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GENERAL - THAILAND

THAILAND
Documents to obtain from officials and Agents: Immigration forms No. 3, 4 and 35, obtainable from Agents. International Maritime Declaration, obtainable from Quarantine Officer. For safety reasons, all dangerous goods such as calcium hypochlorite, butanox (methyl ethyl ketone peroxide), sodium hydrosulphide, nitrocellulose and potassium chlorate, are not allowed to be kept in a godown or dangerous goods warehouse. Such dangerous goods have to be discharged overside into a barge or cargo boat or truck. APPROACHES: The entrance of the Chao Phraya River is marked by the Bangkok Bar light beacon situated at the Lat. 13 26' N, Long. 100 35' E. The approach to the port is made through the bar channel, which is 18 km. in length, 100 m. wide in the reaches, and 250 m. wide in the bend. The channel is dredged and maintained to a depth of 8.5 m. below Mean Sea Level (MSL) or 6.3 m. or 20.7 ft. below Lowest Low Water (LLW). PILOTAGE: Pilotage is available throughout 24 hours and is compulsory for vessels of LOA 50 m. and over navigating between the entrance of the Bangkok Bar Channel and the upper port limits in the river. Vessels shall send their ETA 48 hours prior to arrival to Krung Thep Bar Pilot Station. Pilotage is under the supervision of the Harbour Department, a separate Department attached to the Ministry of Transport and Communications. The Pilot Station is situated at Lat. 13 22' 38.008" N, Long. 100 35' 57.672 " E, 22 km. from the Phra Chullachomklao Fort along the channel. Krung Thep Bar Pilot Station listens on VHF Channel 16 and works on Channels 10, 12, 13 and 14. Krung Thep Bar Pilots: Tel: 66 (2) 233 7342, 233 3790. Call Krung Thep (Bangkok) Pilot Office. ANCHORAGES: See Shipmasters Report dated March 1984. RESTRICTIONS: No restrictions, able enter day and night, dependent tide at Bar Channel. MAX. SIZE: Vessels of 10,000 12,000 d.w.t., 172 m. LOA and 8.2 m. draft are allowed to navigate through the channel for berthing. HEALTH: Radio Pratique: According to the Thai Ministry of Healths Regulations and International Healths Regulations Article 36: Under the responsibility of ships Master and shipping Agents, vessels from infected areas may apply for exemption of Quarantine through radio pratique by telegram sent to Quarantine Bangkok, stating name of ship, last port, number of passengers and health of crew and passengers. a) Vessels with passengers from infected areas proceeding to the berthing places in Bangkok must slow down at Paknam enabling Port Health Officer to board the ship for inspection. b) Vessels without passengers from infected areas go directly to berthing places in Bangkok where they will receive Port Health Officer for inspection. Remarks: In case of suspected infectious disease on board any ship or anything suspect about health or ship sanitation, the ships Master is requested, as early as possible, to inform the Port Health Officer at International Quarantine Office (Medical) Section, Immigration Division, North Sathorn Road, Bangkok, Tel: 39588. Documents Required: 1 Crew List 1 Derat or Derat Exemption Certificate 1 Maritime Declaration of Health 1 Passenger List. Vaccination: Vaccination Certificates required: Cholera (only when leaving from infected areas); Yellow fever (only when leaving from infected areas). However, vaccination may be done as deemed necessary by Port Health Officer even if the crew or passengers are from non-infected areas. Vaccination certificates will be shown collectively for transit passengers/crew members and individually for disembarking passengers/crew members only. Exemption from Vaccination: If the Port Health Officer is of the opinion that vaccination is contra-indicated on medical grounds, he shall provide the persons with reasons, written in English, underlying that opinion, which Health Authorities should take into account. Death on Board: In the case of death on board after the ship arrived at the anchorage or at the port, permission to land the corpse must be obtained after the inspection of the Port Health Officer, if the cause of death was not quarantinable diseases. Ships Master or shipping Agent must inform the Port Health Officer if there are cadavers and/or remains on board of persons who died in a foreign port, in order to pass through the quarantine. The dead should be accompanied by a death certificate (or a true copy), signed by the medical officer and placed in a coffin hermetically sealed in a casket, which is air-tight and waterproof. According to Immigration Law BE 2493 (1950): The traveller to Thailand must be free from diseases forbidden under section 14 (4) of the Immigration law such as: trachoma, leprosy, tuberculosis, venereal diseases, including persons having physical or mental defects who cannot earn their living. RADIO: Pre-Arrival Information: Vessels should send their pre-arrival message 72 hours, 48 hours and 24 hours prior to Estimated Time of Arrival (ETA) at the Krung Thep Bar Pilot Station. Security Information: As of 1 July 2003, Agent must submit name of Ship Security Officer (SSO) and Declaration of Security to port authorities 9 hours prior to vessel berthing. Contact Bangkok Port, OB Building, 2nd Floor. Vessels should establish VHF contact when within 10 nautical miles of the pilot station and maintain a listening watch on VHF Channel 16. Also see ISPS Compliance. VHF: Port of Bangkok listens on Channel 16 and works on Channel 14. Also see Radio. TUGS: 12 tugs available, 1,000 1,800 h.p., all tugs equipped with firefighting equipment. BERTHING: Upon the arrival of a vessel at the mouth of the Chao Phraya River, PAT officers will communicate with the Pilot onboard by radio telephony to receive requisite information, so as to make arrangements for berthing facilities such as berths, tugs, mooring boats, etc. Final berth allocations are made each day at 1000 hrs. by a committee of the Bangkok Port and shipping agents. Exclusive berthing rights are provided to certain groups of shipping lines who guarantee the throughputs according to PATs demand.

Thailand
GENERAL:
GEO-POLITICAL: Capital City: Bangkok. Nationality: Thai. Population: 64,900,000. COMMUNICATIONS: International Direct Dial Code: 66. Number of Internal Airports: 65. ECONOMY: Currency: 1 Baht (THB) of 100 Satang. Exchange: (as of June 2004)

(See Plan)

US$ 1.00 THB 40.82 THB 1.00 US$ 0.02 Main Industries: Tourism; textiles and garments; agricultural processing; beverages; tobacco; cement; light manufacturing such as jewellery; electrical appliances; computers and parts; integrated circuits; furniture; plastics; tungsten; tin.

ENVIRONMENT: Territorial Sea: 21 N.M. Other Maritime Claims: Continental Shelf: 200 N.M.
Exclusive Economic Zone: 200 N.M. Coastline Extent: 3,219 km. Climate: Tropical; rainy, warm, cloudy SW monsoon (mid-May to September); dry, cool NE monsoon (November to mid-March; the south is always hot and humid. Natural Resources: Tin; rubber; natural gas; tungsten; tantalum; timber; lead; fish; gypsum; lignite; florite; arable land.

Average Temperatures:
High Low 33 C 20 C 33 C 25 C 32 C 24 C IMMIGRATION: The Thai Immigration Department has issued a Notification, dated 15 March 1976 to the following effect: Chinese or Hong Kong crew members not in possession of Seamens Discharge Books, but holding Certificates of Identity only are not recognised as bona fide crew members, and are liable to Immigration Guarantees at 50,000 Baht per person, to be filed upon arrival. All concerned are kindly requested to check and ensure that all Chinese crew members are in possession of either passports or valid Seamens Discharge Books, and not Certificates of Identity, to avoid complicated immigration procedures involving deposits, etc. ISPS COMPLIANCE: 101 ports in Thailand have acquired ISPS certification. REGULATIONS: Thai Government Regulations: Thai laws relating to the production, possession, distribution and use of narcotic drugs are extremely severe. Penalties for infringement range from prison sentences and fines to life imprisonment and even execution. The Thai Navigation Act requires Masters of all vessels calling at Thai ports to observe the following. On preparing to depart Thai waters, vessels shall fly the International Code flag indicating that the vessel is about to proceed to sea (code flag P). If the vessel is to depart in the morning this flag is to be flown in the afternoon of the previous day, if departure is in the afternoon, code flag P is to be flown in the morning. Departure shall be notified to the Harbour Master at least 6 hours before expected time of departure. Documents required by Port Authorities (other than those required for specific ports) include: Ships Licence and Safety Equipment Certificate Certificate of Registration Certificates of Competency (including Radio Officers) Radio Certificate Ships Articles Last Port of Call Clearance Log Book Load Line Certificate Derat or Exemption Certificate. Month January June September

BANGKOK: 13 26' N 100 35' E

(See Plan)

LOCATION: Bangkok Port is located on the left side of the Chao Phraya River between Km. 26 and Km. 29, in the Klongtoey District of Bangkok. Charts: BA Charts No. 993, 999, 1046 and 3965. PORT LIMITS: The jurisdiction waters under the Authoritys responsibility begin from the Memorial Bridge of the Chao Phraya River downstream to the Km. 18 in the Gulf of Thailand, about 57 km. long. DOCUMENTS:
1 1 1 1 1 1 1 1 1 1 1 1 1 1 Crew List Dangerous Cargo List Declaration of Security Inward Cargo Manifest List of Arms and Ammunition for ships use List of Arms and Ammunition in possession of passengers List of Containers List of Crew private belongings (cigarettes, radio, gramophone, camera, etc., including foreign currencies and liquors) List of Heavy Lifts List of Opium and harmful habit-forming drugs Passenger List Stores List Stowage Plan Transit Cargo Manifest.

See guidelines on how to compile and submit information to us (page xi).

2491

THAILAND
Ships with breakbulk import cargoes are berthed at the West Terminal. The dolphins and buoys are used to moor vessels loading exports or undergoing minor repairs. Vessels on completion of discharge and with cargo to load are moved to the dolphins. Container ships, which include combo and feeder ships, are berthed at the East Terminal. Portugal Russia Saudi Arabia Sri Lanka Singapore Spain Switzerland Sweden Turkey United Kingdom United States of America Vatican Vietnam work.

BANGKOK
30372 31824 37941-2 8291168 30509, 33117, 38735, 38741 56502, 58368, 55167 58002-4 863907-8 73999 53291, 517952 59800, 59801-9, 53101, 55981, 517986, 516939, 519914, 58478, 522723 31804 517201-3

Facilities:
Berth/Dolphin/Buoy Length (ft.) Number of Berths Max. LOA/ Draft (ft.) Capacity (No. of Vessels)

East Quay West Quay Klongtoey Dolphin Bang Hua Sua Dolphin Mooring Buoy at Sathupradit

5,012 5,445 4,183 4,592 5,182

8 10 36 25 5

565/27 300/15 565/27 565/27 565/27 450/25 300/23

7 1 10 7 8 4 1

REPAIRS: Mobile repair companies available. No berth dedicated for repair DRY DOCKS: Owner: The Bangkok Dock Company (1957) Ltd. Tel: 66 (2) 211 3040. Fax: 66 (2) 212 3448. Email: bangkokdock@bangkokdock.com Web: www.bangkokdock.com Facilities:
Dry Dock No. 1 (m.) Dry Dock No. 2 (m.) Slipway (m.)

Also see Agents Report dated August 2000.

CARGO HANDLING FACILITIES:


Equipment Capacity (tons) Quantity

Rail-mounted Shoreside Container Cranes Yard Gantry Cranes Top Loaders Empty Container Stackers Semi-portal Cranes Mobile Cranes Forklift Trucks Tractor for Trailers Container Chassis Towing Tractors Trailers Motor Trucks

32.5 30 35 30 40 6-7 3-5 10 50 5,000 lbs. 7,000 lbs. 10,000 lbs. 30 30 8,000 12,000 lbs. 5-30 5-7

12 10 14 8 31 25 12 7 9 48 316 77 68 78 34 61 149

Length of dock, floor from entrance to end Extreme length Width of dock floor Width at upper edge Height from floor to upper edge Width at entrance Height at entrance Depth on sill at MHWN Max. vessel beam Max. vessel displacement * tons

103.50 15.42 19.42 7.42 13.72 6.15 4.80 13.00 3,000*

114.07 17.05 22.11 7.85 15.91 6.71 5.20 15.20 4,000* 105.00 12.00

1,500*

SURVEYORS: Lloyds, ABS, Veritas, Nippon Kaiji Kentei Kyokai Surveyors


available.

BRIDGES: Bangkok Port has one bridge only. However, as bridge up river, vessel permitted to pass bridge with LOA not exceeding 280 ft. STEVEDORES: Vessel to advise Agents 48 hours prior arrival, text required in this cable to be ETA, Drafts, Tonnage of cargo aboard for Bangkok, Number of crew/passengers, Dangerous cargo/Heavy lifts, Gangs required. Undertaken by private companies. Working Hours: 0800 1200 day shift, 1300-1630 day shift, 1630-1800 overtime (working through), 1900-2400 first half-night shift, 0100-0500 second half-night shift, 0500-0700 overtime (working through, but should apply for PAT approval). On Saturdays, Sundays and public holidays, the day shift finishes at 1600 hrs. MEDICAL: Hospital facilities available, advance notice of ETA required. TANKERS: No facilities. DENSITY: Bangkok: Minimum 1000, maximum 1011; Kohsichang: 1021. FRESH WATER: Available, supply can be made through barges and shoreline. Capacity of barges from 120 250 tons, rate of supply approx. 30 t.p.h. Advance notice 24 hours. FUEL: Available. Supply can be made by barges, no delay on bunkering, advance notice 48 hours. FIRE PRECAUTIONS: Smoking is strictly prohibited in transit sheds and warehouses and in the vicinity of explosives and dangerous cargoes. There is a fire brigade unit in the port area with firefighting equipment, such as firefighting vehicle, portable chemical fire extinguishers and tug equipped with fire fighting system. It is prohibited to discharge and load dangerous cargoes, such as explosive cargoes and radio active substances. CONSULS:
Argentina Australia Austria Belgium Brazil Cambodia Canada China Denmark Egypt Finland France Germany Greece India Indonesia Iran Iraq Ireland Israel Italy Japan Korea Laos Malaysia Monaco Myanmar (Burma) Nepal Netherlands New Zealand Norway Pakistan Panama Philippines 36911-3 35970-9 58327, 59071, 517208 30840 59070, 5 6030 57650, 57709, 55223 3 2956-7, 3 0746, 3 8215 5 8051-4, 51 3912 26 3930 53358 33617 3 0957-9, 3 0950, 3 4644 86 1041 52 1686 3 5065 5 8045 7, 51 8915 86 0950, 86 1350 229353 39454 5 3371-2, 51 8915 3 4508, 3 7230, 3 7819 5 3301-9 86 1074-5 86 1041 86 1390-1 31437 30237, 31698 917240 5 3360, 5 3368-9 3 5936-7 3 0271 5 7006-8 911289 910008, 910211

GANGWAY/DECK WATCHMEN: Necessary. Theft of wire, paint and


tools have occurred.

ISPS COMPLIANCE: Port is compliant. The Port Facility Security Officer


(PFSO) has been designated to sign the vessels Declaration of Security (DOS) form. Security officers will check important parts of the port every 3 hours and perform a cruising check of the river from the pilot station to Krungthep Bridge every 6 hours. Private Cars: Not permitted in port from 1800 0800 hrs. Also see Documents, Identification Cards and Radio. OPENING/CLOSING HATCHES: Normally by ships crew. CUSTOMS ALLOWANCES: Customs Regulations: It is prohibited by law to bring the following articles into Thailand: narcotics: hemp, morphine, cocaine, opium, heroin, marijuana etc.; obscene literature or pictures, firearms or ammunition (except those obtained by permit from the Police Department or the local registration officer). Following items are permitted to bring into Thailand free of duty: personal effects: accompanied with the owner for his own or professional use in reasonable quantity, except motor vehicle, firearms and ammunition, provisions. As for spirituous liquor, cigarettes, cigars or smoking tobacco, being personal effects and accompanied with the owner, the Director General of Customs may impose any restriction with respect to the exemption from payment of duty at any port as he considers suitable but the quantity must not exceed: a) cigarettes; two hundred grammes b) cigars, smoking tobacco; two hundred and fifty grammes, each or altogether c) spirituous liquor; one litre. Photographic/cinematographic apparatus and sound recording machines imported by persons who temporarily visit Thailand for the purpose of taking photographs or recording; but films, plates or articles for recording, imported for such purpose must be in accordance with the condition and quantity specified by the Ministry of Finance: a) photographic films (roll); not exceed 5 rolls b) photographic films (plates); not exceed 40 plates c) cinematographic films (8 or 16 mm. in width); not exceed 5 rolls, (to be re-exported within six months from the date of importation). Permanent residents of Thailand must register their cameras on the outgoing trip to gain duty free status. The export of Buddha images and antiquities are prohibited except for qualified educational, cultural and archaeological purposes. CARGO GEAR: Supplied by stevedores, except cargo tent and forklift truck. REPATRIATION: Possible. AIRPORT: Bangkok International Airport, 25 km. TIME: GMT plus 7 hours. No change during the year. HOLIDAYS: New Years Day, Buddhists Day, Song-Kran Festival Day (Thai New Year), Royal Plouging Ceremony Day, Coronation Day, Chulalongkorn Day, Constitution Day, PATs Anniversary Day, H.M. the Kings and the Queens Birthday, and Chakri Day. When any one of these holidays falls on a Saturday or a Sunday, the following Monday is observed as a holiday.

POLICE/AMBULANCE/FIRE:
Police Tel: 249 8888-91. Marine Police Tel: 249 6399, Ext. 2790. Fire Department Tel: 249 0399, Ext. 2993, 2999, 2444. Ambulance Tel: 249 4106, 249 0399, Ext. 2223, 2224, 2258. Hospital Tel: 249 4106, 249 0399, Ext. 2223, 2224, 2258. EMERGENCY CO-ORDINATION CENTRE: Not available. TELEPHONES: Available when alongside PAT berths.

2492

Readers are encouraged to send updates/additions (see p. xi for details)

BANGKOK
SERVICES: No tank cleaning equipment. No facilities for discharge of tank washings. Compass adjusting, but spare parts unavailable. Radar/VHF/radio repairs. BANKS: Bangkok Bank (Klongtoey Branch). Tel: 249 9312-4. Thai Farmer Bank (Klongtoey Branch). Tel: 249 0463-4. Ayuddhaya Bank (Klongtoey Branch). Tel: 249 8012-4. STORING: See Prelims. 1. Vessel can be stored by barges or trucks. 2. Vessel can store from barges during loading or discharging. 3. Trucks cannot proceed alongside the berth, but Port Authority provides the parking area for trucks inside the Port Authoritys area. 4. 5. Regulations of Customs Department are in force regarding storing. 6. SHORE LEAVE: Permitted. IDENTIFICATION CARDS: Required for all crew and officers. These are issued in four colours as follows. Blue: Port Authority of Thailand staff Yellow: civil officers working in port area Red: permanent staff of shipping companies White: visitors. GARBAGE DISPOSAL: Service provided. Ships Agent to make arrangements with private licensed contractor and Harbour Department. WASTE OIL DISPOSAL: Service provided. Ships Agent to make arrangements with private licensed contractor and Harbour Department. SEAMANS CLUBS: Mariners Club, 227 Tarua Road, Klongtoey, Bangkok, 10110 Thailand. Tel: 249 3801. DELAYS: Occasionally congestion, delay 1 2 days. DEVELOPMENTS: Bangkok Port has modernised and standardised its facilities. The action plans include the construction of the CFS/Terminal gates and fences, procurement of additional handling equipment, computerisation of the container operations and restructuring of the port organisation. Also see Agents Report dated August 2000. SHIPMASTERS REPORT: March 1984. Pilotage: There is no longer a pilot vessel at the Bar. Instead, a peculiarly shaped red-painted lighthouse type beacon has been erected. This beacon has accommodation for the Pilots, who board vessels using a small grey pilot boat. Position of beacon: Lat. 13 22.8' N, Long. 100 35.9' E (BA Chart 1046). Anchorages: Bangkok Bar Anchorage: Any ship with draft able to enter Bangkok Harbour, can anchor at this anchorage to wait its turn to enter. Limits of this anchorage are shown on BA Chart No. 1046. Ships proceed close to the beacon mentioned under Pilotage, to pick up the Pilot. Kohsichang Anchorage: There are no longer any NE or SW monsoon anchorages. Throughout the year Kohsichang Harbour limits are from the Island, east to Long. 101 51.5' E and between Lat. 13 08.9' N and Lat. 13 11.3' N (Thai Chart No. 114). AGENTS REPORT: August 2000. OB Berth Developments: The Port Authority of Thailand (PAT) plans to redevelop the OB Berth during Redevelopment Phase 1 to accommodate cruise vessels. PAT will redevelop the 120 m. long OB Berth, which is used exclusively for passenger ships. Other cruise facilities, as well as the surrounding area, will be improved to provide proper amenities for passengers. The project covers resurfacing the footpath along the shoreside and constructing two pavillions at the entrance of the Prakanong Canal. The improvement is expected to commence in August 2000. AUTHORITY: Bangkok Port, Port Authority of Thailand, 444 Tarua Road, Klongtoey, Bangkok 10111, Thailand. Tel: 66 (2) 249 0362. FAX: 66 (2) 249 0885. Telex: 72331 Patth. Contact: Anuparb Sunananta, Director General, Port Authority of Thailand. Thavorn Chunnanond, Deputy Director General (Operations). Lt. Manit Apogul, RTN, Deputy Director General (Administration). Wari Punpoka, Deputy Director General (Technical and Planning). Payoongkich Chivamit, Managing Director of Bangkok Port. AGENT: Jardine Pacific (Thailand) Ltd, 24th Floor, Times Square Building, 246 Sukhumvit Road, Bangkok 10110, Thailand. Tel: 66 (2) 253 7890. Fax: 66 (2) 253 7718. Telex: 21441 Jardine TH. Cables: Jardine Bangkok. Email: tramp@jsa.jp.co.th Associated with Jardine Shipping Agencies.

