameter, as per OCIMF recommendations, and secured with at least five turns
or have the eye on the bitts. Unless directed by the mooring master, the outboard
eye shall be maintained at a height of between 1 and 2 meters above the water with
a heaving line forming a loose bight.
3.8.5
All doors, portholes and openings leading from or overlooking the main deck to
accommodation, machinery spaces (excluding pump room) and forecastle shall be
kept closed. Cargo control room doors opening on to or above the main deck may be
opened momentarily for access.
3.8.6
All ventilators through which gas can enter accommodation or machinery spaces shall
be suitably trimmed. Air conditioning units shall be stopped or operated in the
recirculation mode. Window type air-conditioning units shall be electrically isolated.
3.8.7
The venting of the vessel's tanks shall only take place through the fixed venting
system.

Page 21 of 24
3.8.8
Only "Closed Loading" is permitted and all sighting and ullage ports are to remain
closed.
3.8.9
If for any reason there is poor dispersion which results in an accumulation of gas on
or about the decks, loading shall be stopped or the loading rate reduced at the
discretion of either the CNL Mooring Master or the responsible ship's officer.
3.8.10 The vessel shall by day fly Flag "B" of the International Code, and by night exhibit an
all round red light.
3.9
SMOKING
Smoking is strictly prohibited while at the berth or moored to the LPG FSO, except in
designated areas which have been jointly approved by the CNL Mooring Master and
the vessel's Master and Smoking Room notices duly posted.
3.10
MATCHES AND LIGHTERS

The carrying and use of matches and lighters is prohibited on board the tanker while
at the berth except under controlled circumstances in the designated smoking areas.
3.11
PORTABLE VHF SETS, LAMPS AND FLASHLIGHTS

Portable VHF sets, lamps, flashlights or other electrical devices, shall not be used
unless approved as intrinsically safe. The use of portable electrical lamps and
equipment on extension cords or wandering leads is prohibited in any cargo or
adjacent ballast space, pump room, cofferdam, forecastle, bunker compartment, hold
or anywhere over the cargo tanks. Portable domestic radios, photographic flash
equipment, video cameras, portable electronic calculators, tape recorders, mobile
phones and any other battery powered equipment not approved as intrinsically safe
must not be used on the tank deck area of the vessel nor in any place where
hazardous vapors may be encountered.
3.12
MOVEMENT OF TUGS, WORKBOATS AND OTHER CRAFT.

During cargo transfer operations no craft shall be allowed alongside the vessel unless
the approval has been given by the CNL Mooring Master and agreed by the Master of
the tanker.
3.13
REPAIR WORK
A vessel secured to the buoy shall be maintained in a state of readiness for vacating
the berth under full engine power at short notice. Therefore, no repairs will be
permitted at the berth. The testing of any electrical equipment, including radar
and radio is prohibited unless the permission of the CNL Mooring Master has been
granted.
Tank cleaning (except crude oil washing) and gas freeing shall not be carried out
while at the berth. Chipping and scraping on the deck or hull is not permitted.
NO WELDING IS PERMITTED, IN ANY LOCATION ON BOARD, WHILE THE
TANKER IS AT THE BERTH.
3.14
PREVENTION OF SPARKING AND EXCESSIVE SMOKE

Soot blowing and excessive smoke are prohibited and immediate steps shall be taken
to eliminate any sparks from funnels. All vessels shall be fitted with funnel flame
arrestors.

Page 22 of 24
3.15
AVOIDANCE OF POLLUTION
During cargo transfer operations all scuppers shall be effectively plugged, fixed and
portable manifold oil containment shall be in place and no leakage or spillage of oil,
or water which can possibly contain oil shall be allowed to escape over board.
Scupper plugs may be removed to drain off accumulation of water periodically and
replaced immediately after the water has been drained off. Manifold containment
should be drained before transfer operations commence.
ANY SPILLAGE OR LEAKAGE MUST BE REPORTED IMMEDIATELY TO THE
CNL MOORING MASTER.
Should oil spillage occur during the transfer or ballasting operations, then all such
operations shall cease immediately and action taken to control and contain the
spillage. Cleaning up operations shall start immediately, and transfer operations will
not be resumed until remedial action has been completed to the satisfaction of the
CNL Mooring Master. No materials of any kind shall be thrown overboard.
3.16
GALLEY STOVES AND OTHER COOKING EQUIPMENT

The use of galley stoves and other cooking equipment (with the exception of oil fired
stoves) shall be permitted, provided the Master and CNL Mooring Master agree their
use.
3.17
TRANSMITTING AERIALS
When the vessel is in the berth, the main transmitting equipment, including
secondary/emergency transmitters, shall be switched off and have their aerials
grounded. Satellite Communications equipment may only be used with the approval
of the CNL Mooring Master.
3.18
TANK LIDS
All cargo tank lids, ullage and sighting ports shall be securely closed before berthing
and unberthing operations commence. During cargo transfer operations all cargo,
ballast, bunker lids and tank washing openings shall be kept securely closed.
3.19
UNUSED CONNECTIONS
All unused cargo and bunker connections shall be properly blanked, fitted with a
gasket and bolted with a bolt in every hole. Stern cargo pipelines (if fitted) shall be
isolated forward of the aft accommodation by blanking or removal of a spool piece.
Any part of the COW or slop transfer system which extends into machinery spaces
shall be securely blanked and isolated on the tank deck.
3.20
SEA AND OVERBOARD DISCHARGE VALVES.