THAILAND
DEVELOPMENTS: Berth Expansion: Construction of 900 m. of berthing. The longer quay with two berths will have length of 480 m. and depth of 14.0 m. at CD, with berthing capacity for vessels up to 80,000 d.w.t. The second quay with three berths will have a total length of 420 m. and depth of 8.0 m. at CD with berthing capacity for vessels up to 20,000 d.w.t. SHIPMASTERS REPORT: June 1995 (Updated 2000). Vessel: Bulk carrier of 43,300 d.w.t., LOA 177 m. and beam 33 m. Cargo: 41,000 tonnes of steel slabs (full cargo). Pilotage: Pilot available. Max. Size: Vessels arrival draft 11.75 m. (even-keel). Tugs: Two tugs in attendance. Berthing: Vessel berthed at main berth, which is aligned north-south. During the summer months, there is always a strong flow of northerly set in Gulf of Thailand, and because of the exposed nature of the port entrance to the south, due caution has to be exercised while manoeuvring in the turning basin. Bulk Cargo Facilities: The cargo was discharged efficiently at the rate of about 5,000 tonnes per day, using ships cranes, operated by stevedores. Forklifts were not readily available. Medical: Basic medical attention available locally. Fresh Water: Available by truck. Fuel: Fuel oil available, advance notice required. Repairs: There are no special facilities, but local contractors are available. Repatriation: Possible via Bangkok, 400 km. Services: Small quantities of fresh provisions available locally. For repairs to navaids, technicians have to come from Bangkok. SHIPMASTERS REPORT: April 2000. Vessel: Bulk carrier, 43,000 d.w.t. Cargo: Steel slabs. Approaches: The fairway buoy (Fl. 3 sec.) for the entrance to the channel is located in position Lat. 11 11.12' N, Long. 99 35.92' E. The channel has two leading lights (Fl.G. 4 sec. and Fl.G. 3 sec.). The channel runs 306/126(T). Berthing: There are four berths contained within the harbour. The basin is dredged to depth of 15.0 m. with width of 250 m. Cargo Handling: Vessel discharged steel billets. AUTHORITY: Head Office: Prachuap Port Co Ltd, 28/1 6th Floor, Prapwit Building, Surasak Road, Silom, Bangrak, Bangkok 10500, Thailand. Tel: 66 (2) 630 0323/32. FAX: 66 (2) 236 7046, 236 7057. Telex: 81122 SVM TH. Email: jaruwanp@ppc.co.th Operator: Prachuap Port Co Ltd, 62 Moo 3, Mae Rumphueng, Bangsaphan, Prachuap Kirikhan 77140, Thailand. Tel: 66 (32) 691536, 691454. FAX: 66 (32) 691264. Contact: M Luanghairojana, Harbour Master. Ruangdetch Punjamanus, Project Co-0rdinator (Email: ruengdejp@ppc.co.th).

BENCHAMAS TERMINAL: 10 32' N 101 16' E (See Plan)


Lat. 10 31' 07.452" N., Long. 101 15' 39.302" E., in depth of 70.0 m. LAT. General Description: The Terminal consists of the tanker based floating storage and offloading system, FSO Benchamas Explorer, 186,500 tonnes d.w.t., moored to a Single Point Mooring at the bow. The Benchamas Explorer has export quality crude oil storage capacity of approximately 220,000 cu.m. The Marine Terminal offices are also located on board the Benchamas Explorer. To comply with international regulations, during the hours of darkness the Benchamas Explorer will show lights with the distinctive characteristic of Morse code letter U. Additionally, in periods of poor visibility, the fog signal will sound Morse code letter U. Publications: Navigation charts and publications for the area are as follows: B.A. Charts No. 2414, 3963, 3983 and China Sea Pilot Volume No. 1. U.S.A. Chart No. 93010 (Gulf of Thailand). DOCUMENTS: Customs and Health Requirements: Customs, Immigration and Port Health Officials will board the vessel at the same time as the Mooring Master. They will provide Inward Clearance and Free Pratique services. Customs and Health Officials require the following forms: Vessel Certificate of Registration. General Manifest Inwards. Inward Cargo Manifest. Through Cargo Manifest. Safety Equipment Certificate (for inspection). Safety Construction Certificate (for inspection). Safety Radio Certificate (for inspection). Current Freeboard Survey Certificate (for inspection) 5 Derat Certificate. Last Port Outward Clearance (original) 5 Crew List. 5 Passenger Lists. 5 Through Passenger List. 5 Crew and Passenger Declaration 5 Deck Stores List. 5 Engine Stores List. 5 Ships Equipment and Stores List. 5 Provisions and Bonded Stores List 5 Arms, Ammunition and Restricted Drugs List. Cargo Lifting Gear and Equipment Certificate (for inspection). 5 Foreign Currency List. Ships Appointed Agent: The Field Operator, Terminal Operator and Mooring Master do not perform general agency functions. The Owner/ Charterers of vessels calling at the Terminal are required to appoint a shipping Agent in Thailand. 5 5 5 5

LOCATION: The Benchamas Oil Terminal is located offshore in position

BANGSAPHAN (Prachuap): 11 11' N 99 35' E (See Plan)


LOCATION: The port is located approximately 160 nautical miles SSW of Bangkok. Charts: BA Charts No. 3964 and 3983. APPROACHES: The approach channel with turning basin has a total length of 1,400 m., width 250 m. and depth 14.0 m. at Chart Datum (CD). The Fairway Buoy is located in position Lat. 11 11.1' N, Long. 99 35.8' E. PILOTAGE: Private Pilot available throughout 24 hours. Pilot boarding ground is located in position Lat. 11 11' N, Long. 99 36.3' E. ANCHORAGES: The Quarantine Anchorage is located in position Lat. 11 11.5' N, Long. 99 37' E. The anchorage for pilot station is located in position Lat. 11 15.5' N, Long. 99 36.0' E. MAX. SIZE: 80,000 d.w.t. VHF: The port listens on Channel 16 and works on Channel 68. TUGS: Three tugs (23,000 h.p. and 13,100 h.p.) and one lineboat available. BERTHING: Main Berth: Length 450 m. and depth 15.0 m. at CD, handling vessels up to 80,000 d.w.t. Second Berth: Length 245 m. and depth 8.0 11.0 m. at CD, handling vessels up to 20,000 d.w.t. CRANES: Mobile Cranes: Five cranes (150 tons, 180 tons, 1100 tons, 1150 tons and 1200 tons) available. AIRPORT: Chumphon Domestic Airport, 65 km.

See guidelines on how to compile and submit information to us (page xi).

2493

THAILAND
APPROACHES: Safe approach to the Terminal is from N.E. or S.E., passing 1.5 nautical miles West of the Terminal and thence proceeding to the Mooring Master boarding position, 1.5 nautical miles West of the Terminal. The Terminal is situated near busy shipping lanes and Masters or visiting offtake vessels are cautioned accordingly. Attention is drawn to the existence of unmarked sub-sea wellheads in the approaches to the Terminal and other areas of reduced water depths which will be of concern to a deep draft vessel navigating in the vicinity of the Terminal. The appropriate British Admiralty Chart for the area should be consulted. Safety Zone: For safety purposes an area around the Terminal has been declared closed for commercial shipping and fishing vessels of any size. This Safety Zone extends for a radius of 0.75 nautical miles around the Terminal and the production facility served by the Terminal. PILOTAGE: Responsibility: A Mooring Master is on board the offtake vessel to assist in its pilotage in a advisory capacity. The Master remains responsible for the overall safety of the vessel and stays in command at all times. Upon completion of mooring, the Mooring Master will remain on board the vessel and function as Loading Master. Mooring Master Boarding Location: The customary boarding location for the Mooring Master is the designated anchoring position for vessels visiting the Terminal. The Mooring Master boards from a Terminal tug. Mooring Master Transfer Arrangement: Usually an accommodation ladder will suffice, rigged on the starboard side of the vessel with the boarding platform 2.0 m. above the water. Unfavourable sea conditions may sometimes necessitate the use of a pilot ladder in combination with the accommodation ladder. The vessel will be informed when this is the case. The entire arrangement must conform precisely to the applicable SOLAS and IMO requirements. In case of non-compliance, the Mooring Master will refuse to board until the situation has been rectified to his satisfaction. The use of a mechanical pilot hoist is not acceptable. In preparing for the embarkation/disembarkation of the Mooring Master, the following guidelines must be followed. The accommodation ladder, including the hoisting mechanism, must be approved by the vessels Flag State: 1. The ladder should be orientated towards the stern. When it is utilised, the lowest extremity of the ladder should rest solidly against the side of the vessel, set back in relation to the midships part of the vessel and set back in relation to the half midships section and away from any discharge outlets. 2. The length of the accommodation ladder should be sufficiently long so that its gradient does not exceed 55. 3. The bottom landing of the accommodation ladder should be positioned horizontally when the ladder is in service. 4. Intermediate landings, if there are any, should automatically position themselves horizontally. The dimensions of the steps and the treads of the accommodation ladder should permit placement of the foot in a correct and sure fashion given the gradient of the accommodation ladder. 5. The ladder and the landing should be equipped with 2 stairway sides and rigid hand rails, but if ropes are utilised, they should be well tightened and correctly placed. The vertical space between the hand rails or the ropes and the side of the ladder shall be close enough for safety. 6. The pilot ladder should be positioned immediately alongside the bottom landing of the accommodation ladder, and its top should be at least 2.0 m. above the bottom landing. 7. There must be a night-light, which permits proper illumination along the entire length of the ladder. 8. If a trap door in the bottom landing of the accommodation ladder is used to rig the pilot ladder, this door should be no smaller than 750 mm. 750 mm. In this case, the aft part of the bottom landing should be enclosed as described in No. 6 above and the pilot ladder should extend from the bottom landing up to the level of the hand railing.
Accommodation: The vessel is required to provide accommodation of a standard as for a ships Officer for 3 Terminal personnel throughout the period the vessel is at the Terminal. ANCHORAGES: The designated anchoring position for waiting offtake vessels lies 1.5 nautical miles West of the Terminal in a depth of approximately 70.0 m. To avoid danger to sub-sea installations, no anchors may be dropped in the Terminal area except at the designated anchoring position and only with prior approval from the Terminal. RESTRICTIONS: Period of Terminal Operations: Terminal operates on a 24 hour basis with the exception of vessel berthing, which is scheduled for daylight hours only, weather permitting. Closure of Terminal: Unfavourable wind and sea conditions at the Terminal may from time to time affect vessel operations in general and berthing activities in particular. The Terminal will be declared closed for vessel operations when environmental conditions deteriorate beyond the safe working limits of the Terminal, as determined by the Terminal Operator at that particular time. Adverse Weather: When wind gust velocity repeatedly exceeds 30 knots on the Terminal wind speed indicator, or if other weather or sea conditions make deballasting and loading or other operations unsafe in the opinion of the Mooring Master and/or the Terminal Operator, the offtake vessel will be notified that deballasting and loading operations may have to be suspended with the loading hose disconnected from the manifold and hung-off the side of the vessel. The Terminal Operator and/or the Mooring Master determines at which point weather conditions necessitate cargo stoppage, or even unberthing of the offtake vessel. MAX. SIZE: The maximum permissible size of an offtake vessel at the Terminal is 110,000 tonnes S.d.w.t. The minimum size is 60,000 tonnes S.d.w.t. There are no restrictions on the maximum draft at the Terminal. Also see Approaches.

BENCHAMAS TERMINAL
RADIO: All communications and Estimated Times of Arrival (ETAs) at the
Terminal should refer to local time. The Master of an offtake vessel must send the ETA of his vessel to the Field Operator with a copy to the Terminal Operator as early as possible, but not later than 72 hours, 48 hours, 24 hours and 4 hours prior to arrival, regardless of the fact that the vessel may still be at a previous loading port. Failure to comply with the notification process may delay the actual loading of the offtake vessel. Terminal Contact Details: Vessel ETAs should be sent to the following: Terminal name: Benchamas Explorer Call sign: 3F0H6 Terminal R/T frequency: 5930 kHz, 24 hours Terminal VHF Channel: 16 Terminal Inmarsat Telex: 435685710 Terminal Inmarsat Telephone: 873-635685710 Terminal Inmarsat Fax: 873-635685711 Helideck Homing Beacon: 195 kHz, call sign BE Terminal Inmarsat Ground Station: Burum Terminal Inmarsat Ocean Area: Indian Questionnaire Message: Following questionnaire will be sent to the offtake vessel after receipt of the 72 hour arrival advice: Quote: From: Benchamas Explorer To: Master, Offtake Vessel 1. Advise the name of vessel, flag and radio call sign. 2. Advise the name of the Master. 3. Advise the cargo nomination quantity and Laycan. 4. Advise the voyage number when leaving Benchamas Explorer. 5. Advise ETA at Benchamas Terminal Anchorage. 6. Advise the estimated draft forward and aft on arrival and the distance from bridge front to bow. 7. Advise the Summer deadweight, LOA and beam. 8. Advise the last Port of Call and next destination. 9. Advise previous vessel name(s) and date of building. 10. Advise the quantities of clean ballast and permanent ballast on arrival. 11. Confirm the vessel is fitted with at least one bow chain stopper that can accommodate 76 mm. diameter chain. 12. Can loading of cargo and discharging of ballast be carried out concurrently? If not, state reasons. How long is needed for deballasting? Note: Vessel must maintain sufficient forward draft to prevent the floating hose going under the bow. 13. Confirm that vessel valves, heating coils and tanks are sound and not leaking. 14. Advise the loading rate in cubic metres and U.S. barrels with 116 in. hose. 15. Confirm the manifold is fitted with 116 in. 150 ANSI (ex-ASA) flange. 16. Confirm the bow fairlead and bow chain stoppers are suitable to accept 76 mm. mooring chain. Give the distance between the fairlead and the forward end of the bow chain stopper. 17. Advise the hose derrick/crane lifting capacity, safe working load, and confirm manifold arrangement is as per OCIMF guidelines. 18. Confirm that the cargo and slop tanks will be inerted (positive pressure) with oxygen content less than 8% gas on arrival. 19. Advise the quantity and quality of slops onboard, if any. Advise if the load-on-top procedure is to be followed for this loading. 20. Advise vessel experience factor calculated as follows: Total of vessel (ships) figures, divided by the total B/L figures for the previous 10 voyages. 21. Advise if vessel has any reportable sickness onboard or if Master advises clean bill of health. 22. Advise distance from the bow to the cargo manifold connection. All vessels shall confirm their ETA 48 hours, 24 hours and 4 hours before arrival. If at any time a one hour or more change of ETA is determined, Terminal shall be promptly advised. 23. Any vessel deficiencies which would affect mooring and loading operations. 24. Advise understanding, acceptance and compliance with these requirements. Unquote. The Terminal maintains a listening watch on VHF Channel 16 at all times. On receipt of the first message from the offtake vessel, Companies will respond to the tanker giving the preliminary Terminal requirements. Vessels Masters shall comply with these requirements in every detail in order to facilitate vessel turnaround and Government formalities. Once vessel is within 4 hours of the Terminal, communications should be available with Benchamas Explorer on VHF Channel 16. When contact has been established on this channel, further communication will be conducted on a working channel advised by Benchamas Explorer. The Mooring Master carries a hand-held VHF radio after leaving Benchamas Explorer to board the offtake vessel. The working frequency will be communicated to the vessel before he leaves the Terminal. The 4 hour signal shall confirm information on the time required to discharge ballast after arrival and shall establish a firm ETA. Masters of visiting vessels are informed that insufficient or inaccurate ETA messages can cause delays since Government Officials are not based at the Terminal and arrive from elsewhere. Such insufficiency or inaccuracy of information may affect acceptance of Notice of Readiness. VHF: See Radio. TUGS: One tug is available to support the offtake vessel operation. The Terminal tug will assist during berthing and unberthing. While the offtake vessel is moored, the tug will remain connected to the stern of the vessel on a soft rope deployed from the vessel. The tug will tow continuously in order to maintain alignment and safe distance between the Terminal and the offtake vessel. It is strongly recommended to protect the soft rope against chafing damage at its exit point from the stern of the offtake vessel. BERTHING: Pre-Berthing Operational Safety Inspection: Prior to berthing, the Mooring Master may conduct a general operational safety inspection of the vessel if he has reasons to believe that the vessel may be substandard or deficient in those areas which would make the vessel unacceptable to berth and load cargo at the Terminal.

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BENCHAMAS TERMINAL
Pre-Berthing Conference: Before proceeding to the berth, the Mooring Master will discuss with the Master operational and other matters related to use of the Terminal. The Mooring Master will request the Master to brief him on vessel matters that are of importance for the safe conduct of berthing and loading operations. Terminal Conditions of Use: Use of the Terminal by any offtake vessel is subject to the Conditions of Use prescribed by Benchamas Oil Terminal Regulations. The Conditions of Use are annexed to a Letter of Indemnity in the form set out in Appendix 1 (Not reproduced), which will be presented to the Master for his signature prior to proceeding to the berth. The Terminal Operator may refuse a vessel permission to berth at the Terminal until its Master has signed such Letter of Indemnity. Any berthing, export and/or unberthing operations carried out by a vessel before or without signature of such Letter of Indemnity by its Master shall nevertheless be deemed to be carried out, with the agreement of the Master, the vessel and its Owner, only on the terms set out in the Conditions of Use, none of which shall be deemed to be waived by the Terminal Operator or Field Operator. The Terminal Operator may deny access to the Terminal to any vessel contravening the provisions of the Terminal Regulations. The Terminal Operator may insist that a vessel vacates the berth in spite of the fact that it may have already commenced deballasting or loading if the vessel or its crew are found to be in serious breach of the Terminal Regulations or in the Terminal Operators opinion pose a serious safety hazard or cause an unreasonable delay to Terminal operations or in any other circumstances mentioned in the Conditions of Use. The Terminal Operator may elect to conduct an operational safety inspection of the offtake vessel prior to commencement of Terminal activities in order to determine the vessels suitability to load at the Terminal. Tandem Mooring: The tandem mooring method is practiced at this Terminal. The Safe Working Load of the entire mooring equipment system between the Terminal and offtake vessel is 200 tonnes. Arrival Draft: Vessels must arrive with a draft that will allow for safe manoeuvring under prevailing weather and sea conditions. The propeller must be submerged and vessels trim must not exceed more than 3.0 m. Trim by the head should be avoided. A vessel with an insufficient draft or excessive trim will not be berthed until the draft condition has been corrected to the satisfaction of the Mooring Master. Vessel Bow Mooring Arrangements: Vessel bow mooring arrangements must comply with the recommendations contained in the latest edition of the OCIMF publication Recommendations for Equipment Employed in the Mooring of Ships at Single Point Moorings. Winches or capstans used to handle the moorings should be capable of lifting at least 15 tonnes. In addition, it is compulsory to use a winch storage drum to handle and stow the entire length of pick-up rope that is connected to the mooring assembly. The pick-up rope has a length of 150 m. and a circumference of 10 in. (80 mm. diameter). The use of a winch warping head to handle the pick-up rope is a hazardous practice and is not permitted. The Terminal will reject for berthing any vessel which is not in compliance with the above. The offtake vessel is moored to a mooring assembly that consists of 118 in. circumference mooring hawser and a 76 mm. mooring chain. Preparations for Berthing: At the time that the Mooring Master boards, the vessel shall have its port side crane or derrick ready to pick up a box with hose connection gear from the Terminal tug. The Mooring Master will inspect the bow mooring arrangements upon boarding. He will also verify that cargo tanks on board the vessel are indeed properly inerted and under positive pressure. Berthing activities will not proceed when the oxygen contents are found to exceed 8% by volume. The Loading Master will also record if the vessel is equipped with a standardised manifold connection. Prior to berthing, the vessel must complete the following preparations: Bow anchors brought fully home and secured in their hawse pipes. One empty winch storage drum ready on the port side to accept the pick-up rope of the mooring assembly. One 1 in. diameter messenger line of about 50 m. length rigged on the port bow. One heaving line available on the bow. Crowbar, sledge hammer and knife available on the bow. One 16 in. manifold connection ready on the port side. Assortment of wire rope slings and chain blocks available at the manifold. One soft rope for the Terminal tug ready on the stern, preferably through a roller fairlead. One heaving line at the stern. Bow Chain Stoppers: Ships should be equipped with bow chain stoppers designed to accept 76 mm. chafe chain in accordance with the following table: Number of Ship Size Bow Stoppers S.W.L. (tonnes) 150,000 tonnes d.w.t. or less 1 200 Over 150,000 but not greater than 350,000 tonnes d.w.t. 2 200 Over 350,000 tonnes d.w.t. 2 250 Notes: (a) Tonnes d.w.t. refers to the deadweight at maximum Summer draft. (b) The safety factor on yield of bow stoppers should be 1.50 SWL. The test load should be equivalent to the SWL. (c) The recommendations above are based strictly on ship size as being the only general criteria that can be used. Although Terminal Operators may increase the SWL of the chafe chain and equipment to take account of local environmental conditions, it is essential that the dimensions of the material remain as detailed in Section 5 (Not reproduced) in order that it matches the onboard equipment.

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Bow Fairleads: The following recommendations refer to the size, location and type of bow fairleads: (a) All bow fairleads should measure at least 600 mm. 450 mm. (b) Fairleads should be spaced 2.0 m. centre-to-centre apart, if practicable, and in no cases be more than 3.0 m. apart. Ships of 150,000 tonnes d.w.t. or less at maximum Summer draft need only provide one fairlead which should be on the centre line. (c) Leads should be oval or round in shape and adequately faired when fitted, in order to prevent chafe chains from fouling on the lower lip when heaving inboard. Square leads are not suitable. Mooring Operation: Various combinations of wind, sea and tidal conditions, as well as the size, length, ballasted trim and handling characteristic of a vessel, can affect the decision to moor/unmoor a vessel at the Terminal. All these factors have to be evaluated before a final mooring/unmooring decision is made and agreed by the vessels Master and the Mooring Master. On final approach, but still at a safe distance from the Terminal, the Mooring Master shall ascertain that astern engine movements are available promptly. After the mooring chain has been connected in the port side bow stopper, the Mooring Master must satisfy himself that the stopper securing pin of the stopper rests snugly across the stopper tongue or bar, thus giving it no opportunity to lift. Emergency Towing Wire (Fire Wire): On completion of mooring, the vessel shall rig on the starboard side on the focsle only one emergency towing wire of adequate strength. The line must be secured on mooring bitts and have sufficient slack on deck with the eye maintained at water level. Vessel Operational Deficiencies: The vessels Master must inform the Terminal promptly of the existence on board of an operational deficiency that will substantially affect the readiness and performance of vessel and crew. Vessel Notice of Readiness: The Master of a vessel should only tender a Notice of Readiness to the Field Operator when the vessel has been securely moored to the Benchamas Explorer and is ready, in all respects, to load. A Notice of Readiness is an undertaking that the vessel is in all respects ready to load and that all of the vessels equipment (including but not limited to tanks, pumps, valves and pipelines) is ready and fit to load Benchamas Crude Oil. Acceptance of a Notice of Readiness by the Field Operator is merely an acknowledgement of receipt of such notice and does not constitute agreement by the Field Operator that the vessel is in fact ready to load, or the acceptance of any other contractual terms and conditions. A vessel which is found not to be ready to load, notwithstanding having tendered Notice of Readiness, may be taken from the berth and directed to the anchorage. All expenses incurred shall be borne by the vessel and the decision of the Terminal Operator shall be final. Terminal Forms and Notices: In addition to completing the questionnaire referred to above, the Master is required to sign before mooring operations commence: 1. The Letter of Indemnity (Not reproduced). 2. The Ship/Shore Safety Check List (Not reproduced). Other Terminal documents may be required from time to time by the Field Operator or Terminal Operator. Unmooring: Prior to unmooring, the Terminal tug must be released from the stern. Great care must be taken when reducing the tugs engine power in readiness for disconnecting the tow rope as the export vessel may ride-up to the Terminal at this stage. Release of the Terminal tug may only commence when the main propulsion of the export vessel is ready for immediate use and has been tested. Unmooring should commence immediately after releasing the Terminal tug. Disembarkation of Mooring Master: The Mooring Master will not leave the offtake vessel until the vessel is sufficiently clear of the Terminal facilities. HOSES: Cargo Manifold Standard Dimensions: A vessel is expected to comply with the standard manifold arrangements that are contained in the OCIMF publication Recommendations for Oil Tanker Manifolds and Associated Equipment. For loading, a vessel must present one manifold connection flange of 16 in. 150 ASA on the port side. Flange dimensions and drilling should conform to the common standard of ANSI B16.5 or BS 1560 Series 150, or exact equivalent. The Terminal reserves the right to refuse loading a vessel that is not fitted with a standardised manifold presentation flange, and if the vessels crew is considered to be incompetent in handling the hose connection operations. Lifting Capability of Hose Crane or Derrick: The crane or derrick that is used by the vessel to handle the loading hose must have a safe working load (SWL) of 15 tonnes. It should also be able to provide a clear lift of 10 m. above the main deck over the manifold connection. The approximate weight of loading hose to be lifted amounts to 10 tonnes on a vessel with a high freeboard. Connection of Loading Hose: The vessels crew with advisory assistance from the Mooring Master performs physical connection of the loading hose. Prior to hose connection activities, the Mooring Master will ascertain and confirm that the stop valves at each end of the loading hose are closed. The vessel end of the loading hose is fitted with a Camlock quick connect/disconnect coupling and a stop valve. Consideration should be given to the insertion of additional studbolts through the Camlock coupling flange connection as added security. The designated Deck Officer onboard the vessel shall be present and must direct the crew as advised by the Mooring Master in hose handling operations. Security of Loading Hose: Once connected, the loading hose must be supported from the vessels crane or derrick, using nylon web slings. The loading hose shall be rigidly fixed in place at the hose support rail with nylon web slings and hang-off chains. This is particularly important when the vessels freeboard is low. Disconnection of Loading Hose: The vessels crew with advisory assistance from the Mooring Master performs physical disconnection of the loading hose. Prior to hose disconnection activities, the Mooring Master must confirm with the Terminal Control Room that the hose may indeed be disconnected, in particular when loading has been stopped by the Terminal. This is in order to ascertain that the nominated cargo quantity has been transferred. Care must be taken to ensure that the hose end blind flange is securely fitted in place before lowering the hose into the sea. Upon disconnection, the end of the loading hose must not be allowed to drift under the stern of the offtake vessel. This may happen to smaller sized vessels. In such cases, the hose end pick-up rope shall be held on board

See guidelines on how to compile and submit information to us (page xi).

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and secured to bollards at the manifold from where the crew can release it after the vessel has unmoored and gathered stern way. CARGO OPERATIONS: Pre-Loading Tank Inspection: The Loading Master does not usually inspect cargo tanks before and after loading or sign a vessels Dry Tank Certificate/Ullage Report. The Field Operators representative and an independent Cargo Inspector or Surveyor (appointed by arrangement between the Owner and Charterer and/or receiver of cargo from the export vessel) will attend to the sounding of all offtake vessels tanks prior to loading and take ullages, temperatures and free water measurements after loading. Loading Operations: The Master of the offtake vessel is cautioned of the serious consequences of closing or throttling tanker cargo valves against the incoming flow of oil. The ship/shore radio communications system must be maintained in good working order and checked hourly. The cargo manifold connection and the cargo pumproom should regularly be monitored for leakage. Before loading commences, a comprehensive loading plan shall be provided to and approved by the Loading Master and Master of the offtake vessel. The Master or Chief Officer of the vessel must notify the Loading Master when the vessel is in all respects ready to receive cargo. Cargo transfer will not be started unless offtake vessel and Terminal manifold locations are visually monitored. Cargo loading will start at a slow rate until the vessel confirms that cargo is being received on board. At such time, the flow will be increased to the agreed maximum rate. Not less than 30 minutes before the end of the loading, the vessel shall inform and give due notice to the Terminal Cargo Control Room to stop the cargo pumps in good time. During this time, the vessel shall inform the Terminal of the intended cargo valves to be closed and shall only use them after confirmation of receipt of this advice by the Terminal. In the case of emergency, pollution or serious incident that may require urgent stoppage of cargo export, the offtake vessel shall inform the Terminal before closing her manifold valve. Throughout operations, a responsible ships Deck Officer shall be on duty. At least 2 capable crew members shall be present on deck at all times and maintain radio contact with the Officer on watch. Control of Transfer Operations: The Terminal shall control the transfer of oil according to instructions received from the Loading Master on the offtake vessel. Suspension of Transfer: The Terminal shall halt transfer operations when: (a) Radio communication between the Terminal and the vessel is lost. (b) Instructed to do so by the vessels Master. (c) Instructed to do so by the Loading Master. (d) An emergency situation concerning the Terminal, mooring or floating hose occurs. (e) Helicopter operations to the Terminal or to the vessel are in progress (if the Loading Master so instructs), or (f) Weather conditions exceed safety limits or at any other time as may be determined by the Terminal. Gauging and Sampling: Vessels must be equipped to conduct the gauging and sampling of cargo tanks in a closed fashion. Open gauging/sampling is not permitted. Topping-Off Cargo Tanks: When topping-off cargo tanks towards completion of loading, the Master or Chief Officer of the offtake vessel shall be personally supervising this activity with adequate support from other vessel personnel. The Mooring Master will be present in the Cargo Control Room during this period. Cargo tanks that have been topped-off must be checked at regular intervals by vessel personnel during the remainder of the loading operation to detect and avoid a tank overflow due to an improperly shut or faulty tank valve. Benchamas Crude Oil Characteristics: API Gravity at 60F: 36.2 Pour Point Lower: 39C 42C Pour Point Upper: Specific Gravity at 60F: 0.8438 Total Sulphur Content: 0.04% by weight The Benchamas Crude Oil sample required heating at 55C due to its high pour point of 42C. This necessary step of heating the sample prior to testing could have caused slight light end losses which in turn may affect the Specific Gravity measurement. Loading Rate: Terminal loading rates to offtake vessels are governed by either the offtake vessels maximum loading rate, or the maximum pumping rate of the Benchamas Explorer (24,000 bbls./hr.), whichever is the lesser. Venting of Cargo Tanks: Venting is only permitted through main vent risers and not through any other venting arrangements. When more than one main vent riser is available, due consideration should be given to the wind direction when choosing the vent riser to be used. Exchange of Cargo Figures: Throughout loading, the offtake vessel and the Terminal shall exchange cargo figures on an hourly basis. Figures shall be expressed in observed gross barrels. Cargo Measurement: As soon as practicable after completion of loading, offtake tanker cargo figures should be calculated by the Master or Chief Officer of the vessel and communicated to the Loading Master. An independent Cargo Surveyor appointed by arrangement between the vessels Owner and/or Charterer and/or receiver of the cargo will usually witness tank measurements on board the vessel, perform his own cargo calculations and obtain cargo samples. The Bill of Lading cargo figures, supplied by the Terminal to the vessel, are based on measurements and calculations carried out onboard the Terminal. They will be presumed conclusive unless the Terminal Operator receives, from the vessel within 3 hours after completion of loading, written protest indicating any discrepancies between cargo measurements supplied by the Terminal and those recorded on the vessel. Cargo Documentation Package: The following cargo documents are included in the documentation package: Bill of Lading. Cargo Manifest. Certificate of Quality. Certificate of Quantity. Certificate of Origin.

BENCHAMAS TERMINAL
Tanker Ullage Report. Tanker Time Sheet. Tanker Notice of Readiness. Masters Receipt for Cargo Documents and Samples. It is Terminal practice that all cargo documents are completed and presented to the Master of the vessel for his signature before the vessel commences its sea passage. An Early Departure Procedure (EDP) is not applied. Deck Watch: The vessel shall keep an adequate watch on deck throughout the vessels stay in the berth, especially during all deballasting and cargo loading operations. While the vessel is in the berth, a continuous watch shall be kept on the bow to monitor the position of the bow of the offtake vessel in relation to the stern of the Terminal (FSO). The bow watchkeeper must carry a portable radio and maintain radio contact with the duty Deck Officer. A watchkeeper equipped with a portable radio shall be present in the manifold area throughout the loading of cargo. The duty Deck Officer is required to immediately notify the Mooring Master of any abnormalities. Inert Gas System (IGS): The vessels Master shall confirm before berthing that the IGS is working correctly, i.e. maintaining positive pressure in all cargo tanks with an oxygen content of no more than 8% by volume. The Mooring Master will verify the actual pressure and oxygen level in cargo tanks before the vessel proceeds to the berth. If the IGS is not functional, then deballasting from cargo tanks cannot commence. If the IGS fails after deballasting from cargo tanks has already begun, then such deballasting must be suspended until the system has been made functional again. If repairs are likely to take more than 6 hours, then a safe deballasting/loading plan must be agreed between the Master and the Mooring Master before operations can resume. Operational Ship/Shore Safety Check List: The operational Ship/Shore Safety Check List (Not reproduced) used at the Terminal is based on the Ship/Shore Safety Check List as incorporated in ISGOTT. The Mooring Master will complete the Check List together with the Master or Chief Officer of the vessel before deballasting and cargo loading operations can commence. From time to time thereafter, random inspections will take place to verify continued compliance. Material Safety Data Sheet (MSDS) Pogo Crude Oil: The Material Safety Data Sheet (Not reproduced) contains important safety information on the characteristics and properties of Pogo Crude Oil. The document provides guidance on safe carriage and handling practices. Timely Departure: It is Terminal practice that a vessel unmoors as soon as is practicable after disconnection of the loading hose. Vessel Emergency: The Mooring Master and the Terminal must be informed without delay when an emergency situation has developed or is imminent onboard the vessel. In such case, all loading operations will be suspended until the situation has been brought under control. The Mooring Master functions as the liaison between vessel and Terminal, but if for any reason communication with the Mooring Master is not possible, the vessel should communicate directly with the Terminal by means indicated in Emergencies below. Actions in an Emergency: The Terminal has in place an Emergency Response Plan that is co-ordinated with shore based support. Through this plan, shore based emergency support can be initiated and controlled. Nonetheless, the vessels Master remains ultimately responsible for the vessel, its crew and passengers at all times. If an emergency situation arises on the Terminal, the Terminal shall inform the offtake vessels Master of the situation and advise of actions the vessel should take. If an emergency situation arises on the vessel, the Master shall immediately inform the Loading Master of the situation and the actions being taken, who in turn shall advise the Terminal Operator. The Terminal emergency alarm signals are: General Alarm/Muster Station: Continuous ringing of alarm bells. Abandon Ship: 7 short and 1 long blast of ships whistle, and specific announcements over the Public Address system. In case of fire or explosion aboard the Terminal, the lifting of cargo shall immediately cease and the vessel shall be released from the mooring as expeditiously as possible, steering clear of the area under her own power after being released from the static tow where relevant. In case of fire or explosion aboard the offtake vessel, the lifting of cargo shall immediately cease and the vessel shall be released from the mooring as expeditiously as possible, steering clear from the Terminal or other facilities via assistance from the static tow or other attendant craft as necessary. Where feasible, the Loading Master shall co-ordinate these and ensuing emergency response procedures with the Masters of the various vessels concerned, who remain responsible for the safety of their ships, crew and other persons on board. Each such vessel shall follow the emergency response procedures already in place for that vessel, but retaining inter-facility co-ordination so as not to prejudice the safety of any other facility, if applicable. Emergencies: In the event of an electrical storm nearby or intimation of adverse weather forecast, loading shall be suspended and vessel unmoored if necessary. In the event of fire on board the offtake vessel, the Master shall raise an alarm by means of short and rapid blasts on the ships whistle. He shall also be responsible for making use of all methods at his disposal for fighting the fire and undertake all measures to get underway, if necessary. The Mooring Master and/or Terminal Operator shall be entitled (but not obliged) to take immediate steps at the sole cost and risk and on behalf of the Owner of the vessel to assist in controlling and fighting fire on the offtake vessel and to assist the vessel to vacate the Terminal. As required by the Terminal Regulations, the vessel must be ready to move under its own power with engines available at short notice throughout its stay at the Terminal, and an efficient deck watch shall be maintained at all times while the vessel is at or approaching or departing from the Terminal (See Regulations State of Readiness). BALLAST: General: Owners and Masters are responsible for complying with all international conventions and the laws of Thailand concerning pollution of the sea, having particular regard for the offshore sector environment. Any infringement of the international or national laws regarding pollution of the sea by oil will be dealt with most severely. Pollution of the sea by dirty ballast water, bilge discharge or any other means may result in

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heavy fines being imposed, and in severe cases may result in imprisonment of the Master or the arrest of the vessel concerned. Vessels shall arrive with sufficient clean ballast and trim of no more than 3.0 m. by the stern in order to be able to manoeuvre safely. Such ballast shall be not less than 30% of the Summer deadweight. If a vessel cannot comply with the above conditions, then it should arrive at the Terminal at least 30% laden with cargo and not trimmed excessively to permit safe manoeuvring. Ballast Handling: Deballasting may only commence after prior consent from the Mooring Master. This applies to any type of water ballast. Cargo tank ballast must be discharged through a fully functional overboard discharge monitor. There are no dirty ballast reception facilities at the Terminal. Arriving vessels must have pumps, lines and ballast tanks clean. It is an offence under the legislation of the Kingdom of Thailand to discharge polluted ballast water into the sea and penalties apply in case of violation. Cargo piping used for the discharge overboard of ballast must be clean and free of oil prior to arrival at the Terminal. The Master must ensure that the vessel will not release oil overboard when opening sea valves in connection with deballasting or emergency ballasting. A vessel with contaminated ballast will be required to retain such ballast on board at the exclusion of cargo. A responsible member of the vessels crew shall observe continuously the discharge of ballast water day or night, and shall be in voice communication with the ships Officer on watch. Concurrent Loading and Deballasting: Should a vessel wish to deballast and load concurrently, then the Master must demonstrate to the satisfaction of the Mooring Master that there is a complete physical separation or at least a reliable two-valve segregation between ballast and cargo sections. Tanker Freeboard and Draft: The Terminal is situated in open sea and is exposed to the weather. For this reason, the Master of a vessel must ensure that the vessel maintains, while at the Terminal, a freeboard which is as low as practicable. This can be achieved through judicious deballasting while loading. A vessel which is unable to conduct simultaneous deballasting and loading could be required to load part cargo prior to deballasting or retain ballast on board. In addition, a vessel in the berth must maintain a draft and trim condition that would allow emergency departure from the berth at all times, if necessary. POLLUTION: Safety and Avoidance of Pollution: Responsibility for the safe and environmentally sound conduct of operations while the vessel is at the Terminal rests with the Master of the vessel and the Terminal Representative. Before export operations commence, the Terminal Operator therefore seeks the vessel Masters full co-operation and understanding of the requirements set out in the Ship/Shore Safety Check List (Not reproduced) in the Terminal Regulations, which is based on practices widely accepted by the oil and tanker industry. The vessel will also be required to comply with the International Safety Guide for Oil Tankers and Terminals, and the Terminal Regulations. The Master, Officers and crew of the vessel shall comply strictly with the requirements referred to above throughout the vessels stay in the Terminal area. The Terminal Operator for its part will ensure that the Master, Officers and crew of the Terminal do likewise, and co-operate fully with the Master of the vessel in the mutual interest of safe and environmentally sound operations. Before the start of deballasting/loading operations, and from time to time thereafter: 1. The Mooring Master or Terminal Representative, together with a responsible Officer of the vessel, will make a routine inspection of the vessel to ensure that the requirements of the Ship/Shore Safety Check List remain answered in the affirmative. 2. The Master of the vessel shall ensure that those under his command check the valve and line systems of the vessel at regular intervals to ensure that no oil or other pollutants escape into the sea or cause contamination. Pumping Overboard of Engine Room Bilges: Engine room bilge contents must never be discharged overboard while the vessel is in the Terminal area, irrespective of the availability of an oily water separator. Onboard Shifting of Bunker Fuel Oil: The vessel shall request permission from the Mooring Master prior to the onboard shifting of bunker fuel oil if such an activity becomes necessary for operational reasons. Vessel Smoke Emissions: Pollution of the atmosphere by an excessive amount of smoke from the vessels funnel must be avoided. Reporting of Oil Spills: Oil spills, whether pollution of the surrounding waters has occurred or not, must be reported promptly to the Mooring Master. Oil Spill Kit: Oil seepage and minor spillage on the vessels deck must be readily cleaned up. The vessel shall maintain an adequate supply of oil spill kit items in the port side manifold area. Receptacles for storage of contaminated absorbent material shall be available on board. It is the responsibility of the vessel to ensure that contaminated absorbent materials are properly packaged and disposed of. Spill Clean-Up: If a spill occurs, all deballasting and cargo loading operations must be stopped and full attention given to cleaning up and avoiding or minimising pollution of the sea. The Terminal has pollution control equipment available and will assist with the clean-up of the surrounding sea area. If a spill is directly or indirectly attributable to the act or omission (whether or not negligent) of the vessel, its Master, its Owner, its contractors, subcontractors, associated entities, actual or deemed servants or Agents, then without prejudice to the Conditions of Use of the Terminal Regulations, any fines for pollution of the sea as imposed by the Kingdom of Thailand shall be borne by the vessels Owner. This is in addition to actual clean-up costs invoiced by other parties and other costs associated with pollution investigation, prevention and control. MEDICAL: Medical First Aid Equipment: Vessels medical first aid equipment, including oxygen-resuscitating apparatus, must be kept ready for immediate use. Medical Assistance: Emergency treatment is available from the Terminal on a limited scale. Medevac by helicopter to Songkhla can be arranged for serious cases. FRESH WATER: Not available. FUEL: Not available.

THAILAND
REPAIRS: State of Readiness: While at the berth, the vessel must keep
its main propulsion ready for immediate use at all times. No repairs or work that will render the vessel unable to move under its own power may be commenced without the prior consent of the Terminal. REPATRIATION: Crew members cannot leave the vessel, except in cases of extreme urgency. A valid Passport is required. No crew changes are permitted during the period a vessel is at the Terminal. STORING: Not available. GARBAGE DISPOSAL: There are no facilities available and it is expressly forbidden to dump garbage. WASTE OIL DISPOSAL: See Pollution. WEATHER: Weather Forecasting Services: Local weather forecasts for the area of the Terminal, both short term and long term, are issued daily at 0900 hrs. and 2100 hrs. The Terminal will provide the local forecast to offtake vessel Masters upon request. Tides, Currents, Wind, Weather and Seas: The Master is referred to published sailing instructions for this area for information on winds, tides and currents (See Location Publications. Currents: Currents in the Gulf are generally weak and variable. During the N.E. Monsoon (October to May), wind-driven, mainly near shore surface currents in the Gulf, circulate in a counter clockwise direction. These currents are reversed by prevailing S.W. winds from June to September and develop a clockwise flow. Current speeds of greater than 1.35 knots have been reported in the N.E. Gulf, but average speeds are usually less than 0.54 knots. Winds: The Gulf is fairly sheltered from winds of the two Monsoons, and as a result has a high percentage of calm to light conditions throughout the year. The direction of prevailing winds is determined by monsoonal activity. During the S.W. Monsoon period (May and September), S.W. winds are predominant. Wind direction is variable in October, and then during the N.E. Monsoon (October to January), winds are from North to East. In February and March, the dominant wind direction is S.E. and in April, winds are again variable with the transition from the Winter to Summer Monsoons. Shelter from the Asian landmass has an effect on wind speeds in the Gulf, such that during the N.E. Monsoon, wind speeds are lighter in the North of the Gulf than in the South. In the S.W. Monsoon, light winds are less frequent in the North than in the South. Strong winds are more frequent during the N.E. Monsoon than the S.W. Monsoon. In an average year, storm winds may exceed 73 km./hr. Typhoons, which can create wind speeds over 200 km./hr. are uncommon in the Gulf, in fact the occurrence of typhoons is less than once every 10 years. Waves: Sea conditions are generally calm to slight in the sheltered conditions of the Gulf. In February, when sea conditions are bad in the China Sea, the frequency of sea waves less than 1.0 m. in height is more than 80%. It is reported that over an average year, most waves in the central Gulf were less than 2.0 m., with a period of about 5 seconds. Storm waves can reach 7.0 m. The greatest proportion of waves in the central Gulf region in an average year approached from the East to S.E. and from the West to S.W. Sea Water Temperature and Salinity: The average monthly surface sea temperatures in the central Gulf region range from 27.2C in January to 29.4C in May and June. In general, surface salinities in the Gulf are between 30.5 and 33 parts per thousand (ppt). REGULATIONS: See Terminal Manual. GENERAL: Alcohol and Drug Control: All visiting vessels must adhere to OCIMF guidelines concerning the control of alcohol and drugs for watchkeeping personnel. Non-compliance will result in a suspension of all operations until the situation has been rectified. All visiting vessels are cautioned that no alcoholic beverages must be given to Mooring Masters or any other member of the Terminal. Failure to comply with this regulation will result in termination of loading at once. Personal Protective Equipment (PPE): The Master of an offtake vessel shall ensure that suitable personal protective equipment, including overalls, hard hats, footwear, hand gloves and eye wear is used by vessels crew while the vessel is engaged in operations at the Terminal. Berthing Alongside Export Vessel by Other Marine Craft: Other marine craft shall not lie alongside an offtake vessel while the vessel is loading cargo. At other times, the Terminal may permit a craft to go alongside the vessel provided that all cargo tank openings onboard the vessel, as well as similar openings on the other craft, are securely closed and that no venting of cargo tanks is taking place. AUTHORITY: Operator: Head Office: Chevron Offshore (Thailand) Ltd., 27th Floor, Suntowers Building B, 123 Vibhavadi-Rangsit Road, Kwaeng Ladyao, Khet Jatujak, Bangkok 10900, Thailand. Tel: 66 (2) 618-1036. FAX: 66 (2) 618-1001. Email: dbmc@chevron.com Contact: Dudley B. McDaniel, Operations Director (Mobile 66 (1) 849-8600). Terminal: Tel: Inmarsat 873-635685710. FAX: Inmarsat 873-635685711. Telex: Inmarsat 435685710.

BONGKOT TERMINAL: 08 03' N 102 20' E


LOCATION: Bongkot Terminal is located in the Gulf of Thailand. General Description: The terminal consists of the FSO Bongkot FSO 1,
30,000 d.w. tonnes, that is permanently moored to a single point mooring.

Charts: BA Chart No. 3542. PILOTAGE: Pilotage is compulsory and will be performed by the Bongkot
Terminal Mooring Master.

RESTRICTIONS: The terminal is closed for the berthing of vessels from


1600 hrs. March to October, and from 1500 hrs. November to February until sunrise. Berthing is not allowed if the wind speed exceeds 20 knots and the wave height exceeds 1.5 m. Tankers using the terminal shall be less than 15 years old (vessels fitted with segregated ballast and inert gas systems are preferred). MAX. SIZE: Tankers up to 40,000 d.w. tonnes. VHF: The terminal can be contacted on Channel 16, and works on Channel 6. BERTHING: Depth at the terminal is 80.0 m.

See guidelines on how to compile and submit information to us (page xi).

2497

THAILAND
CARGO HANDLING FACILITIES: The cargo is loaded through 28 in.
hoses.