During Cargo transfer operations, sea and overboard discharge valves which are
connected to the cargo system, shall be closed and sealed with numbered seals.
Removal of seals and opening of valves will only be permitted if the vessel is required
to take ballast into cargo tanks, in order for the vessel to comply with the Terminal
requirement to maintain 30 percent of SDWT at all times. These seals shall be
removed only with the approval of the CNL Mooring Master. A careful watch shall
also be maintained to ensure that oil is not leaking through sea and overboard
discharge valves.

Page 23 of 24
3.21
BREAKDOWN OF COMMUNICATIONS
In the event of a total breakdown of radio communications during cargo transfer
operations, then the operation shall be immediately suspended and not resumed until
satisfactory communications are re-established.
3.22
EMERGENCY ESCAPE
Means for emergency escape shall be provided on the lee side of the tanker. For
security reasons such means is to be stowed at deck level in such a manner as to be
ready for expeditious use in an emergency. Such means shall be of adequate length
to reach the water at all times.
3.23
RADAR, SATELLITE COMMUNICATION TERMINAL's AND CLOSED CIRCUIT

TELEVISION.
The use of this equipment for any purpose is prohibited during the period that the
export vessel is in the berth, except with the approval of the CNL Mooring Master.
(See 3.17)
3.24
CARGO TANK VENTING

IGS venting will be permitted during transfer operations and this should be done via
the IGS vents. For gauging, sampling, etc., controlled release of Inert Gas will be
permitted if found necessary. (See 3.3)
3.25
CONDITIONS REQUIRING IMMEDIATE ACTION

Cargo transfer and ballasting operations shall not be started, or if started, shall be
discontinued by either the Master / responsible officer of the vessel or CNL Mooring
Master, when any of the following conditions are noted:
a)
On the approach of or during electrical storms, heavy rainstorms or periods of high

winds. All IGS vents are to be closed and the vessel maintained in an inerted
condition, with tanks pressurized as required by S.O.L.A.S.
b)
If a fire occurs on the vessel, at the Terminal, on the buoy or any craft in close
proximity.
c)
If there are insufficient competent personnel on duty to safely handle operations in

progress or to handle an emergency situation.
d)
If a spill occurs either aboard the vessel or on the buoy, if cargo hose fails, or if
serious leaks are encountered at flanges and connections.
e)
If any other emergency situation arises which, in the opinion of the vessel's
responsible officer or the CNL Mooring Master, constitutes a potential hazard to the
ship or facilities.
f)
If there is insufficient main deck lighting and or flood lights, to adequately illuminate
the deck area and surrounding sea surface.

Page 24 of 24

Escravos Terminal

Uploaded by

Copyright:

Available Formats

Escravos Terminal

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Escravos Terminal

Uploaded by

Copyright:

Available Formats

Chevron Nigeria Limited

Edition number 13 dated July 2010

CHEVRON NIGERIA LIMITED

To the Master MV _______________________

For and on behalf of CHEVRON NIGERIA LIMITED

Date & Time

Edition number 13 dated July 2010

CHEVRON NIGERIA LIMITED

To the Master MV _______________________

For and on behalf of CHEVRON NIGERIA LIMITED

Date & Time

Edition number 13 dated July 2010

CHEVRON NIGERIA LIMITED

To the Master MV _______________________

CHEVRON NIGERIA LIMITED

To the Master MV _______________________

CHEVRON NIGERIA LIMITED

Edition number 13 dated July 2010

All services, facilities and assistance provided by or on behalf of CHEVRON NIGERIA

The services of the Mooring Master(s) are provided on the express

Similarly, the services of mooring launches and mooring personnel, if any,

Edition number 13 dated July 2010

damage, or delay is occasioned, and whether or not it is caused, occasioned, or

All or any damage, personal injury, including death, delay or loss, of

Edition number 13 dated July 2010

LAYOUT OF SBMs AND LPG FSO

Relevant British Admiralty Publications

Edition number 13 dated July 2010

LPG FSO Berth Limitations

+ THE LPG FSO IS DESIGNED TO ACCOMMODATE LPG VESSELS WITH CAPACITY

SBM Berth Capacity

Tankers up to 286 kdwt

Tankers from 286 kdwt

Berth Operations Platform (BOP)

Edition number 13 dated July 2010

master/ authorities boarding area

Tugs, Lineboats and Pilot Boat

L9esc15@chevron.com (Preferred means of communication)

Pre-Arrival Information Exchange

Vessel Name & ETA at Escravos

10) Quantity of cargo required

Edition number 13 dated July 2010

7) Next port of call

16) When will you tender NOR

Please confirm the following:

For your guidance we require on arrival:

ISPS Port Facility Security Officer

Edition number 13 dated July 2010

APPROACH TO THE ANCHORAGE /MOORING MASTER BOARDING AREA.

Edition number 13 dated July 2010

Due to the existence of numerous submarine structures, pipelines and other

004 59'.5 East

004 51'.0 East

004 51'.0 East

004 55'.0 East

005 00'.0 East

005 04'.0 East

ARRIVAL AT PILOT STATION / ANCHORAGE

During night operations the embarkation point must be adequately illuminated to