BONGKOT TERMINAL
5 Lists of Ships Equipment and Stores 5 Lists of Provisions and Bonded Stores 5 Lists of Arms, Ammunition and Restricted Drugs Cargo Lifting Gear and Equipment Certificate (for inspection) 5 Lists of Foreign Currency. Note: This requirement for documents may vary.

Loading Rate: Max. loading rate is 13,000 bbls./hr. BALLAST: Vessels arriving at the terminal are required to have on board
ballast 40% of deadweight for conventional tankers, and 100% of deadweight for segregated ballast tankers. AUTHORITY: Operator: Head Office: PTT Exploration and Production Public Co Ltd, PTTEP Office Building, 555 Vibhavadi Rangsit Road, Chatuchak, Bangkok 10900, Thailand. Tel: 66 (2) 936 2626. FAX: 66 (2) 936 2666 (Direct Fax: 66 (2) 936 2676). Telex: 20866 PTTEP. Contact: Duncan Armstrong, Senior Logistics Engineer (Email: armstrongd@ptt-ep.comm). Bongkot Logistics/Marine Superintendent (Tel: 66 (2) 936 3636, ext. 2504. Email: bongkot.logmar-supt@ptt-ep.com).

Certification: Vessels will be expected to have all Trading Certificates valid and from 1 July 1998, foreign trading vessels, a Document of Compliance and Safety Management Certificate to verify compliance with the ISM Code. ARRIVAL: Arrival of Vessels: The terminal operates 24 hours daily throughout the year, subject to prevailing weather. The terminal may be contacted via Unocal Thailand or directly via Inmarsat (IOR) Tel: 635132310, Fax: 635132311. Vessels will only be berthed alongside during daylight hours, but may be berthed at any time if tandem moored. Berthing on Arrival: Vessels berthing on arrival will be boarded by the
Mooring Master in the anchorage area, or at a point advised by the Terminal Manager or Mooring Master. Thai Officials may board with Mooring Master.

CHONBURI: 13 08' N 100 49' E


LOCATION: Chonburi is located approximately 5 miles NW of Sriracha in the Bight of Bangkok. Charts: BA Charts No. 986 and 1046. DOCUMENTS: Vessels are required to present the following documents prior to loading any hazardous cargoes: IOPP Certificate Certificate of Fitness (Vessels carrying liquid bulk cargoes) Dangerous Cargo Manifest. Also see Sriracha Part (A). Arrival: All Masters of foreign vessels shall report the vessels arrival to the Harbour Master within 24 hours of anchoring or berthing. MAX. SIZE: Tankers berthing at the port:
Berth No. Deadweight (tonnes) Max. Draft (LLW) (m.)

Anchoring on Arrival: Vessels obliged or instructed to anchor should do so in the recommended anchorage. Anchoring time should be reported to Terminal Control as soon as is practicable thereafter. Notice of Readiness: Vessels should tender Notice of Readiness:
a) at the time of entering the anchorage area, if berthing on arrival b) at the time of anchoring (if instructed to do so by the Terminal Control), or entering the anchorage area if intending to drift c) or as directed by their Operators/Charterers. Notice of Readiness will be accepted subject to the following conditions: 1. The terminal is open. 2. The vessel arrived within loading range dates, and is nominated. The terminal may under certain circumstances berth a vessel arriving earlier than its nominated loading slot, subject to the non-prejudice of another ship, and available cargo or berth. 3. The vessel has advised the terminal of the Estimated Time of Arrival (ETA), 72 hours, 48 hours and 24 hours prior to arrival, and thereafter, of any subsequent changes in her ETA of more than 2 hours. 4. The vessel fulfills all the obligations of the terminal regulations and Safety Check List, and is ready in all respects to berth and load the nominated cargo. 5. It is during the hours of daylight, considered to be from 0600 1800 hrs. local time. 6. It is not a public holiday or Sunday unless the vessel is berthed on that day. 7. The Safety Inspection has been completed satisfactorily.

1 2 3 4
Berth No.

(Max.) 100,000 10,000 5,000 5,000


Length (m.)

(Min.) 10,000 3,000 1,000 1,000

16.0 15.0 11.0 10.0

BERTHING: The port primarily handles tankers.


1 2 3 4 80.0 40.0 30.0 30.0

Also see Max. Size.

AIRPORT: Bangkok International Airport, 100 km. AUTHORITY: Head Office: Thai Public Port, Harbour Department,
1278 Yotha Road, Talardnoi, Samphanthawong District, Bangkok 10100, Thailand. Tel: 66 (2) 236 5058. FAX: 66 (2) 236 7248. Contact: Tawalyarat Onsira, Deputy Director General. Local Office: Thai Public Port Co Ltd, 120 Moo 3, Tha Thewawong Sub-District, Ko Sichang District, Chon Buri Province 20120, Thailand. Tel: 66 3821 6389. FAX: 66 3821 6385. Contact: Port Director.

Deductible Laytime:
1. Manoeuvring time into the loading berth. 2. Time required for deballasting, if not concurrent with undelayed loading operations. 3. Time lost due to fault or failure of the vessel, including suspension of loading for vessels purpose and or delays incurred due to failure to observe terminal regulations.

ERAWAN: 09 06' N 101 21' E

(See Plan)

APPROACHES: Approaches to the Terminal:


SPM No. 1: 1. The terminal approach is through the companys gas field restricted zone via two approach channels, one from the south and the other from the NE. 2. The southern approach channel is 2 miles wide at its narrowest point, and based on a line between Lat. 8 45' N, Long. 101 30' E, and Lat. 9 04' N, Long. 101 25' E. 3. The north eastern channel is 2 miles wide at its narrowest point, and based on a line joining Lat. 9 14.5' N, Long. 101 35' E, and Lat. 9 09' N, Long. 101 32' E, and Lat. 9 04' N, Long. 101 25' E. SPM No. 2 (FSO): 1. The terminal approach is from the west of Long. 101 08' E. 2. When approaching from the north, all vessels should be west of Long. 101 08' E, when crossing Lat. 10 00' N. 3. When approaching from the south, all vessels should be west of Long. 101 08' E, when crossing Lat. 8 20' N. 4. Under no circumstances should a vessel approach the terminal from the east between Lat. 10 00' N and 8 20' N.

LOCATION: Erawan Terminal is situated in the central Gulf of Thailand,


approximately 300 miles south of Bangkok. The terminal co-ordinates are: SPM No. 1: Lat. 09 05.35' N, Long. 101 20.47' E SPM No. 2: Lat. 09 04.31' N, Long. 101 14.43' E. Floating Storage and Offloading Unit (FSO): The FSO Erawan is a modified 87,000 tons tanker, yoke-moored on a custom built buoy secured to the sea bed. The terminals operation and control centre, communications network and accommodation facilities are housed onboard. The unit is capable of simultaneously receiving produced stabilised condensate and of loading vessels secured alongside or in tandem from the buoy at a maximum of 20,000 b.p.h. Condensate is stored and off-loaded in a controlled, pressurised, inert gas environment and metered to vessels. Note: There is a stand-by SBM (No. 1) that is maintained for emergency use. Charts: British and American Charts and Publications referencing the terminal location are as follows: British Admiralty Charts No. 3963 and 3983: Hlaem Kho Kwang to Hlang Suan, and Hlaem Talum Phuk to Hlaem Mae Ramphung. China Sea Pilot Volume 1. US Government Chart No. 93010: Gulf of Thailand. DOCUMENTS: The following documents are required by port authorities from vessels Master, inwards on arrival: 5 General Manifests Inwards 5 Ships Registers 5 Inward Cargo Manifests 5 Through Cargo Manifests Safety Equipment Certificate (for inspection) Safety Construction Certificate (for inspection) Safety Radio Certificate (for inspection) Current Freeboard Survey Certificate (for inspection) 5 Derat Certificates Clearance Outward for Last Port (original) 5 Inward Cargo Manifests 5 Crew Lists 5 Passenger Lists 5 Through Passenger Lists 5 Crew and Passenger Declarations 5 Lists of Deck Stores 5 Lists of Engine Stores

Restricted Area: This covers the companys gas fields in the area. Within
this area, all activities, which could endanger the platforms or pipelines, are forbidden. For example, anchoring of vessels (outside designated areas), dredging, mechanical fishing (trolling and trawling), disposal of refuse, etc. The area is bounded by lines joining the following reference points:
Lat. Long.

9 9 8 8 9 9

55' 55' 30' 30' 05' 05'

N N N N N N

101 101 101 101 101 101

10' 35' 10' 45' 45' 35'

E E E E E E

PILOTAGE: Pilotage within the terminal area is compulsory, except when proceeding to anchor. A Company Mooring Master will board all vessels scheduled to occupy the loading berth. Masters of the vessels must ensure that they are familiar with, and strictly observe all regulations, paying particular regard to those covering safe operations and pollution of the sea (by oil, dirty ballast, garbage, or any other material).

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Readers are encouraged to send updates/additions (see p. xi for details)

ERAWAN
Mooring Masters:
1. All Mooring Masters carry their own radios, but this does not exempt the vessel from having operational marine VHF sets. 2. Masters are reminded that Mooring Masters must be afforded boarding facilities complying with accepted international standards, with regard to the vessels freeboard. 3. The assigned Mooring Master (or his relief) will remain onboard the vessel from the time of boarding until the vessel clears the berth. 4. Should a loaded vessel be returning to the anchorage, the Mooring Master will not necessarily anchor the vessel, (however, he may do so in certain circumstances). He will, however, remain aboard until the vessel clears the terminal area, or completes any documentation requirements. Term of Acceptance Conditions of Entry: After boarding, the Mooring Master will hand to the Master of the vessel a letter entitled Conditions of Entry into and Use of Erawan Terminal, in duplicate and the Master must sign and return to the Mooring Master one copy before the Vessel moves from the boarding point. This letter details the terms under which the Company accepts that vessel.

THAILAND
(ii) Oil Companies International Marine Forum/International Chamber of Shipping (OCIMF/ICS), International Safety Guide for Oil Tankers and Terminals (ISGOTT) latest edition (iii) OCIMF/ICS Ship to Ship Transfer Guide (Petroleum) latest edition (iv) OCIMF Standards for Oil Tanker manifolds and associated equipment. 2. Arrival Draft: Vessels must arrive at the Companys facilities on a suitable draft and trim, compatible with safe manoeuvring. A guideline for suitable draft is provided by applying the following criteria: (i) Moulded draft amidships (dm.) in metres to be not less than dm. 2.0 0.02 L (length). (ii) Trim by the stern not greater than 0.015 L (length). (iii) Propeller(s) fully immersed. This guideline is in accordance with the requirements of the International Conference on Marine Pollution, 1973, Regulation 13. Typically an approximate 25% Summer deadweight ballast condition should normally achieve these criteria. (iv) The terminal reserves the right to request Master to amend their arrival draft, if such draft is deemed to interfere with safe operations. (v) Use of Anchors: Use of a vessels anchors in the loading berths is not permitted. Vessels scheduled to load should have both anchors cleared away ready for emergency use. To prevent accidental release, the cable stoppers should be utilised until advised to the contrary by the Mooring Master. (vi) Mooring and Hose Handling: Equipment supplied by the terminal shall be taken on board using the terminal lifting gear. Vessels personnel must be available to take the equipment on board and carry out mooring and hose handling duties as advised by the Mooring Master. (vii) Should the Mooring Master, during tandem mooring, pilot the vessel from the focsle; it is expected that the Chief Officer will be on stand-by there with suitable communications to the bridge. (viii) The Vessel Questionnaire, supplied by the terminal, is to be completed by all vessels requested to do so. State of Readiness: (i) Main engines and essential machinery must be maintained in a state of readiness, which will permit immediate unberthing in an emergency situation. No main engine repairs are allowed whilst vessels are secured in the loading berth. Steam turbine engine vessels should engage the main turbine turning gear. (ii) A vessel may be required to vacate a berth, should the Mooring Master consider that conditions so warrant. (iii) Adequate vessel personnel are to be available for all loading/deballasting operations and any emergency situation. An Officer must be on duty and available at all times. (iv) Terminal personnel will normally board the vessel after berthing to advise on loading hose connection. (v) While tandem moored, a continuous watch should be maintained on the vessels focsle.

ANCHORAGES: Anchorage Areas:

SPM No. 1: an area 1 mile in radius based on Lat. 9 04' N, Long. 101 25' E. SPM No. 2: an area 1 mile in radius based on Lat. 9 04.5' N, Long. 101 10' E. Should a Master decide to anchor in either of these areas, his attention is drawn to the depth of water. For the purpose of being arrived, a vessel should proceed to within its designated anchorage.

Anchored Vessels:
1. Vessels should maintain a continuous 24-hour VHF radio listening watch on Channel 16 and Channel 17 for further advice or berthing instructions from Terminal Control. 2. Shifting Anchorage: vessels required to vacate or re-anchor in the recommended anchorage should inform Terminal Control. 3. Lifeboats: except in an emergency, where ships personnel may be required to abandon ship, vessels are not permitted to turn out lifeboats, or lower them to the water. 4. Refuse and Garbage: the dumping of refuse and garbage in the sea within the restricted area is expressly forbidden. Galley waste, and all other general garbage, should be contained onboard in a sanitary condition until the vessel clears the Restricted Area. Masters are cautioned that fines will be incurred for non-compliance. 5. Craft Alongside: no small craft, other than those on official business, will be allowed alongside, either in the anchorage, or in the loading berth. 6. Loss of Anchor(s) and/or Anchor Cables: in the event that a vessel should lose anchor(s) and/or anchor cable, Terminal Operations will, under no obligation, give assistance in attempts to recover them, subject to support vessel availability and terminal operational requirements. The terminal reserves the right to recover expenses so incurred. The use of anchor marking buoys is recommended.

3.

RESTRICTIONS: Vessel Size Restrictions:


Alongside: Vessels of a max. LOA of 800 ft., and a minimum length such that two of the terminal fenders will lay alongside the parallel body, may berth at the terminal. All vessels berthing alongside must maintain their deadweight below 70,000 tons while at the terminal. Tandem: Vessels with a maximum deadweight of 130,000 tons. The minimum acceptable lifting amount will be 10,000 barrels. Vessels Age: Vessels over 15 years of age will not be accepted unless they have previously loaded at the terminal, without incident, and are still with same Owners/Managers, or have a recent SIRE, or equivalent report, that is considered acceptable to the terminal. Inert Gas System: All vessels over 20,000 d.w. tonnes must be fitted with a fully operational inert gas system serving all cargo tanks.

Mooring at the Terminal:


(i) The use of tug(s) is the Mooring Masters or Terminal Managers decision. Their movement and use is co-ordinated by the Mooring Master, in agreement with the vessels Master, all in accordance with Appendix A (Not reproduced). (ii) Vessels scheduled to berth at the terminal will normally berth port side alongside or bow-to-bow in tandem. All mooring and unmooring operations at the terminal will be accomplished using tug(s). (iii) Should starboard side alongside berthing be required, the vessels Master will be afforded adequate advance notice to prepare. (iv) Mooring alongside the terminal: (a) Initial mooring lines will be passed to the terminal by messengers passed to the vessel using a line throwing gun. Mooring will be as the plan agreed between Mooring Master and the vessels Master. (b) All mooring wires used must have synthetic rope tails with a breaking strength at least 20% greater than the breaking load of wires to which they are attached. (c) Standard mooring consists of 5 head lines, 2 springs and 4 stern lines and 2 springs. (d) Adjustment of mooring lines must only be undertaken in the presence of the Mooring Master. Indiscriminate working of moorings may cause damage to both the vessel and the terminal. (e) Vessels fitted with tension winches must have them on Manual Brake, when secured alongside. (v) The close-alongside derrick should be topped, rigged and secured inboard during berthing/unberthing operations. (vi) Loading Hoses: (a) 28 in. hose strings, with 150 ANSI flanges, are available for loading condensate. (b) Advice on connecting loading hoses is given by terminal personnel. (vii) Mooring in Tandem at the Terminal: (a) Vessels should have ready, on the focsle, a rope of at least 8 in. circumference and 500 ft. length to be used to connect to the hawser pick-up line. (b) The terminal uses either a single 17 in. hawser with 76 mm. chafe chain or a 14 in. hawser with 54 mm. chain. (viii) Loading Hose: (a) Loading will be via a single 16 in. hose string that will be connected to the vessels port manifold. (b) Vessels will require a crane or derrick with a minimum SWL 10 tons to lift the hose on board.

Pumping Rates:
Maximum for the terminal will be 20,000 bbls./hr. Minimum for the terminal will be 5,000 bbls./hr. Notwithstanding the above criteria, the terminal reserves the right to reject any vessel, without explanation, that it considers unacceptable. Also see Berthing Operational Requirements. MAX. SIZE: See Restrictions.

RADIO: Standard Message required from Vessels:


(aa) (bb) (cc) (dd) (ee) (ff) (gg) (hh) (ii) (jj) (kk) (ll) (mm) Name and call sign of vessel Flag, Classification Society and year built ETA in Local Time (GMT 7 hours) Owner/Manager and years with Summer deadweight and length overall Segregated or clean ballast. If clean, deballast time required Double sides, double bottom or double hull Nationality of Master, Officers and crew If any pollution incidents or port prohibitions in last 2 years Cargo requirements in barrels (GSV) Draft on arrival Last port Confirmation that all cargo tanks are inert with an oxygen content below 8%.

Note: Any vessel whose last port was in Thailand, and which is unable to give full Notice of Arrival, should ask its Agent to contact Unocals Production Operations Department or the terminal, and give the above information prior to the vessel sailing. TUGS: One service vessel with tug capability and equipped with pollution/detergent spraying and foam fire fighting systems available. There are also two inflatable dinghies for use by the Mooring Master, for boarding, in suitable weather conditions.

BERTHING: Operational Requirements:


1. The operations, including berthing, unberthing, deballasting, loading and emergency operations shall be conducted in accordance with the following: (i) Companys Terminal Regulations

See guidelines on how to compile and submit information to us (page xi).

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THAILAND
(ix) For tandem mooring, the port side derrick will be used. (x) Special Requirements for Vessels Loading at the terminal: (a) The vessels deck fire water main should be kept pressurised to normal operating pressure at all times. (b) Two foam-making branches on hoses should be laid out forward and aft, adjacent to the loading manifolds, and be maintained ready for immediate use.

ERAWAN
Vessels Agent: All the vessels business, including Cargo and Customs
Documentation and the shipping documents, will be conducted by the vessels Agent. SHIPMASTERS REPORT: March 1993 (Updated 1996). Location: Erawan Terminal (Floating Storage Unit), operated by Unocal Thailand, is situated in the Central Gulf of Thailand, approximately 300 miles South of Bangkok in position Lat. 09 05.35' N., Long. 101 20.47' E. Documents: When coming from a port in Thailand, no documents required, only Port Clearance from last port. Otherwise all documents to be dealt with as under Sriracha, Thailand. Pilotage: Compulsory. Berthing Master will board vessel in or near export tanker anchorage. Anchorage: The anchorage is an area of 1 mile radius, centred on Lat. 09 04' N, Long. 101 25' E. Water depth is approximately 200 ft. Approaches: The terminal approach is through the Unocals gasfields restricted zone via two approach channels, one from the south and the other from the east. a) The Southern Approach Channel is 2 miles wide at its narrowest point, and based on a line between Lat. 08 45' N, Long. 101 30.0' E and Lat. 09 04' N, Long. 101 25' E. b) The Eastern Approach Channel is 2 miles wide at its narrowest point and based on a line joining Lat. 09 14.5' N, Long. 101 35' E and Lat. 09 09' N, Long. 101 32' E and Lat. 09 04' N, Long. 101 25' E. Currents: Currents in the area are predominately SEly and seldom exceed 1 knot. Restrictions: Berthing daylight only. Max. wind speed 25 knots. Unberthing day and night. Max. Size: LOA 250 m. Export tanker fullest displacement when alongside FSU Erawan, not to exceed 70,000 tonnes. Radio: 72 hours prior to arrival at the Unocal Field, vessels should advise Unocal Thailand of their ETA. Advice should be sent by cable via Bangkok Radio, Telex: 82632 UNOCAL TH, Fax: 66 (2) 541 1436 or Tel: 66 (2) 541 1970.

MEDICAL: Medical facilities are only available in an emergency. CARGO OPERATIONS:


(i) Masters are required to maintain their vessel in a safe operating condition. The vessels arrival freeboard must not be exceeded, and deballasting controlled accordingly. (ii) Vessels arriving with clean ballast in their cargo tanks may first be required to load an amount of cargo equal to the amount of ballast to be discharged. They will then deballast and on completion of deballasting will resume loading. Segregation of ballast water and oil cargo is the responsibility of the vessels Master. The Company accepts no responsibility for any co-mingling of oil and water. (iii) Masters of vessels are cautioned that no facilities exist which allow excess loaded cargo to be pumped back to the terminal. The Company is not responsible for overloading any vessel under any circumstances. It is the loading vessel Masters responsibility to stop cargo on completion of loading, in accordance with procedure given in (vi). Adequate provision should be made to receive a minimal overrun of condensate after the stop has been requested, whilst loading pumps stop and valves close. (iv) Loading hoses are regularly pressure tested to ensure their integrity. The vessels manifold valves should remain closed until the Mooring Master requests the vessels personnel to open them. (v) Good communications between the vessel and Terminal Control are essential. The Mooring Master will carry a hand-held radio to facilitate communication between all parties concerned (i.e. Terminal Mooring Master and vessels personnel). If the vessel is fitted with a VHF radio in the cargo control room, it must be maintained on Channel 17. Clear and concise operational advice from the vessel is requested, especially when changing over tanks and when stopping cargo. The terminal requests a minimum of 15 minutes notice prior to either a change of pumping rate or cessation of loading. Under no circumstances should the loading vessel valves be closed against the terminal loading pumps. (vi) Completing Cargo Loading Stop Procedure: Vessel to terminal notification required as follows: 15 minutes notice 5 minutes Standby to stop loading Slow down to (state thousands of bbls./hr.) Standby to stop. Second advice volume aboard. Stop loading.

Notice of Arrival should state:


1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. name of vessel and call sign ETA in GMT and date cargo requirements deballasting time required maximum loading rate vessels draft on arrival if there is any sickness aboard or clean Bill of Health last port of call any hull, bulkhead, valve or pipeline leaks on vessel, which could affect loading or cause pollution distance in feet from bow to the cargo manifold flange dimensions of vessels manifold, if not ANSI B 76.5, B 1560, ASA 150 or equivalent confirmation that all cargo tanks are inert with oxygen below 8%, and inert gas systems are fully operational is there a derrick/crane at the port manifold, with a minimum safe working load of 10 tons.

(vii) Masters are advised that a prolonged slow loading rate (5,000 b.p.h. or less) is unacceptable, due to the operational constraints of the terminal condensate metering system.

BALLAST: Ballast Discharge and Pollution Control:


(i) The discharge of bilges or dirty ballast water from crude oil vessels into the Gulf of Thailand is strictly prohibited. Acceptance and treatment of dirty ballast is not available. Vessels must arrive with clean ballast only for discharge to the sea. By clean ballast, it is meant that ballast in a tank which, since oil was last carried therein, has been so cleaned that effluent therefrom, if it were discharged into clean calm water on a clear day, would not produce traces of oil on the surface of the water or on adjoining shorelines, or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. (ii) Vessels presented for loading, which cannot comply with the requirements of (i) above and have to retain ballast on board, are advised that any deadfreight so incurred will be for the vessels account. (iii) Ships Bilges: Ships should arrive at the terminal with bilges pumped empty. Any residues accumulating whilst the vessel is in port should be retained on board. Heavy fines will be incurred by vessels discharging oil or oil polluted water whilst at the terminal.

FRESH WATER: Not available. FUEL: Not available. REPAIRS: No facilities. TIME: GMT plus 7 hours. SHORE LEAVE: Shore leave for visiting vessels personnel is not
permitted. Vessels personnel may pass through the terminal in an emergency, when special arrangements can be made through the vessels Agent, in conjunction with the Terminal Manager. GENERAL: Customs Clearance: Customs clearance inward and outward will be the responsibility of the vessels Agents. Terminal and other charges will be paid by vessels Agents. Loading may not be commenced if payment of charges has not been effected. Bill of Lading Documents: The terminal will prepare all the necessary documentation required for the particular cargo parcels loaded on the vessel (Bill of lading, Cargo Manifest, Quality and Quantity Report, Certificate or Origin and Tanker Time and Loading Report). These documents will be prepared in advance to enable Early Departure Procedures to be adopted. Non-compliance with procedures could incur delays to the vessels account while papers are being completed. Note of Protest: Under no circumstances should any endorsement be superimposed on the cargo Bill of Lading. In the event that the vessels Master requires to issue a Note of Protest, for whatever reason, he should do so on the vessels headed paper and append the vessels stamp. The Masters name should be printed or typed beneath his signature.

All communications should be addressed to Section Head Gas and Condensate Sales, with copy to Manager FSU and Marine Control SLQ. An updated ETA should be sent 48 hours and again 24 hours prior to arrival at the Unocal field. Vessels whose last port was in Thailand, and unable to give full Notice of Arrival, should have their Agent contact the Unocal Company or terminal and give their ETA prior to sailing. VHF: First contact to be made on Channel 16, working on Channel 17 with FSU Erawan. Radar: On approach, when 1 mile off FSU Erawan, radars have to be switched off. Tugs: One supply vessel Smit Belait available. It will bring Pilot and Loading Master on board, and assist in mooring. It will make fast with one tugline on starboard bow. During unberthing, tug will pull the head of FSU Erawan away from the tanker. Tankers: 28 in. hoses to be connected on port manifold. Loading rate approximately 3,000 cu.m./hr. On arrival, oxygen % content of all tanks will be measured. API of Erawan Condensate is 57.0. Repairs: Not allowed, engines to be kept on short notice. Time: GMT plus 7 hours throughout the year. AUTHORITY: Unocal Thailand Ltd, 5th Floor, Tower III, SCB Park Plaza (East Building), 19 Ratchadapisek Road, Chatuchak, Bangkok 10900, Thailand. Tel: 66 (2) 545 5555. Telex: 82632 UNOCAL TH. FAX: 66 (2) 545 5554. Contact: Captain Michael E Harris, FSO Manager (Fax: 66 (2) 937 9998. Email: mharris@unocal.com).

KANTANG: 07 25' N 99 31' E


SHIPMASTERS REPORT: April 1982.
PORT LIMITS: Vessels anchored in the bay between Ko Talibing and Ko Liang Hnua are considered to be arrived ships. DOCUMENTS:
6 Crew Lists. 4 Passenger Lists. 2 Stores Lists (including dangerous drugs, explosives, bonded items, ships wireless sets, TV, radio, etc.). 2 Personal Property Declaration. 2 Cargo Manifests. ARRIVAL: No large scale chart is available. The only chart available is B.A. Chart No. 3942. Keep well clear of Light Ko Liang and after passing Ko Liang Hnua on the starboard side keep equidistant from Ko Talibing and Ko Liang Hnua. Depth of water is about 10 m. up to Ko Liang Hnua Point (bearing 1904 miles approx.). This place is good for anchoring.

2500

Readers are encouraged to send updates/additions (see p. xi for details)

KANTANG
While going up and down river, there is a Customs check post at the mouth of the river and the vessel has to stop for Customs check and sign the register. The maximum depth in the river at high water is about 5.5 m. at Springs and as low as 3.5 m. at Neaps. The loading should be restricted as per the tidal conditions. PILOTAGE: Not compulsory. Due to shallow waters and absence of chart it is recommended to take the services of the local Pilot, though he speaks only local language. Pilotage distance is about 15 miles up the river. Pilot boards at the anchorage and takes the vessel up to Kantang. Berthing is also done by him, but it is recommended that the Master does this himself. HEALTH: No Port Health Officer available. Hence Free Pratique not required. RADIO: No way of communicating with the port from vessel. ETAs, etc. should be sent from the previous port by cable. On receipt of the ETA the local Agents will arrange berthing, etc. VHF: Not available. BERTHING: Berth is approximately 140 m. length. Hand leadline sounding at berth indicated depths minimum 10 ft. and maximum 16.5 ft. at low water and minimum 16 ft. and maximum 22.5 ft. at high water. While the vessel is being loaded it sits on the bottom at low tide and again floats at high tide. The ground is soft sand. Since the vessel is not afloat at all times the cargo calculations and distribution should be accurate. The main exports are cement in bags, fish meal and rubber in pellets which is mainly exported in LASH barges. The barges are loaded once a month. Generally half the wharf is occupied by LASH barges. One oil berth also available. Small tankers with about 4 m. draft can go alongside. CRANES: One mobile crane of 5 ton capacity is available. Priority given to loading LASH barges. FRESH WATER: Available. Supplied by a small boat of 4 tons capacity. FUEL: High speed diesel is available. Price is very high. CONSULS: No consulates or embassies. REPAIRS: Small repairs can be effected. GANGWAY/DECK WATCHMEN: Recommended. OPENING/CLOSING HATCHES: MacGregor hatches opened and closed by crew. CUSTOMS ALLOWANCES: 200 cigarettes and 1 bottle of spirits. CARGO GEAR: Supplied by the Stevedores. REPATRIATION: No crew changes possible. TELEPHONES: Trunk calls can be made from the main Telephone Exchange. Sometimes delays up to 1 hour is normal. GENERAL: Stores: No ship chandler. Market is very close to the berth where fresh vegetables, pork, fish, beef and chicken available. No mutton available but live goats can be purchased.

THAILAND
Ships soundings approximately 15 cm. higher than scale, which is closer inshore. Lowest low water 8.7 m., heights vary from 0.6 m. to 1.7 m. above LLW. Using tables for heights at Pak Phun, supplied by Pilot. Depths can be difficult to ascertain, due to 1.0 m. to 2.0 m. sea running at times. Check shore scale every hour and sound round each H.W. and L.W. Bottom soft mud and sand. Caution recommended with regard to water depths, no degree of certainty. Fresh water is available from shore, using ships hoses, but very slow. There are 2 boats available to run lines and a small tug stands-by for mooring and unmooring, though not very powerful. We used tugs line for unberthing. Loading operations ran very smoothly. Loaded last 2,000 tonnes on rising tide. Ships particulars: 15,832 g.t.; LOA 167 m.; beam 26 m.; Summer draft 9.50 m. We loaded, on this occasion, to even keel draft of 9.40 m. (approx. 24,800 tonnes gypsum). Shore scale read 10.25 m. depth alongside quay (vessel 10.4 m., i.e. 1.0 m. UKC). Vessel can lie alongside in good to fair conditions, but should be held off quay 2.0 m. 3.0 m. in moderate to rough conditions.

SHIPMASTERS REPORT: September 1993.


OVERVIEW: Vessel:
D.W.T.: LOA: Beam: Cargo Loaded: Final Draft: 29,432 tonnes. 180 m. 23.1 m. 24,844 tonnes. Forward 9.75 m. Aft 9.76 m.

KHANOM: 09 12' N 99 54' E


SHIPMASTERS REPORT: October 1988.

(See Plan)

LOCATION: Khanom, Nakorn Si Thammarat (Sumpun Mining Wharf). DOCUMENTS: Same documents as Bangkok. PILOTAGE: Not available. Wharf Foreman will board at anchorage and will
give berthing advice. ANCHORAGES: Lat. 09 12' N., Long. 99 54' E. MAX. SIZE: New jetty: 25,000 d.w.t. Draft 9.0 m. 9.5 m. Old jetty: 15,000 d.w.t. Draft 8.5 m. TUGS: None available. Small boat assists with running lines. BERTHING: New Jetty: Vessel is moored to 6 buoys (3 forward and 3 aft) and is kept 3.0 m. off the jetty. Vessel is to be equipped with 6 lines of at least 240 m. length each. CARGO OPERATIONS: Loading: One belt conveyor for loading gypsum in bulk, rate 500 550 tonnes per hour. Shifting: Good co-operation required with Foreman as vessel had to shift 3 or 4 times for each hatch. Trimming: By small bulldozer, weight 2,000 kg.

SHIPMASTERS REPORT: March 1993.


OVERVIEW: Vessel anchored 1.0 nautical miles off the berth in 9.0 m. (C.D.). Pilot available. Vessel boarded at anchorage by Agent, Pilot and his assistant. Agent takes all paperwork, no authorities boarded. Pilot gives advice/information on berthing and suggested loading sequence. However, we decided on actual sequence. On berthing, Pilot boards with assistant and Port Supervisor. Pilot on bridge, assistant aft and Supervisor forward, to assist with advice on ropes. Six mooring lines to be 280 m. long, and 2 to be 220 m. long. Anchor is also used on approach (up to 5 shackles paid out during shifting and 3 shackles on berthing). To obtain required length of lines, either join two lines together or cut up older lines to obtain length. We joined section of old line plus 22 mm. 35 m. wires, which had eyes each end (footwires used for log lashing). This was successful. This enabled lines to be kept on tension winches, it would be difficult if drum ends had to be used for shifting, i.e. 2 mooring lines joined together would not fit onto drums of tension winches. When shifting ship, the Supervisor attends on bridge to assist/advise. He was very experienced and proved invaluable. Loading by single loader, which can swing enough to load one hatch of this vessels beam. It can also stretch or retract. Loading rate up to 800 tonnes/hr. Max. allowable air draft is 11.5 m. Depth of water: There is a depth marker on quay. However, sounding round is advisable. Said to be vessel always afloat at 9.0 m. draft load to max. draft 9.5 m.

Berth: Gypsum Berth No. 2: Position Lat. 09 12.3' N., Long. 99 53.2' E. Gypsum berth is situated at South end of Laem Na Than, about 2.0 miles S.S.E. of the town of Khanom. There are two jetties, No. 1 is the Southernmost and older. The following remarks refer to Jetty No. 2. A third jetty is planned to the N.W. of Jetty No. 2. Gypsum is quarried about 200 km. away and brought by road in 25 ton lorries to be stockpiled near the berth. It is moved from the stockpile to the conveyor in 16 ton lorries. Counting lorries seems to be the only means of measurement. Ships are moored to buoys off the jetty and are loaded via a fixed conveyor. The ship has to be shifted to load each hold. The final load is done on the rising tide, and the ship must sail immediately. Chart: Largest scale chart available is B.A. 3963 (Laem Kho Kwang to Lang Suan) to a scale of 1:240,000. All positions refer to this chart. DOCUMENTS: Agent, Pilot, Loading Master, Foreman and Draft Surveyor board at anchor. The Agent deals with formalities and requires the following documents: Crew List. Crew Effects Declaration. Stores and Bond List. Passenger List. Arms List. List of Arrival and Departure dates at the last few ports. One copy of each list was sufficient. Bonded Stores were not sealed or examined. APPROACHES: From S.E., make for position Lat. 09 12.0' N., Long. 100 00.0' E., reducing speed after crossing the 20 m. contour. The headland of Laem Kho Kwang, at about Lat. 09 00' N., Long. 99 56' E., is conspicuous on radar and helps to check position. Laem Na Than consists of a series of very steep wooded hills, dropping sheer into the sea. The hill at the South end is conspicuous as the coast South from there is low and fringed with a beach, where the town of Ban Na Dan is shown on the chart. The berth is very hard to see as the gypsum stockpiles are hidden behind a wooded hill, and the two jetties are very small. The first thing we saw was a ship at anchor off the berth. Contact the Pilot on VHF Channel 16. When about 7 miles from Laem Na Than, bring the South end of the headland onto a bearing of 273T and steer to make good a course of 273T. This course passes 7 cables South of the wreck charted in position about Lat. 09 12.8' N., Long. 99 56.1' E. This wreck was not visible. It is supposed to be the remains of a wooden fishing boat and the fishermen say it has now vanished. The rising tide sets to the North, and the ebb runs to the South. Watch the bearing of the South hill of Laem Na Than carefully as the tidal streams set the ship quite strongly North or South of her course. The sea bed shelves gradually and evenly. After passing the position of the wreck, come more to the North and anchor about 1.5 miles East of Jetty No. 2 (North). MAX. SIZE: There are no tide tables for the port. The Pilot uses Thai tide tables for Ko Prap to the North, and Pak Phun to the South, and interpolates between them. The final loading is planned using readings taken from the tide gauge on the jetty. We were told that zero on the tide gauge is about 0.8 m. above the sea bed. Soundings from the ship indicated that the water was a little shallower, about 0.4 m. deeper than the tide gauge. The depths increase immediately to seaward of the berth. The policy is to stop loading when draft reaches 9.0 m., then on the flood tide top-off to about 0.2 m. less than the tide gauge reading, with a maximum sailing draft of 9.8 m. BERTHING: As the tide was flooding, we berthed heading South. The ship will require 3, preferably 4, ropes each end, of at least 380 m. Two normal 200 m. mooring ropes should be lashed together eye to eye. Shackles are not suitable as the connection has to pass round winch drums. A total of 16, minimum 14, good mooring ropes are therefore required. The Pilot was very good. An assistant is stationed at bow and stern to advise on moorings. One tug of 1,500 h.p. is available. This is an old sea-going tug and not very manoeuvrable, but pushes as required. Three lineboats of about 250 h.p. are in attendance. The offshore anchor is let go after clearing the buoys astern. When in position, up to 7 shackles will have been paid out.

See guidelines on how to compile and submit information to us (page xi).

2501

THAILAND
Four long lines are run to buoys at each end, 2 to seaward and 2 more or less ahead and astern, but slightly to seaward, two as breast ropes inshore of the jetty. After warping into position, 2 additional breast ropes are run out parallel. These can be single 200 m. lengths, but it is advisable to prepare longer lines if possible (See Plan). The ship is positioned about 3.0 m. off the jetty, ready to load. Berth No. 1: Berth No. 1 is the older, at the South end of the area. It is used by smaller ships that frequently shift to Berth No. 2 to top-off. Berth No. 2 is about 30 m. long, aligned about 357 177, and connected to the shore by a trestle about 200 m. long on an alignment of about 087 267. The position of the head of the jetty is about Lat. 09 12.4' N., Long. 99 53.2' E. by GPS after applying corrections. The jetty is of steel pile construction, its seaward face festooned with a random assortment of truck and tractor tyres. The ship must not lie against it. Occasionally during shifting, light contact was made. The berth is totally exposed to seaward, and during the N.E. Monsoon, ships are apparently thrown against it. Every Winter, the jetty has to be repaired. Judging by its appearance, repairs are in arrears. CARGO OPERATIONS: Gypsum is tipped into a hopper at the landward end of the jetty, and conveyed to the ship. The final stage of the belt is a telescopic and swivelling arm, that has a limited amount of range over the hatch. Max. airdraft is 12.5 m., or 11.5 m. during the N.E. Monsoon. Max. loading rate is about 800 t.p.h. Stowage factor is around 30 cu.ft./ton. No attempt is made to trim level with the loading arm. Instead, when each hatch is finished, a small bulldozer is hoisted in to trim level. The ships cranes or derricks must be used for this. The bulldozer weighs about 3 tons. The loading plan must be made out to reduce shifting to the minimum, but the shallow water and limited airdraft make deballasting difficult. When the draft reaches 9.0 m., loading will be stopped and the ship shifted to bring the midship hatch under the loader. As the tide rises, cargo will be loaded into this hatch until the final draft is reached. There is no opportunity to adjust fore and aft trim, so unless the cargo can be loaded exactly on the Centre of Flotation, the trimming effect must be allowed for at the earlier stop. The ship must sail before high water, and time must be allowed for the bulldozer to finish the last hold. Cargo figures are calculated by draft survey. Departure: Tugs and lineboats ease the ship away from the jetty, helped by the anchor and No. 1 stern line. After this is let go, the ship is very hard to turn as she is so near the bottom. To seek the deepest water, steer to make good course 093T, keeping the old jetty at the South end of Laem Na Than bearing 273T, as described for approach. Maintain dead slow until soundings indicate adequate under-keel clearance. After passing position Lat. 90 12.0' N., Long. 100 00.0' E., the depth is great enough to ring full away and proceed on passage. SHORE LEAVE: No restrictions, and no passes needed. However, the ship must be shifted every few hours, so sufficient crew must be kept aboard to handle 8 ropes and the cable. If the ships brow is used, it must be constantly attended as the vessel is not alongside. The Agent said that the plant would provide a launch to the seaward accommodation ladder, but we landed personnel using ships cranes. Shore officials board and leave by scrambling along the (moving) conveyor belt. GENERAL: The Pilots and Loading Masters seemed very competent and apart from the shifting, all went well. There was no unauthorised boarding and pilfering. A Supervisor stays aboard during the load, and the 2 Pilots/Loading Masters stay for the last 24 hours. The weather was calm. However during one squall, the ship sheered badly and the cable had to be hove in to keep ship off the jetty. During the N.E. Monsoon, I do not think this could be described as a safe berth. There are additional buoys to seaward near the No. 1 buoys fore and aft, which can be used to double up on moorings in the Monsoon. No stores are available, and we were told there were no medical facilities, though there is presumably something at Surat Thani, about 1.5 hours drive away. The Agent and Pilots were all provided by the Charterer.

KHANOM
Jetty No. 2: Jetty No. 2 is a T jetty extending about 200 m. East of the Point, on steel piles of rather fragile construction. The original square end (35 m. wide) is well fendered with used tyres and now slightly rounded at the ends due to contact with vessels. It was noted on berthing that a steel bracket on the Southern end of the jetty had previously been fractured. This berth can handle vessels up to 190 m. LOA and 31 m. beam, loading to a max. draft of 9.2 m. at low water and 9.8 m. at high water. The jetty supports a fixed loader which can swing through an arc of about 20 m. over the vessel with an outreach of about 18 m. Max. airdraft is 11.0 m. It is necessary to shift the vessel between runs for access to each hold. Mooring: Mooring at both berths is to buoys with the offshore anchor used and starboard side to at Jetty No. 1 and portside to at Jetty No. 2. Mooring at Jetty No. 2: Two Pilots and the Supervisor board with the Agent at the anchorage. One Pilot and the Supervisor take stations fore and aft to advise the Officers and ratings of the mooring arrangements and also take charge of the mooring operations. It is necessary to have a minimum of 6 mooring lines at each end, 2 of which are joined end to end with 2 other ropes with shackles, if available, or lashings. Approach is made either from the South on light draft, about 200 m. East of the jetty, or from the East passing North of the outer Southern buoys and the starboard anchor is let go when the outer buoys are in line with the bow. Mooring lines are passed to the mooring buoys by 3 mooring boats and the vessel is moved into position by heaving on the moorings and the anchor is slacked away to about 7 or 8 shackles. A tug of 1,500 h.p. assists as required. The vessel is finally moored about 1.0 m. 3.0 m. off the end of the jetty, heading North. The Pilots have a set procedure for running the lines, and if this is followed, it is an efficient operation. Shifting Ship: Shifting ship between holds is supervised by a Pilot and Supervisor who remain on board throughout loading and oversee all aspects of the operation. If the set procedure is followed, the shifting is efficiently carried out without the assistance of main engines. Weather: During the N.E. Monsoon, there is a continuous low swell causing the vessel to roll alongside. The wind speed is watched carefully and the Pilot will not take vessels alongside in winds above 15 20 knots, and if wind speeds are expected to exceed 20 knots for a period, vessels will leave the berth and wait at anchor. During this season, it is not unusual for a number of vessels to be anchored waiting to load. It is reported that during the S.W. Monsoon all is peace and tranquility. Tide: The tide is reported to be about 1.0 m. rise and fall. There is a tide gauge on the South side of Jetty No. 2, and the ships officers are requested to record the level hourly whilst alongside. The previous days readings are used to predict the final days high tide in order to complete loading on a rising tide to load the maximum cargo. Depth: The Pilot reported that an allowance of 0.8 m. is made for the maximum drafts allowed. This vessel sailed at 9.83 m. and a minimum depth under-keel of 0.7 m. was recorded, giving a total depth of 10.53 m. The tide gauge was reading 10.6 m., but with swell, this was not an acurate reading. It is reported that the tide gauge depth covers the whole area off the Eastern Jetty. However, on the first approach to the berth from the South, a patch 0.4 m. less water was noted during the approach. Cargo: Natural crude rock gypsum is mined some 180 km. inland and is brought to Khanom by lorry convoys and is stockpiled ashore in the open, so it is usually wet from rain. The rock varies in size from about 15 cm. to dust and is brought from the stockpile to the loading hopper ashore by lorry and then to the vessel by conveyor belt. A loading rate of 732 tonnes per hour was achieved for 35,000 tonnes loaded. Stowage factor is quoted as about 30 cu.ft./tonne. All stages of loading are supervised by the Pilot, who remains on board throughout and will modify the vessels loading and ballast programme according to the tide conditions and to minimise shifting of the vessel and maximise cargo lifted.

SHIPMASTERS REPORT: December 1993.


OVERVIEW: Berth: Gypsum berth (Lat. 09 12' N., Long. 99 53' E.). DOCUMENTS: Clearance is carried out by the Agent who takes all the
required papers to the officials ashore. APPROACHES: The wreck in position Lat. 09 12.8' N., Long. 99 56.1' E. has been reported by local fishermen to the Pilot as non-existent. However, the Pilot advises that it is best to keep clear. A gas pipeline is reported to have been laid from Khanom Power Station (Approx. position Lat. 09 14.3' N., Long. 99 52.1' E.) in an Easterly direction to the gas fields. It is therefore not recommended to anchor North of Lat. 09 12.5' N. The Power Station is of recent construction and is reported to supply a large area. ANCHORAGES: Vessels are advised to anchor in position 1.5 miles East of the jetty and South of Lat. 09 12.5' N. This was found to be a good anchorage with 6 shackles in about 12.0 m. RADIO: Communications should be through the Agents, and after anchoring, a continuous watch should be kept on VHF Channel 16. The Pilot and local representative are equipped with VHF walkie-talkies which they use to contact vessels at anchor. No continuous watch is kept ashore. BERTHING: The gypsum loading facility (See Plan) is privately owned and consists of 2 jetties on steel piles and a small quay built out from Laem Na Than for the loading of natural crude rock gypsum in bulk. Jetty No. 1: Jetty No. 1 extends about 40 m. from the South side of the Point, providing a berth 70 m. long. It is concrete topped on steel piles with 2 fendered dolphins, one close East and one close West of the berth for protection. It can handle vessels up to about 8,000 d.w.t. with a max. draft of 7.8 m. forward and 8.6 m. aft. Larger vessels may start loading on this berth and then move to Berth No. 2 to complete. The loader on this berth is able to move through the 70 m. length of the berth, so shifting vessels between hold runs is not required. Airdraft on this berth is estimated to be about 8.0 m.

MEDICAL: Medical attention is available for minor ailments locally and for
more major problems at Surat Thani.

FRESH WATER: Not available, so it is advisable to arrive with plenty,


especially in the N.E. Monsoon, when long delays are possible.

REPATRIATION: Vessel was advised before arrival that repatriation was


not very practical and any crew changes should be arranged at ports before or after Khanom.

TIME: GMT plus 7 hours. GENERAL: Provisions and bonded stores are available, but prices are high.
Bonded stores in particular are more than double average prices elsewhere. Immobilisation of the main engine is not to be recommended, especially during the N.E. Monsoon. Sheltered anchorage can be obtained in position Lat. 09 24' N., Long. 99 53.5' E., in the lee of Ko Samui, and the Pilot advises that on occasions vessels have left the berth with the trimming bulldozer and shore moorings on board and completed trimming in this position, the shore equipment being landed to the tug for return ashore. The anchorage off the berth is exposed to the N.E. Monsoon and swell. Shore mooring lines, 3 in total, are available for an extra line aft and also for additional lines if required for bad weather. In calm weather, a large number of small fishing boats work off the berth, inside the 10 m. line, inspite of this, no attempts to board the vessel were made, and it is reported that thefts from vessels in this area are unknown. All staff employed were found to be pleasant to deal with, efficient and helpful.

2502

Readers are encouraged to send updates/additions (see p. xi for details)

KHANOM
SHIPMASTERS REPORT: March 1994.
OVERVIEW: Vessel: Gross: 4,576 tonnes. Net: 3,072 tonnes. D.w.t.:
8,875 tonnes. Summer draft: 7.62 m. LOA: 114.23 m. Beam: 18.6 m. Cargo: Loading gypsum in bulk (7,600 tonnes). Chart: We could not find any large scale chart or detailed illustration. DOCUMENTS: Same as other Thailand ports. Only the Agent boarded ship with documents/forms. No other officers come on board. PILOTAGE: There are two Pilots, they act on behalf of the Port Authority, and communicate with the ship on VHF Channel 16. The Pilot boarded the ship with two wharfmen. When the ship goes alongside, one will assist Chief Officer and the other will assist the 2nd Officer. ANCHORAGES: About 1.6 nautical miles off shore. Depth about 15.0 m. Our anchor position was Lat. 09 12.6' N., Long. 99 54.6' E. Depth 14.5 m., mud and sand, holding is good. TUGS: One tug and two mooring boats available. BERTHING: 2 private berths. Jetty No. 1: Length about 60 m. (Position 09 12.38' N., 99 52.875' E. by GPS Direction 254). Depth said to be 7.5 m. forward and 7.8 m. aft, but we sounded on board 7.90 m. forward, 8.90 m. middle, and 9.40 m. aft. There are no shore bollards for mooring. 3 mooring buoys forward and 3 mooring buoys aft are available. The mooring lines lengths vary (150 m., 270 m., 350 m.). If ships lines are short, it is possible to rent lines from shore. Jetty No. 1 has a conveyor with capacity 600 tonnes/hr. and loading is throughout 24 hours. Jetty No. 2: About the same conditions, but for larger ships (over 10,000 g.r.t.). Jetty length about 30 m. The ship shifts fore and aft many times for loading her cargo. FRESH WATER: Available from shore.

THAILAND
Cautionary Advice: Manoeuvring in the area between the sea buoy and
anchorage must be undertaken with care, caution and at a moderate speed. Numerous small fishing boats operate in this area, and visibility can occasionally be reduced by heavy squalls or fog. PILOTAGE: The Pilot Station is located on Si Chang Island. The Pilot uses a service boat to board arriving vessels or ships at anchor. The Pilot will board the vessel in an area approximately one mile from the TPP Jetty and will assist the Master in manoeuvring the vessel to the berth. Prior to arrival, the vessel should prepare and securely rig a combination of pilot ladder and ships accommodation gangway, so arranged that personnel can first use the pilot ladder until part way up the vessels side, then transfer to the accommodation gangway. A heaving line should be ready to take the Pilot and Berthing Masters equipment on board. ANCHORAGES: The anchorage area is located within Lat. 13 07' 00" N to Lat. 13 08' 54" N, and Long. 100 50' 00" E to Long. 100 51' 00" E, where vessels await the Pilot, Mooring Master or berthing instructions. The depth is approximately 20m, the bottom is good holding ground, consisting of mud and sand. RESTRICTIONS: Berthing is only permitted during daytime from 0600 1800 hrs, but unberthing may be possible at night-time with approval from the Pilot. MAX. SIZE: 100,000 tonnes dwt, LOA 280m, beam 40.1m and draft 14.8m. RADIO: Communications: Upon departure from the last loading port, vessels are requested to fax Notice of Arrival to the TPP Commercial Dept, Fax: 66 (2) 633 8269; and TPP Si Chang Island, Fax: 66 (38) 216385, via ships Agent. The Notice of Arrival should contain the following information: a) Name and call sign of vessel b) ETA c) Vessels particulars d) Details of cargo, such as qualities, etc e) Inert gas system operating condition f) Crude oil washing (COW) history at the last three ports of discharge g) Advice as to the percentage of tanks to be cleaned h) Details of the ships manifold, including type, size and numbers i) Whether the ship has external impressed cathodic protection. If the vessels ETA changes by more than 1 hour in the last 24 hours, prior to arrival at TPP, establish radiotelephone contact with the ships Agent in Bangkok and advise new ETA at least 12 hours prior to arrival. Pre-Arrival: In addition to the general pre-arrival communications mentioned above, the vessels Agent must advise the Master prior to arrival of the minimum mooring criteria, general berthing/unberthing, mooring facilities, etc. Most Urgent: Please advise TPP Si Chang Island soonest concerning ships mooring equipment availability, winch location and winch brake capacity, length/size and breaking strength of mooring wires. TUGS: There are four tugs available for mooring/unmooring operations. Tug characteristics are 13,900hp, 23,200hp and 12,400hp. Two tugs of adequate power normally assist in berthing/unberthing, and will stand by in the vicinity awaiting the Masters orders.

KO SI CHANG: 13 08' N 100 49' E

(See Plan)

Island in the Gulf of Thailand, in position Lat. 13 08' 00" N, Long. 100 49' 04" E. Charts: The following charts are recommended for use when approaching Ko Si Chang Port: BA Chart No 986 US NOAA Chart No 93244 Thai Chart Nos 001, 114 and 142.

LOCATION: Thai Public Port (TPP) is located on the SE coast of Si Chang

DOCUMENTS: Documents/Pratique: Customs regulations are extensive. Inward


clearance is effected on board upon arrival. No advance radio clearance is permitted. It is essential that the following documents be prepared in advance for port officials and agency representative.

Customs:
6 1 1 1 1 1 1 1 1 Crew Lists Crew Effects List Provisions/Stores List Foreign Currency (ships and personal) List Deck/Engine Stores List Arms/Ammunition List Opium and Drugs List Bonded Stores List Passenger List (if no passengers are on board, Nil Declaration required).

BERTHING:
Berth No. 1: DWT: Cargo: Length: Beam: Max draft: Bow to manifold: Stern to manifold: Water depth: Berth No. 2: DWT: Cargo: Length: Width: Max draft: Bow to manifold: Stern to manifold: Water depth: Berth No. 3: DWT: Cargo: Length: Width: Max draft: Bow to manifold: Stern to manifold: Water depth: Berth No. 4: DWT: Cargo: Length: Width: Max draft: Bow to manifold: Stern to manifold: Water depth: 100,000 dwt (max), 10,000 dwt (min) High speed diesel, motor gasoline 280.0m (max), 140.0m (min) 40.1m (max), 17.1m (min) 14.8m (max), 7.9m (min) 50.0m (min) 50.0m (min) 16.0m (min).

Immigration:
3 Inward/Outward Form No. 3 and No. 4 1 Crew List Immigration Form No. 35. All immigration formalities are handled by Agent upon arrival.

Port Health Authority:


2 Vaccination Lists 1 Maritime Declaration of Health.

Hazardous Cargo Documentation:


When a ship is to load a hazardous cargo, the ships Master, owner, cargo owner or authorised Agent must present the following documents: 1 International Oil Pollution Prevention Certificate (IOPP) 1 Certificate of Fitness 1 Dangerous Cargo Manifest. APPROACHES: The port is located between Lat. 13 08' 00" N to Lat. 13 08' 30" N, and Long. 100 49' 15" E to Long. 100 49' 41" E. The suggested approach route to the port is as follows. 1. When the ship approaches from the south (west of Koh Nok), it arrives at Position A (Lat. 13 03' 00" N, Long. 100 49' 00" E). 2. From Position A, the ship should set a course of 068.4 to Position B (Lat. 13 06' 15" N, Long. 100 50' 20" E). 3. The ship will proceed north from Position B until it reaches Position C (Lat. 13 07' 40" N, Long. 100 50' 20" E). 4. From Position C, the ship can make her final approach for berthing or to the anchorage. See Plan. Minimum water depths for each of the referenced positions are as follows:
Position Depth MSL (m) Depth CD (m)

10,000 dwt (max), 3,000 dwt (min) High speed diesel, motor gasoline 140.0m (max), 85.0m (min) 17.2m (max), 12.8m (min) 7.9m (max), 5.9m (min) 17.0m (min) 17.0m (min) 16.0m (min).

5,000 dwt (max), 1,000 dwt (min) High speed diesel 103.0m (max), 61.0m (min) 15.1m (max), 8.9m (min) 6.5m (max), 4.2m (min) 17.0m 17.0m 12.0m (min).

A B C Berth

20.78 25.48 23.48 18.28

18.3* 23.0 21.0 15.8

* CD Admiralty Chart Datum is 2.48m below MSL. The distances between the positions are as follows: From position A to B From position B to C From position C to the Berth 6500m 2550m 1250m

5,000 dwt (max), 1,000 dwt (min) Motor gasoline 75.0m (max), 35.0m (min) 8.9m (max), 6.0m (min) 3.0m (max), 2.5m (min) 17.0m 17.0m 12.0m (min).

Navigation Aids: Thai Public Port (TPP) provides four marine signal lanterns at the extremities of the tanker berths and causeway, as follows: one on MD No. 1, one on MD No. 6, one on MD No. 7 and one at the end of the causeway.

Berthing Procedures: Large tankers bound for TPP, after passing through the harbour approach route, should proceed to within about one mile from the TPP terminals closest point, where the vessel will then be manoeuvred by tugs to the berth. All vessels berthed at TPP should follow terminal rules and regulations. While a tanker is berthed at a terminal, her boilers, main engines, steering machinery and other equipment essential for manoeuvring should normally be maintained in a condition that will permit the ship to move away from the berth at short notice.

See guidelines on how to compile and submit information to us (page xi).

2503

THAILAND
MOORING: Ships Mooring Equipment: Self-tensioning winches fitted with automatic
stowing and hauling should not be used in the automatic mode while the vessel is moored at the berth, since they may not always hold the vessel in position. The terminal requirements are at least 10 mooring lines (5 lines forward and 5 lines aft). Important Notes: All mooring equipment and lines must be in working condition. Synthetic tails without a proper connection and spliced mooring lines are not allowed. Mixed moorings are acceptable, but not in the same direction or at the same mooring points. Terminal Mooring Equipment: One mooring boat is utilised for sending lines ashore. Terminal special mooring equipment/aids include: Quick-release hook system: All mooring/breasting dolphins are equipped with manually handled quick-release hooks. Docking sonar: The berths are equipped with docking sonar, indicating the vessels approach velocity while berthing. Green safe rate of speed Amber cautionary rate of speed Red dangerous rate of speed

KO SI CHANG
Cargo Calculations and Operations: Sampling, ullaging and quantity
calculations will be carried out at the berth concurrently with Immigration and Port Health Authority formalities and/or concurrently with loading arms connection. Customs officials and a terminal representative will attend. Ship/shore safety and pollution check lists are to be completed jointly with the terminal representative prior to loading or discharging. The port manager will co-ordinate cargo operations between ship and shore. Ship Manifold Requirements: No ships flexible hoses are allowed to be connected to loading arms, unless they are safely and rigidly bolted to the ships deck. As the berths are equipped with 150 ASA loading arms of various sizes, they should be used to their operating limits. Limitations are clearly indicated on an attachment, copies of which are available to Masters of incoming vessels or their designated agents. If any ships manifold, after all attempts, still does not fit to TPP loading arms, TPP will reject the ship. Reducers: the vessels inshore manifold should be prepared for connections as follows: Tanker Berth No. 1: 212 in. hard loading arms with 150 ASA flanges for HSD Tanker Berth No. 1: 212 in. hard loading arms with 150 ASA flanges for Mogas Tanker Berths No. 2 and No. 3: 18 in. hard loading arm with 150 ASA flange for HSD Tanker Berths No. 2 and No. 4: 18 in. hard loading arm with 150 ASA flange for Mogas. Discharging: Suction and cargo delivery lines will be stripped and contents are to be sent to shore tanks. Cargo Operational Requirements and Restrictions: During discharge at TPP, the following requirements and restrictions are to be strictly complied with: a) to ensure that no water is pumped into the shore lines, all ship sea suction valves will be closed before discharge b) as a safety operating procedure, when the terminal wind indicator records winds blowing at 18.0 m/sec from any direction, the terminal will take the following precautions: inform ships personnel to be alert to the state of the mooring lines stop discharging/loading operations drain loading arms disconnect loading arms. The above actions are taken to ensure that disconnecting operations have been completed prior to winds increasing to the 21.0 m/sec level, which is the maximum operating wind for the loading arms. c) in case of ship movement away from the original mooring position, the following action should be taken to assure that loading arms will not be damaged. 1. Stop cargo pumps. 2. Close ships manifold valve. 3. Promptly utilise tug assistance for pulling/pushing the vessel in a windward direction. 4. Activate emergency release coupling to release loading arms.

Mooring Requirements : TPP requires that ships Masters observe the following conditions whilst berthed at the terminal: It is the ships responsibility to maintain safe mooring lines at the berth at all times. The tension of mooring lines must be tight, and lines must be secured to the satisfaction of the Port Manager. Any unsafe mooring equipment or conditions will result in the cessation of cargo operations and possible disconnection of loading arms. Time lost and cost of loading arms disconnection will be to the ships account. In the event of an unsafe mooring situation created by the ships negligence or by weather conditions, tug(s) assistance might be necessary as determined by the Port Manager. The cost of the tug(s) will be for the ships account. CARGO OPERATIONS: Berth No. 1:
Size of ships flanges: Size of flanges: Type: Height from sea level: Height from deck of platform: Distance from fender (ships side): Centre-to-centre spacing: between arms: drifting (sway): surging: max flow rate: adaptors: ballast water tank: HSD 212 in. arms Mogas 212 in. arms ANSI 150 22.0m (max), 2.5m (min) 15.5m (max), 4.0m (min) 7.6m (max), 1.0m (min) 3.5m 6.6m 2.25m (3.0m (max)) HSD 2,500 cu.m/hr Mogas 2,500 cu.m/hr 10 in., 12 in., 16 in. (ASA 150) 1,000 cu.m HSD 18 in. arm Mogas 18 in. arm ANSI 150 13.5m (max), 1.0m (min) 7.0m (max), 5.5m (min) 6.3m (max), 0.1m (min) 3.5m 6.2m 2.25m (3.0m (max)) HSD, Mogas 800 cu.m/hr 6 in., 8 in., 10 in. (ASA 150) 1,000 cu.m HSD 18 in. arm ANSI 150 11.5m (max), 1.0m (min) 5.0m (max), 5.5m (min) 2.0m (max), 0.5m (min) 4.5m 3.0m (max) 800 cu.m/hr 6 in., 8 in., 10 in. (ASA 150) 1,000 cu.m Mogas 18 in. arm ANSI 150 11.5m (max), 1.0m (min) 5.0m (max), 5.5m (min) 2.0m (max), 0.5m (min) 4.5m 3.0m (max) 800 cu.m/hr 6 in., 8 in., 10 in. (ASA 150) 1,000 cu.m

Berth No. 2:
Size of ships flanges: Size of flanges: Type: Height from sea level: Height from deck of platform: Distance from fender (ships side): Centre-to-centre spacing: between arms: drifting (sway): surging: max flow rate: adaptors: ballast water tank:

Berth No. 3:
Size of ships flanges: Size of flanges: Type: Height from sea level: Height from deck of platform: Distance from fender (ships side): Centre-to-centre spacing: between arms: drifting (sway): surging: max flow rate: adaptors: ballast water tank:

Emergency Shut-Down System (ESD): Berths No. 1, 2, 3 and 4 are equipped with the ESD system. In an emergency, an operator can push a single button to stop loading and discharging operations at all berths. This button stops TPPs loading pumps and closes all valves concerned at each berth. If the emergency shut-down system is activated, vessels have to stop all cargo pumps immediately, therefore vessels are requested to keep a continuous watch on deck and while discharging. Emergency Release Coupling (ERC): At Berths No. 1, 2, 3 and 4, loading arms are equipped with an emergency release coupling (ERC) system that allows hydraulic disconnections of flanges from ships manifold in the following cases: a) when the loading arm travels over the disconnection alarm point b) when the emergency disconnect button is pressed at the jetty control room or the loading arm control console. Loading at the related berth will be stopped by the Emergency Shut-Down Sequence in the case of mishaps. ERC is disconnected immediately after its double ball valve closes. The closing speed is controlled to restrict water hammer phenomena (closing time 2-5 seconds). After disconnection, the loading arm will return to the safe area and be locked. BALLAST: The terminal has a ballast reception facility for 1000 cu.m. Ballasting Operations : Ballasting of ships is not allowed during discharge, except in an emergency in anticipation of strong gusts of wind. However, in such a situation, deballasting should be undertaken only after obtaining agreement from the port manager. The terminals procedure for performing deballasting can be obtained from the port manager upon arrival. POLLUTION: In case of an oil spill, assistance from the terminal can be provided. Use of dispersant is permitted and three boats with spraying equipment and one containment boom stored ashore are available. Stocks of dispersant are also maintained ashore. Prevention of Sea Pollution:
a) The vessels Master shall always be responsible for ensuring that no oil or oily mixtures shall be discharged or spilt into the sea, and in the event of any discharge or spillage from the vessel, he shall without delay take all reasonable measures to contain or remove the spillage and minimise or mitigate damage to private and public properties or interests, including sea life. b) Without prejudice to the foregoing, the terminal reserves the full right to take, without consent of the vessels Master, any measures it considers necessary to contain or remove oil discharged or spilt from the vessel, and to minimise or mitigate damage to private and public properties or interests, including sea life. All costs and expenses incurred therefore by the terminal shall be promptly refunded by the vessels owners.

Berth No. 4:
Size of ships flanges: Type: Height from sea level: Height from deck of platform: Distance from fender (ships side): Centre-to-centre spacing: between arms: drifting (sway): surging: max flow rate: adaptors: ballast water tank: HSD/Mogas: Initial rate (first 18 min) Maximum rate

Maximum pumping rate and pressure allowed:


650 cu.m/hr, pressure 3 kg/sq cm 2,500 cu.m/hr, pressure 10 kg/sq cm

FRESH WATER: Available by barge at berth. Minimum order is 50 tons


and the delivery capacity is about 50 tons/hr.

FIRE PRECAUTIONS: Firefighting Equipment: The firefighting equipment on the jetty consists
of elevated and telecontrolled monitors. On Berth No. 1, there are two

2504

Readers are encouraged to send updates/additions (see p. xi for details)

KO SI CHANG
monitors which are located on the monitor tower and the gangway tower. At other berths, there is one monitor each. The monitors and the fire pumps are remotely controlled. A spray water tunnel along the berth handrail is provided to protect the escape route from the loading arm operation cubicle and from the gangway up to the access bridge. There are several hydrants, portable fire and dry powder extinguishers at the operating platform and access bridge. In addition, all tugs and mooring boats are fitted with firefighting monitors utilising water and foam. Emergencies: In case of a fire on board, discharging/loading operations should be stopped immediately. General alarm should be given to request the terminal for assistance to vacate the berth. REPAIRS: Minor repairs only can be carried out by local workshops or larger repairs at Bangkoks facilities. Ample notice is necessary. Spare parts are difficult to obtain. TIME: GMT plus 7 hours. TELEPHONES: Telephone available on board if requested and at the terminal offices. SHORE LEAVE: Shore leave is granted and no shore passes are required. WEATHER: Tidal Conditions: The Thai Royal Navy tide tables provide hourly predictions of the heights of tide for Si Chang Island. The BA tables provide daily predictions of times and heights of HW and LW at the Bangkok Bar. To obtain Si Chang Island tidal conditions, the following corrections should be applied: time differences HW 3 min and LW 11 min height difference HW 0.1m and LW 0.2m. USNO AA Tide Tables for the Pacific and Indian Oceans refer to the following Bangkok Bar corrections: time differences MHW 3 min and MLW 11 min height differences MHW 1.2m and MLW 0.7m. Currents: According to the sub-sea contours of the coastal area, the main direction of the current is more or less parallel to the shore line in a general north/south direction. The flood current is from south to north at mean rates of 0.2 0.5 m/sec, and the ebb currents from north to south flow at mean rates of 0.1 0.3 m/sec The SW monsoon flow occurs from June to October. Waves: In stormy weather, the maximum wave height at the jetty is 2.3m, period of 2 6 seconds. Wind: Predominant Directions: November to January: north, east and variable February to March: south and east April: variable June to October: SW monsoon

THAILAND KRABI: 08 04' N 98 44' E


SHIPMASTERS REPORT: June 1987.
DOCUMENTS:
Crew Lists Crew Personal Effects Lists, including Currency Declaration Bonded Stores Lists Deck, Engine and Provisions Stores Lists of All electrical items belonging to vessel (TV, radios, tape recorders, video recorders, refrigerators, etc.) Certificate of Registry Last Port Clearance All valid Safety Certificates. Immigration: On arrival and departure all Crew Members have to sign a Thailand Immigration form in duplicate. All crew members must be in possession of Seamans Discharge books. APPROACHES: We used BA Chart 3941. Berth can be approached from SW between islands of Ko Dok Mai and Ko Kai. Care must be taken of rock 6 ft. high (Him Hmusang), and the dangerous rock (PD) 1 mile NNW of Him Hmusang. Coast and islands well defined on radar. It is best to approach in daytime due to the absence of any lights or navigational aids. The only light is east of Phuket (Ko Taphao Noi). The port can also be approached from south, keeping 2 3 miles east of Ko Kai and setting course 2.5 miles from Ko Ngang. The stockpile of gypsum is clearly visible from a distance of 6 miles. Approach is very picturesque. PILOTAGE: No pilot available. A Loading Master boards with the Agent at anchorage and advises Master regarding manoeuvring and berthing. At berth vessel uses port anchor with 3 shackles and must have 14 good mooring ropes, minimum length 200 m. each and 70 mm. diameter. ANCHORAGES: Anchorage when awaiting berthing is about 1.5 miles West of the trestle berth. MAX. SIZE: Depth alongside at low water is 13.0 14.0 m. HEALTH: Pratique granted by boarding party at anchorage. All ships personnel to have valid Health Certificates. RADIO: VHF via Phuket Radio. Overseas calls can be made via Phuket Radio. Vessel allowed to use ships radio station while loading. VHF: See Radio. TUGS: None available. BERTHING: Vessel berthed at Leamphong Jetty at Krabi (South Thailand) to load Thailand natural gypsum in bulk. Vessel manoeuvres to within 25 30 m. of the finger conveyor loading spout, and first drops port anchor. Then two lines each are given to bow and stern buoys, also two each to port bow and starboard bow and stern buoys. The vessel then breasts on the starboard lines to bring the starboard side to about 5 m. from the dolphin and spout. An extension conveyor is hung from the ships crane to convey the gypsum into the hold. The vessel then shifts on mooring lines to bring the other holds under the spout. It is advisable to pre-plan loading so as to avoid unnecessary shiftings. All mooring lines are to have equal strain and are to be kept tight. The bow and stern lines prevent the vessel from getting too close to the loading spout and dolphin. Vessel must arrive with full ballast as the height from the waterline to the loading conveyor 12.0 m. Loading rate is approximately 300 400 tonnes/hr. The vessels cranes/derricks must be capable of lifting the extension conveyor (approximately 3 tonnes) and bulldozer (approximately 2 tonnes). MEDICAL: Medical attention only available in the most severe cases. The medical facilities are in Krabi town. DENSITY: 1022. FRESH WATER: Not available. FUEL: Not available. CONSULS: None available locally. REPAIRS: No facilities available. SURVEYORS: None locally, but may be arranged from Bangkok. CUSTOMS ALLOWANCES: Normal allowances. REPATRIATION: Possible through Bangkok. SHORE LEAVE: Allowed. Nearest town is Krabi, distance 30 km., half the journey is on an uneven dirt road. Crew have to climb a vertical steel ladder fixed to one of the trestle supports of the conveyor. An excellent beach, safe for swimming, lies very close to the moorings. GENERAL: There is no need for special watchmen as only personnel required for loading board the vessel. There are about 10 persons on board at any time. Other normal precautions to be taken. Agent: Thaising Shipping Services Co Ltd, No. 2/17-19, TSS Building, Soi Sukhumvit 24, Phrakanong, Bangkok 10110, Thailand. Tel: 259-0247 (6 lines). Telex: 84436, 20012 (THAISIN TH). Cables: TSSSCO. Fax: (662)-258-5163. 6 4 4 4 2

(See Plan)

GENERAL: Cathodic Protection: An impressed current cathodic protection system, if fitted, should be switched off at least three hours before mooring at berth. Restricted Access: Unauthorised visitors including local traders are not allowed on board the ship at the berth. The terminal will stop cargo operations if this request is not followed, and any time lost will be charged to the ships account. Safe Manning: A sufficient number of personnel to deal with an emergency should be present on board the ship at all times during the ships stay at the berth. AUTHORITY: Thai Public Port Co., 8 Cathay House Building, 1st Floor, North Sathorn Road, Silom, Bangrak, Bangkok 10500, Thailand. Tel: 66 (2) 633 8245/54. Fax: 66 (2) 633 8269. Port: Thai Public Port Co., 120 Moo 3, Tha Thewawong Subdistrict, Koh Si Chang District, Cholburi Prov. 20100, Thailand. Tel: 66 (1) 912 8969, 934 3746. Fax: 66 (38) 216 111.

KOH KUD: 11 40' N 102 34' E


LOCATION: The anchorage port is located off the island of Koh Kut near
to the Thailand/Cambodia border. General Description: The port is on the western side of the island and handles cruise vessels. DOCUMENTS: The following documents are required for clearance inwards: Customs: 5 Crew Effects Declarations (Include all electrical goods). 5 Stores Lists. 5 Arms/Ammunition Lists. 5 Narcotics Lists. Immigration: Passenger Immigration Form TM 6 (1 Set). Crew Immigration Form TM 36 (1 Set). 6 Crew Lists (including all hotel staff). 6 Passenger Lists. Quarantine: Cholera Vaccination List (All crew members, not passengers). Ports of Call List. The ships Agent will arrange all documentation. Also see General before first port and Bangkok. PILOTAGE: Pilot not required as only anchorage port. ANCHORAGES: The anchorage, located in position Lat. 11 44 N., Long. 102 32 E., has depths of 12.0 m. to 17.0 m. and is open to the weather. It can handle most sizes of cruise vessel. MAX. SIZE: No restriction. Also see Anchorages. BERTHING: The port is an open anchorage port without any berthing facilities. CRUISE FACILITIES: Vessels are required to use their tenders/launches for landing and picking up passengers from the beach. TIME: GMT plus 7 hours. AGENT: ISS Shipping (Thailand) Ltd., 26/55 Orakarn Building, 15th Floor Soi Chidlom, Ploenchit Road, Lumpinee, Pathumwan, Bangkok 10330, Thailand. Tel: 66 (2) 254 0260/7, 415 1677 (after hours), 373 6592 (after hours). Fax: 66 (2) 254 0268, 650 3563. Telex: 20111 ISSTHAI TH, 20958 ISSTHAI TH. Cable: ISSSHIP BANGKOK. Email: iss@issthai.co.th Web: www.inchcape-shipping.com

SHIPMASTERS REPORT: December 1988.


DOCUMENTS: See Bangkok.
A large party of Customs and Immigration Officials, etc. will board by launch when moored at the berth. Formalities quite straightforward. PILOTAGE: No licensed Pilot as such, but a local Berthing Master may assist in berthing. This is recommended because the vessel has to pass between the mooring buoys, a number of which are below the sea surface. The ships Master will have to manoeuvre himself. Depths are in excess of 14.0 m. during the approach manoeuvres. ANCHORAGES: About 1 mile from the berth in position Lat. 08 04.4' N., Long. 98 43.7' E. Depth of water 11 15 fathoms. The holding ground is good. BERTHING: Berth Position: Lat. 08 04.5' N., Long. 98 44.6' E., about 1.55 nautical miles from Ko Kwang. Name of berth: Leamplong Jetty. Depth at berth: 12 m. minimum at LLWS. The berth consists of 7 mooring buoys. Mooring Arrangment: Port anchor to be used. The vessel will have to prepare 5 light floating hawsers of 220 m. forward and 6 similar lines aft.

See guidelines on how to compile and submit information to us (page xi).

2505

THAILAND
Two launches are used to assist with the mooring operation, which may be quite lengthy, because of the poor condition of some mooring buoys. On our visit 3 of the buoys were half submerged, necessitating the assistance of good swimmers/divers. Therefore, no attempt should be made to moor during a squall or when a strong tidal stream is running, it may reach 2 knots at times. No mooring during night time. CARGO OPERATIONS: Air Draft: Strict maximum of 11.0 m., to the top of the hatch coamings. Loading Facility: The only commodity handled at this port is natural gypsum in bulk. A long flight of conveyor belts terminates on a wooden platform on steel piles. These piles are quite dilapidated and on no account may the ships side rest against them. The final piece of conveyor belt, about 15 m. long is held aloft by the ships cranes. Therefore only geared bulk carriers are suitable to load here. Minimum SWL of ships gear to be 12 tons. The vessel will have to shift with her mooring lines in order to present each hold in front of the conveyor system. Trimming is done with a small bulldozer. Loading rate: 350 tonnes per hour (conveyor capacity). The daily loading rate is about 7,000 tonnes, depending on stoppages for shifting the vessel. Regular and careful check of the draft is necessary as there are no weighing facilities ashore. Working hours: 24 hours per day, Saturday and Sunday included. Cargo: This natural gypsum has a stowage factor of about 0.82 cu.m./ton and has a water content as it is stowed in the open. Within 24 hours to 48 hours of completion of a hold, the bilges will already be full.

KRABI
tide/current set 340 during Springs and 170 during ebb. On the way to the port, many fishing boats with strong lights are encountered, but they give way when whistle was sounded. We proceeded to port during night-time with radar. The target was obvious, especially the 3 jetties. PILOTAGE: There is one Pilot who lives on the jetty. After Customs have boarded and completed paper work, Pilot boarded with Agent and some stevedores to check the mooring ropes and connect the ropes, if not long enough and advise how to moor in future. ANCHORAGES: Anchorage for awaiting berthing is about 1.0 1.5 miles west or SW of the trestle berth. The depth is more than 20.0 m. and the holding is good, also sheltered from wind (except south). MAX. SIZE: Reported depth alongside at LW is 13.0 14.0 m., but depth on shore side changes rapidly. RADIO: Kaosichang (Bangkok) (HSA) used for contacting Agent and Charterers. The Agents head office at Phuket usually advises the person to board ship after ship arrives. The Agents office at Krabi only has 2 persons to represent the Charterer and Shipper. VHF calls via Phuket Radio. Overseas calls can be made via Phuket Radio, but due to distance from Phuket, often disturbed by other ships nearby. Vessel is allowed to use ships radio station while loading. TUGS: None available for berthing. There are 2 launches for handling mooring ropes, checking draft, traffic from shore to ship and towing barges loaded with extension conveyor and bulldozer. BERTHING: Vessel berthed at Chean Vanich Jetty at Krabi to load Thailand Natural Gypsum in bulk. Vessel usually berthed after high water. Stopped ship far off the jetty and approached at a narrow angle at dead slow ahead. First mooring line to port quarter buoy (see Plan). When bow is in the line with buoys fore and after, let go port anchor. Next moorings are 2 headlines on port and starboard bow, followed by 2 lines to stern and 2 lines on both port and starboard quarter. All mooring lines are to have equal strain and are to be kept tight. Loading: Vessel must arrive with full ballast as the height from waterline to loading conveyor is 12.0 m. The spout is fixed, so vessel shifts with mooring lines to bring the other holds under the spout. It is advisable to pre-plan loading, so as to avoid unnecessary shiftings. A conveyor extension is hung from the ships crane to convey the gypsum into the hold. The conveyor extension is about 15.0 m. long and is held aloft by the ships cranes. Therefore only geared bulk carriers are suitable to load here. Minimum SWL of ships crane to be 12 tons. STEVEDORES: 24 hours working per day, Saturdays and Sundays included. The loading rate is approximately 500 800 tons a day, depending on the funnel and the condition of the belt. This natural gypsum has a stowage factor of about 0.82 cu.m./ton and has a water content as it is stowed in the open. Trimming is done properly by a small bulldozer. MEDICAL: There is a small clinic in Krabi. Medical attention only available in the most severe cases. DENSITY: 1021 1022. FRESH WATER: Not available. FUEL: Not available. SURVEYORS: Draft Surveyors arranged by Agent who also undertook the On/Off Hire survey. Customs: Officers boarded after anchoring to check some cabins and provision stores. They sealed the bonded store. Normal allowances. REPATRIATION: Possible through Bangkok. SHORE LEAVE: Allowed. All access to and from the vessel is by launch and starboard gangway. Crew have to climb a vertical steel ladder fixed to one of the trestle supports of the conveyor. The nearest town is Krabi, 35 km. from the jetty. One mini-bus, owned by the Pilot, is available for renting. A single trip costs U.S.$30.0. 5 6 km. of journey is on an uneven dirt road, the rest is on a good highway.

GENERAL: Facilities/Shore Leave: Small quantities of fresh fish may be purchased


locally, but very little else. All access to and from the vessel is by launch and the starboard gangway. The small town of Krabi is said to be 35 km. from the Leamplong Jetty, all by dirt road. Access is reportedly difficult during monsoonal rain. Shore leave is permitted but should be restricted in view of road conditions. The local agent, charterers representative and one draft surveyor have to be accommodated on board during the whole stay. Airport: The nearest airport is on the island resort of Phuket, which is connected by a regular boat service to the small town of Krabi. Phuket has several daily flights to and from Bangkok and several International flights. Charts: BA. 3941. No large scale chart available.

SHIPMASTERS REPORT: August 1993.


OVERVIEW: 1. The two submerged dolphins, one on either side of the
2. 3. 4. 5. 6. 7. conveyor, refer to Plan No. 1, are no longer existing and do not represent any danger to vessel (This information given by Pilot). There are now 2 mooring berths for loading gypsum. The configuration of mooring buoys is same in both cases (see Plan No. 2). A competent Pilot is stationed at Krabi. He boards all vessels and takes them to the moorings. A total of 10 mooring ropes (not 14) were required (4 forward and 6 aft). All mooring buoys are floating on surface. None were submerged. Two mooring boats assist in mooring. Hawsers are available for hire at U.S.$ 100.00 per hawser throughout the full stay. The breast ropes on port quarter are crucial and should be strong, especially in the months of July, August, September and October, when the Westerly wind tends to blow the stern towards the conveyor. Ships always go starboard side alongside. There are no tugs. Fresh water is not available. Fresh vegetables can be bought at Krabi. Road is now good. Authorities required photocopies of all statutory certificates, including copies of the Certificates of Competency of all deck and engineer officers on board.

8. 9.

SHIPMASTERS REPORT: January 1996.


Thailand, in the Andaman Sea in position Lat. 08 04' N., Long. 98 44' E. DOCUMENTS: It is usual to fax or telex Crew List to loading port Agent before arrival. On arrival, the following documents are required: 6 Crew Lists 4 Crew Personal Effects Lists, including currency 4 Bonded Stores Lists 4 Deck, Engine, Provision Stores Lists 4 Cargo Manifests 2 Lists of all electrical Items belonging to Vessel 2 Arms and Ammunition Lists 2 Drugs Lists Last Port Clearance Certificate of Registry Load Line Certificate Cargo Ship Safety Radio Certificate Cargo Ship Safety Equipment Certificate Cargo Ship Safety Construction Certificate Derat Certificate Officers Certificates (Master, Chief Officer, 2nd Officer, 3rd Officer, Radio Officer, Chief/2nd/3rd Engineer). On arrival at anchorage, the Agent boarded ship first and brings many blank forms for Master to sign and stamp, after which Agent will fill in (Arrival Declaration). Immigration: On arrival, Agent boarded and issued one blank form to put crews names on, he then asked all crew to sign in both arrival and departure columns in duplicate. APPROACHES: As we received orders for Krabi at sea, there were no charts onboard, except BA Chart No. 830 (1:1,500,000). We made a chart ourselves according to the Pilot Book. We also referred to BA Chart No. 830 and every island, islet and rock (latitude and longitude). We entered from south, 3 miles east of Kokai Island (Lat. 07 40' N., Long. 98 40' E.) on course 007 010 to clear rock (Lat. 08 00' N., Long. 98 43' E.). The

SHIPMASTERS REPORT: June 2002.


VESSEL: Bulk carrier. BERTH: Krabi Anchorage. CARGO: Bulk clinker. LOCATION: Krabi anchorage is located in position Lat. 07 31 N.,
Long. 99 10 E. 7 7 7 7 7 7 7

LOCATION: The Port of Krabi is located on the Western seaboard of

DOCUMENTS: On arrival the following documents are required:


Crew Lists Crew Personnel Effects Declarations (including currency) Bonded Stores Lists Stores Lists (Deck, Engine room, Provisions) Cargo Manifests Electrical Items Lists Drugs Lists Last Port Clearance Certificate of Registry Load Line Certificate Cargo Ship Safety Radio Certificate Cargo Ship Safety Equipment Certificate Cargo Ship Safety Construction Certificate Derat Certificate Officers Certificates. Port Officials and ships Agent boarded the vessel on arrival to conduct inward clearance procedures (Immigration, Customs and Health formalities). Free Pratique obtained, and during the process, all required documents were collected and the Bonded Store was sealed. Immigration require duplicate Immigration forms signed by the ships crew members with one original being retained onboard for crew members to show to Immigration when going ashore. APPROACHES: The new loading area is located approximately 35 nautical miles SSE of the port of Krabi. The shippers advised our anchorage location to be in position Lat. 07 31.4 N., Long. 99 10 E., that is on the boundary of the 10 m. contour line. Larger vessels having completion drafts of 10 m. or more should choose a suitable depth to the south of this

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KRABI
position, where depths increase to 19 m. or more. Nature of the bottom is sand and mud, which gives a good holding ground. Our vessel approached from the north, keeping 2 nautical miles south of Phuket island, then altered course to pass 1.5 nautical miles south of Lanta Yai island, then to course 215(T) proceeding approximately 4 nautical miles to the anchorage position. There is a good light on the Southern edge of Lanta Yai FL(3)15 sec. 30 m. 15M. that can be seen easily. Ships Masters should take into consideration that there are many groups of fishing vessels with bright lights. Each group consists of 6 or more vessels in close proximity to each other, though mostly off the main passage for vessels passing through, they may sometimes cause a problem. They mainly have nets extending up to 6 cables that are brightly lit with flashing lights. STEVEDORES: The stevedoring gang consisted of a group totaling approximately 25. A family runs the cargo operation and stays on board from the beginning to the end. They are courteous and directed by a foreman who is well educated and speaks good English. Both the foreman and the Agents Ship Checker ask for a cabin while on board. They do however provide their own meals that are cooked by the stevedores on the aft end of the vessel. The group consists of crane operators, flagmen and others. They use the ships stevedores toilet and always keep it clean. The ships Master should also take into consideration that they consume approximately 3 tons of fresh water per day. No theft or other violations observed. CARGO OPERATIONS: The Shipper provided information on the anchorage position mentioned above. However, there is always a possibility that the position given is occupied by a previous vessel or the depth is not suitable for your own vessel. If this is the situation, then you have to choose your own anchorage position. The cargo loaded was clinker. The Shipper was advised the stowage factor to be 40 44 cu.ft./tonne, but the actual measured amount was approximately 36 38 cu.ft./tonne. The loading process is conducted from barges at approximately 900 1,000 tonnes per barge. The vessel to be loaded should have the ships cranes fitted with grabs ready for loading. The stevedores bring one small grab of approximate capacity 6 tons for emergency use only. The barges are relatively new and have tyre fenders all round. They are very careful not to cause any damage to the vessel. The most number of barges used is 6 and are placed alongside according to the holds to be loaded. On completion of being discharged, each empty barge may stay alongside or will be towed to a nearby anchorage. When all the barges are emptied, they are towed back to the loading berth for reloading. In normal conditions, the round trip will normally take approximately 20 hours. Our vessel had 4 cranes with grabs, capable of lifting 15 tonnes each lift. The loading rate varied a lot due to the rain, other vessel loading in the anchorage and delays in turning around the barges. The Shippers declare a loading rate of approximately 5,000 tonnes/day and arrange vessels accordingly. DENSITY: 1024. FRESH WATER: The ships Agent advised us that fresh water can be supplied by barge, if needed. SURVEYORS: Draft survey, tank, hold inspections, on-hire bunker surveys carried out same day when the ships Agent was on board. Classification Surveyors and other surveyors available from Bangkok. REPATRIATION: Possible via Krabi to Bangkok. Ships Agent arranges a launch to take crew member(s) from the vessel to the nearest shore facility. This takes approximately one hour and from the landing stage to Krabi is approximately 80 km., another hour by car. The cost is U.S.$ 220 plus U.S.$ 65 for the flight from Krabi to Bangkok. AIRPORT: Phuket International, 52 km. WEATHER: During our stay at the anchorage, we did not experience any significant strong winds. The strongest wind was SWly at approximately 18 knots in the thunder storms/showers. SWly swells are dominant, average height of approximately 1.0 m. which does not adversely affect the vessel, but can cause problems for the barges. The currents are mostly tidal and are predominantly SW NE, reaching approximately 1.5 knots.

THAILAND
RADIO: Port Radio Laem Chabang Port, Sriracha, Chonburi, Thailand. Call sign HSC 69 station. The incoming vessel is to communicate with Port Officers at the distance between 1,000 3,000 miles. Information required from the vessel includes: 1. Vessels name and nationality. 2. Last port of departure. 3. Next port of destination. 4. Estimated time of arrival at entrance buoy (Lat. 13 04.92' N., Long. 100 51.48' E.). 5. Draft (Sea water) in feet or metres. 6. Containers, general cargo to be loaded or discharged. 7. Dangerous cargo. 8. Heavy lift requirements. 9. Fresh water required. 10. Number of passengers (landing and transit). 11. Time of dropping anchor at anchorage area (Lat. 13 04' 18" N., Long. 100 50' 28" E.). So as to check the exact time of arrival at Laem Chabang Port, when entering the Gulf of Thailand at the distance between 50 1,000 miles, the vessel has to communicate with Port Officers again. Upon reaching a distance of 10 15 miles from Laem Chabang, communication by radio telegraphy call sign Laem Chabang Port Control. VHF Power 50 Watts. Calling Channel 16 (156.800 MHz). Working Channel 12 (156.600 MHz). Working Channel 13 (156.650 MHz). Working Channel 17 (156.850 MHz). Working Channel 67 (156.375 MHz). The vessel shall then be informed of its mooring place. The system is capable of the following communication operations: a) Port operational services. b) Continuous watch of distress frequency (Channel 16) and emergency correspondence. c) Navigational information service in the combination with radar surveillance facilities. Berthing: PAT Officers will communicate with the Pilot on board by radio telephony to receive information, so as to make arrangements for berthing facilities such as berths, tugs, mooring boats, etc. VHF: See Radio. RADAR: A VTS Station, equipped with X and S band radar, is situated on top of Laem Chabang Hill. TUGS: Tugs of 800 h.p. 3,200 h.p. are available. Tugs can be contacted on VHF Channel 13. Tugs will make fast upon Masters request, either inside or outside the breakwater. BERTHING: There are 4 berths for container vessels (Length 1,200 m. and depth 14.0 m. at MSL); 2 berths for agri-bulk vessels (Length 650 m. and depth 14.0 m. at MSL), and one coastal berth (Length 300 m. and depth 6.5 m. at MSL). Basin 1: South Quay: There are 5 terminals available along the South Quay, and they are numbered from landward to seaward. Terminal B 1: Container Terminal: Length 300 m. Depth alongside MSL 15.0 m. (approx. LLW 13.0 m.). Operated by LCB Container Terminal Co.Ltd. Tel: (66-38) 491200-1. Terminal B 2: Container Terminal: Length 300 m. Depth alongside MSL 15.0 m. (approx. LLW 13.0 m.). Operated by: Evergreen Container Terminal (Thailand) Co.Ltd. Tel: 66 (38) 490052, 490060. Fax: 66 (38) 490068/70. Terminal B 3: Identical to Terminal B 2. Operated by Eastern Sea Laem Chabang Terminal Co. Ltd. (ESCO). Tel: 66 (38) 490084/6. Fax: 66 (38) 490081/2. Terminal B 4: Identical to Terminal B 2. Operated by TIPS Co. Ltd. Tel: 66 (38) 490111. Fax: 66 (38) 490121/2. Terminal B 5: Length 400 m. Operated by Laem Chabang International Terminal Co. Ltd. Tel: 66 (38) 401021/40. All Terminals have a height of 3 m. above MSL. Also see Developments. North Quay: Along the North Quay, 5 terminals are available: Terminal A 0: Passenger Terminal: Length 250 m. Operated by Cruise Centre Co.Ltd. (Under construction). Terminal A 1: Coastal Terminal: Length 300 m. Height above MSL 3.0 m. Depth alongside MSL 6.5 m. (approx. LLW 4.5 m.). Operated by Laem Chabang Port (See Terminal B 1 above). Terminal A 2: Multi-purpose Terminal: Length 400 m. Operated by Thai Laem Chabang Terminal Co.Ltd. (Under construction). Terminal A 4: Bulk Terminal: Jetty structure, water depth MSL 14.0 m. Operated for export of bulk and bagged sugar and for molasses by: Aawthai Warehouse Co. Ltd. Tel: 66 (1) 3532514. Fax: 66 (1) 3532514. Terminal A 5: Jetty structure to the West of the North Quay (along the Approach Channel), will probably be leased for bulk cargoes but presently being used for general cargo. Water depth MSL 14.0 m. Also see Developments. CARGO HANDLING FACILITIES: Each container terminal is equipped with 2 rail mounted quayside container gantry cranes of 40 tons capacity under the spreader, outreach 32 m. They are also equipped with rubber tyred gantry cranes on the container yard and miscellaneous handling equipment. The Multi-purpose and Coastal Terminals are equipped with mobile cranes. Terminal A 4 is equipped with ship loader for bulk sugar. CRANES: 6 quayside container gantry cranes with capacity 40 tons under spreader. Mobile Equipment: 150.0 ton mobile crane. 140.0 ton mobile crane. 240.0 ton reach stackers. 15 Forklift trucks from 2 tons 5 tons. 130.5 ton top loader. 130.5 ton container shifter. 330.5 ton 1 over 3 rubber tyred gantry cranes. 841.0 ton 1 over 4 rubber tyred gantry cranes. Yard tractors, chassis and flat-bed semi-trailers and motor trucks.

LAEM CHABANG: 13 05' N 100 53' E

(See Plan)

LOCATION: On the northeastern shore of the Gulf of Thailand, approximately 100 km. SE of Bangkok. PORT LIMITS: Sea Buoy at channel entrance. DOCUMENTS: See Bangkok. APPROACHES: The available depth in the Approach Channel is 14.0 m. at MSL (approx. 12 m. at LLW). Directions: All vessels must obtain berth allocation from Laem Chabang Port prior to entering port. Procedure will generally be arranged through ships Agent. No vessel should enter without berth having been allocated. Vessels carrying hazardous cargo should obtain special permission from Laem Chabang Port, either through their Agent or directly. To facilitate landfall, a light (flash 10 secs.) and racon are exhibited from Laem Chabang Hill (Khao Laem Chabang) VTS Station. Port should be entered from a position off Buoy F. The direction of approach from sea into port entrance is 131. Vessels pass between Entrance Buoys No. 1 and 2, and then between port and breakwater. The angle between the centre line of entrance and the port basin is 108. PILOTAGE: Pilotage is compulsory and will be provided by official Harbour Department pilots. Procedure for obtaining pilots is the same as for Bangkok. Pilots can also be contacted by VHF Channel 13, 14 and 16. ANCHORAGES: Anchorage can be obtained off Laem Chabang in position Lat. 13 04' 30" N., Long. 100 50' 30" E., at a distance of approximately 2.2 3.8 nautical miles from the port in depths of 14.0 m. If necessary, sheltered anchorage can be found off Si Chang Island (Koh Si Chang, about 5 6 miles N.W. of Laem Chabang Port). RESTRICTIONS: Vessels may enter day and night. MAX. SIZE: 70,000 d.w.t. at the Bulk Terminal and 25,000 d.w.t. at the Multi-Purpose Terminal. HEALTH: See Bangkok.

See guidelines on how to compile and submit information to us (page xi).

2507

THAILAND
MEDICAL: Full public hospital facilities available without prior notice are situated in Sriracha, about 10 km. to the North of the port. Another modern hospital, which is private, is situated about 10 km. to the South of the port near the famous international seaside resort of Pattaya. Most doctors understand and speak English and other foreign languages. The nearest is Laem Chabang Polyclinic and Ao Udom Hospital. TANKERS: See Berthing Basin 1 North Quay. FRESH WATER: Fresh water delivered to vessels at wharves by pipeline by a rate of 30 t.p.h. Fitting on pipeline is 2.4 in. Minimum charge of 50 cu.m. Water 25 Baht/cu.m. FUEL: Fuel can only be supplied by small tankers and truck. Major oil suppliers can be contacted: P.T.T. : Petroleum Thai Authority, 5th Floor, Industry Sale Section, State Enterprise Sale Division, Lardprao, Bangkok 10900. Tel: (66-2) 537-2321-25. Fax: (66-2) 537-2323. Esso : 118/1 Sukhapiban 7, Sukhapiban Road, T. Tungsukla, A. Sriracha, Chonburi 20230. Tel: (66-38) 351-581, 351-195. Fax: (66-38) 351-583, Ext. 4736. Shell : Shell Sriracha Tank Farm, A. Sriracha, Chonburi 20230. Tel: (66-38) 351-577, 351-302. Fax: (66-38) 351-578. Caltex : 180/8 Moo 7, T. Tungsukla, A. Sriracha, Chonburi 20230. Tel: (66-38) 352-333-35. Fax: (66-38) 352-335. B.P. : B.P. Oil Co., Ltd., Lubricate Products Department, Sitthivorakich Building, 11th Floor, 5 Soi Pirat, Silom Road, Bangluk, Bangkok 10500. Tel: (66-2) 235-5855-8. Fax: (66-2) 238-5313. CONSULS: Embassies and Consuls are situated in Bangkok, about 120 km. (approx. 2 hours by road) from Laem Chabang Port. REPAIRS: Only minor repairs can presently be executed. DRY DOCKS: Port Authority of Thailand leased out an area of about 180 acres for the construction of the shipyard project. The floating dock (capacity 40,000 tons, length 283 m. and width 47 m.) became operational in December 1992. A second dry dock with capacity 35,000 d.w.t. is to be installed. SURVEYORS: Contact Port Authority. GANGWAY/DECK WATCHMEN: Necessary, theft of wire, paint and tools has occurred. ISPS COMPLIANCE: Port is compliant. OPENING/CLOSING HATCHES: Normally by ships crew. CUSTOMS ALLOWANCES: See Bangkok. AIRPORT: An international airport is situated at U-Tapao, about 50 km. South of Laem Chabang. Don Muang International Airport (Bangkok) is situated about 150 km. to the North. TIME: See Bangkok. HOLIDAYS: See Bangkok. POLICE/AMBULANCE/FIRE: Police Tel: (66-38) 490555/6; Fire Tel: 210 or 211 (internal call); Ambulance: Call direct to the hospital or use the port ambulance. TELEPHONES: Telephone on board are available on request. The charge is 300 Baht per day per line. SERVICES: Ship chandlery is available. Contact ships Agent or Terminal Operator. Compass adjusting is available. Contact ships Agent or Terminal Operator. Tank cleaning services and hull painting services will be available by 1993. BANKS: There are many banks in this area, such as: Thai Commercial Bank: Laem Chabang Branch. Tel: (66-38) 331219/20. Thai Farmer Bank: Laem Chabang Branch. Tel: (66-38) 330920/1. Bangkok Bank: Ao Udom Branch. Tel: (66-38) 351148. Krungthai Bank: Sriracha Branch. Tel: (66-38) 312001/2. GARBAGE DISPOSAL: Garbage is collected from vessels by truck or garbage boat at vessels request. Charges are included in Port Dues. No drums or skips are made available (vessels plastic garbage bags are generally used). WASTE OIL DISPOSAL: No waste oil disposal service is presently available, but is expected in near future. SEAMANS CLUBS: No Seamans Club available. Shops, postage facilities, telephone services, etc., available at Pattaya, which can be reached by pick-up taxi. GENERAL: Rescue and Distress: The port tugs are available for rescue and distress missions. The Royal Thai Navy has a radio system, helicopters and ships available at Sattahip Naval Base for rescue and distress. Rail Links: A railway links the Port (Container, Multi-purpose and Bulk Terminals) via a marshalling yard at Ao Udom and the Sri Racha Railway Station to the network of the State Railway of Thailand (SRT). Small Craft Facilities: Small craft visiting the Port can generally berth at the Coastal Terminal. Alternatively, they can anchor in Laem Chabang Fishing Port, situated to the North of the Port, just South of Khao Laem Chabang. No special yacht moorings are available.

LAEM CHABANG
Deratting: Deratting services are available. Contact Rentokil at 47/35-36 Moo 9, Sukhumvit Road, Banglamung, Chonburi. Tel: (66-38) 422686-7. Fax: (66-38) 426016. Communication: Laem Chabang Port is connected by road to Bangkok and beyond, to Pattaya, Sattahip, Map Ta Phut and beyond, and to the whole N.E. part of Thailand. The port is connected by road and will be connected by rail to Laos Pass through the bridge over the Mekong River in Nongkai. DEVELOPMENTS: Basin 1: South Quay: Terminal A 3: Length 350 m. quay wall. Terminal for general goods. Terminal A 4; Under negotiation between LCP and private company to handle coal (import), cement and other break bulk cargo (export). Basin 2: The container terminal operational 2000 with depth of 16.0 m. for container vessels (5,200 TEUs). Cranes: 210 tonne travelling cranes and 1100 tonne floating crane due in service soon. AUTHORITY: Laem Chabang Port, T. Tung Sukla, A. Sriracha, Chonburi 20230, Thailand. Tel: 66 (38) 490000/38/39. Telex: 75814 Lcp Th. FAX: 66 (38) 490141/42. Email: lcp1997@ptty.loxinfo.co.th Web: www.lcp.pat.or.th Contact: Peraphon Triwattana, Port Director. Port Dues and Charges: Web: http://www.lcp.pat.or.th/index_info_port.htm AGENT: See Bangkok.

MAP TA PHUT: 12 39' N 101 09' E


(A) THAI TANK TERMINAL (B) RAYONG REFINERY (C) STAR MARINE TERMINAL (D) MAP TA PHUT SPM TERMINAL (E) NPC TERMINAL (F) MTT TERMINAL (A) THAI TANK TERMINAL:

(See Plan)

LOCATION: The terminal is situated on the eastern shore of the Gulf of


Thailand between Sattahip and Rayong, approximately 180 km. east of Bangkok, in position Lat. 12 39' N, Long. 101 09' E. Charts: BA Charts No. 372, 1046 and 3966. ANCHORAGES: Lat. 12 36' N, Long. 101 10' E. Depth: 15.0 m. (approx.). Bottom is sand and mud. RESTRICTIONS: Berthing and unberthing throughout 24 hours, weather permitting. MAX. SIZE: 45,000 d.w.t., LOA 200 m. and draft 11.9 m. VTS: There is a VTMIS service in operation within the port limits. TUGS: No tugs stationed at the port. These services have to be arranged by ships Agent. The number and capacity of tugs depends on vessels size, draft and weather conditions and requirements of the Pilot(s), Ships Master or the harbour authorities. BERTHING: The marine terminal consists of two identical liquid cargo berths for import and export of mineral oils, chemicals and liquified gases.

Liquid Cargo Berth No. 1:


Length of berth: Max. LOA: Water depth: Max. draft of ship: Platform: Mooring: Cargo: 280 m. 200 m. 12.5 m. (CD) 11.9 m. Fixed fendering 4 mooring dolphins and 6 breasting dolphins (see Plan) Chemicals and liquid gas 280 m. 200 m. 12.5 m. (CD) 11.9 m. Fixed fendering 4 mooring dolphins and 6 breasting dolphins (see Plan). Chemicals and mineral oils SWly HAT MHHW MHW MSL MLLW

Liquid Cargo Berth No. 2:


Length of berth: Max. LOA: Water depth: Max. draft of ship: Platform: Mooring: Cargo: Prevailing wind: Tidal variation:

Tidal and Weather Information:


3.50 m. 3.00 m. 2.80 m. 2.20 m. 1.40 m.

MOORING: Safe Mooring and Working Guide: Thai Tank Terminals


Ltd (TTT) is not responsible for towage operations of vessels. It is compulsory that the services of a Pilot, who is authorised by IEAT to be used each time the vessel has to be moved in the terminal area. The following precautions are to be taken: 1. The Master is responsible for ensuring that mooring lines are in good condition, and that winches on securing devices are in efficient operational order. 2. Any known defects in the vessels mooring system or limitations of mooring winch brakes should be reported to the Terminal Manager by the Master, in order that, if necessary, additional precautions may be agreed. 3. The Master shall ensure that the vessels mooring ropes or wires are secured only to the proper fixtures provided for this purpose. 4. In order to avoid damage to loading arms/hoses, the vessel shall be kept close alongside at all times. 5. Under no circumstances will a mixture of wires and synthetic ropes in the same direction of service and to the same mooring point be acceptable.

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MAP TA PHUT - THAI TANK


6. Where wires are used, they should be of similar breaking strain to that of the rope. 7. Vessel must provide full power or steam on deck to all mooring winches throughout the period alongside the jetty. 8. Once moored, vessels winches must be secured with the brakes hardened up. Winches must not be left on automatic tension. 9. Back springs should be as long as possible, and it is recommended that wires are used and secured to the mooring points on the jetty head/breasting dolphin. 10. Mooring lines must be adjusted under the supervision of a responsible officer. 11. A strict watch must be maintained on the vessels moorings at all states of tide to ensure that all lines are properly tensioned and tended, to prevent undue movement of the vessel. 12. The Master should endeavour to ensure compliance with the mooring layout. 13. The terminal will require cargo operations to be stopped and/or tugs summoned if the vessels movement will endanger loading arms/hoses or in the absence of an alert efficient deck watch. All delays/charges caused by the ships failure to observe the above precautions will be for the ships account. 14. In normal conditions, berthing/unberthing is permitted throughout 24 hours.

THAILAND
BALLAST: Ballasting: As long as the vessel is moored at the berth, only segregated ballast tanks may be used. If it is necessary to ballast into the cargo tanks to maintain agreed manifold air drafts, permission will be granted by the Terminal Manager provided that: 1. cargo operations are suspended 2. integrity between cargo and ballast is guaranteed by using a minimum two valves isolation 3. on commencement to ballast, pumps are to be started, and a vacuum shown on the pressure gauge before opening the sea valve. Deballasting: Deballasting is not allowed in the harbour. GENERAL: Prohibition of Pollution:
1. Pollution of the terminal area by vessel effluent, condenser and waste water is prohibited. 2. Soot emissions and any excessive exhaust emissions from the funnel or exhaust lines are to be avoided. 3. Suitable measures are to be taken to avoid polluting the terminal and personnel in the vicinity when water, vessel effluent and vapours are discharged.

Tank Cleaning:
1. No tank cleaning or gas-freeing is permitted alongside, unless written permission has been obtained from the Terminal Manager. 2. No vessel which has windsails in her tanks is permitted at berth alongside, unless such tanks are gas-free. 3. No vessel is permitted to berth alongside when tanks are not gas-free, unless all tank openings are closed.

CARGO OPERATIONS: Vessel Readiness: Prior to berthing alongside, vessel should be ready to load. After completion of berthing operations, any delays to loading beyond 4 hours will result in the vessel being instructed to vacate the berth. All further berthing operations will be for the vessels Owner account. On completion of cargo operations, vessel shall vacate the berth. Inspection of Vessels prior to Commencement of Loading/Unloading: Prior to commencement of loading or unloading operations, it shall be the duty of the Master or Chief Officer with the appropriate TTT Representative to carry out inspections to ensure that all safety regulations are being observed. Closing of Sea Valve connected with Cargo System: Prior to commencement of loading or unloading operations, all sea suctions and discharge valves connected to the cargo system shall be securely shut and lashed, and stern discharge and other lines not in use, shall be blanked-off. Immediately after loading or unloading has commenced, a responsible ships officer shall make an overside inspection in the vicinity of all sea valves, to ensure that there are no leaks. A similar periodical inspection throughout the loading or unloading operations is required. Closing of Doors, Portholes and Ventilators during Operations:
While any cargo is being handled or during the ballasting, gas-freeing or tank cleaning, after the unloading of such cargo, all doors and portholes of the afterhouse facing on to the cargo tank deck, and the doors leading to the centrecastle from the accommodation shall be kept securely closed. All afterhouse ventilators shall be turned to face aft during these operations. Loading and Unloading: Supervision and control throughout the period of loading or unloading operations shall be exercised as follows: 1. A responsible ships officer, who is thoroughly familiar with the arrangements of the cargo lines, valves, pumps and cargo venting system of the vessel, shall be on duty, and an adequate number of crew shall remain on board to deal with any emergencies. 2. A responsible member of the ships personnel shall be stationed near the vessels main cargo control valve. 3. Prior to commencement of operations, the responsible ships officer shall confirm with the appropriate TTT Representative, that the stand-by, cease loading and other necessary signals, are properly understood and agreed. 4. During loading or unloading of cargo and when ballasting, all tank lids must remain closed. Ullage pipes and sighting ports may be opened for sampling and ullaging, but must be closed when sampling or ullaging is not being carried out. Agreement of Loading or Unloading Rates and Pressures: Prior to commencement of operations, the maximum loading or unloading rate and pressure shall be agreed between the Master and the appropriate TTT Representative in charge of operations, bearing in mind the grade of the products to be loaded or unloaded and the size and capacity of the vessels cargo lines, gas venting system and vessels pumps and the appropriate loading or unloading plan agreed in writing.

Product Spillage and Leakage:


1. Prior to any handling of cargo or bunkers, all scupper holes shall be plugged and cemented in such manner as will make them leak-proof. 2. All pipes, valves, connections and fittings, etc., used for handling cargo, shall be kept free from leakage. 3. When loading or unloading has been completed, the flexible hose or hoses shall be drained and disconnected. Drip trays must always be used when pipeline connections are broken. 4. If a product spillage occurs, the product shall be disposed of by a method agreed by the TTT Representative. Under no circumstances shall product be washed or swept overboard. 5. All product spillage, whether on to the deck of the vessel or into the sea, must be reported immediately to the Jetty Operator, who will contact the necessary department concerned. Every possible action must be taken by the vessel and the terminal to stop spillage, reduce spreading and recover the product. Bunkering and Storing: No bunkering facilities are provided on the terminal. Bunkering, storing and victualling of vessels may be permitted during operations, but only with permission of both the Terminal Manager and the Master of the vessel, provided that: 1. access to the terminal is not obstructed 2. cargo operations remain adequately supervised 3. cargo operations which may allow vapours to escape on deck, e.g. sampling, ullaging, deflexing, etc., are suspended 4. drums of oil, paint, steel plates, gas cylinders or any other heavy metal parts, which may cause a spark, should be landed on rubber or other suitable matting and not directly onto vessels deck. These items must not be dragged or rolled along the deck 5. if an oil spillage occurs, the oil shall be disposed of either by mopping-up or by a method agreed by TTT Representative. Drip trays must always be used when pipeline connections are broken. Under no circumstances shall oil be washed overboard 6. the appropriate document indemnifying TTT against all accidents has been signed 7. the designated point for setting down of vessels stores is at the discretion of the terminal personnel 8. if the above criteria are not met, TTT reserves the right to refuse permission. Supply Vessels Alongside: No supply vessels are allowed alongside. Bathing: Bathing will not be permitted from the platform and approaches, or from the vessel whilst alongside. Communications: Once a vessel has berthed, Terminal Supervisor will place a portable radio aboard the vessel to be used by the vessel for contacting the terminal during operations. The radio will be set for direct contact with the Jetty Operator and Terminal Supervisor. Safety Check List: The Master must complete and return to the Terminal Supervisor a Safety Check List certifying that all statutory conditions have been complied with, all necessary loading valves on board are properly set, and the agreed Loading/Unloading Signals are understood. A copy of the Safety Check List, signed by both vessel and terminal representative, is to be retained on the vessel. Thunderstorms/Suspension of Operations: During severe thunderstorms, or other climatic conditions, which may be hazardous to the safety of the operations, the loading or unloading of any cargo may be suspended by the responsible ships officer and/or the appropriate TTT Representative. All valves and tank openings should be closed, and where required, hoses or arms disconnected. Repair Work and Maintenance: No boiler cleaning, chipping, scaling and scraping of steelwork, or work likely to cause sparks, shall be undertaken on any vessel (and no iron or steel hammers or other instruments, capable of causing sparks, shall be used for the purpose of opening or closing hatches), unless prior written permission of the Terminal Manager has been obtained. Clearance of the Vessel: Owing to the highly flammable nature of the products handled at the terminal, and in order to comply with the Petroleum Regulations, it is necessary to exercise strict control of access to the area. Unauthorised persons are not allowed to enter a vessel berthed alongside the terminal until it has been cleared by Agents and the Authorities. TTT personnel and Representatives shall have access to the vessel for the performance of their duties. The Master will give them all the necessary information with regard to operations and shall allow them to inspect all safety equipment and handling facilities. Back-up support by the vessels crew is to be assured.

Reduction of Loading or Unloading Rates:


1. Topping-off: When cargo tanks are being topped-off, loading rates should be reduced by means of the shore pumps or control valves on shore on request by the ships officer to the appropriate TTT Representative. Under no circumstances shall any vessel attempt to reduce the rate of loading from shore by closing any vessels valves. In particular, care should be taken to ensure that during changeover from tank to tank, the valves to the empty tank are opened well before those on the tank being finished are shut down. 2. Line Clearing: Should any air or water be present in the line, pumping speed should be regulated to eliminate the danger from static electricity until the air or water has been displaced. Pressure Surge Precautions: Non-routine closing of the loading systems automatic intervention or fail safe closure of shipboard Emergency Shut Down (ESD) valves can generate dangerous surge pressure. The Master may be asked to operate the system to enable timing of the valves to be checked, and may be requested to have valves adjusted according to the provisions of the IMO codes for vessels carrying Liquified Gases in Bulk. TTT reserves the right to adjust loading rate if valve closing times are not compatible with the rates otherwise agreed. Liquid Manifold: 28 in. hoses ANSI 150. Please prepare manifold on the vessels starboard side and reducer required from vessel in case of different manifold sizing. Initial Discharge Rate: 700 cu.m./hr. Max. Discharge Rate: 2,000 cu.m./hr.

See guidelines on how to compile and submit information to us (page xi).

2509

THAILAND
Controlled Access to the Terminal: Persons with valid works passes are allowed to enter the terminal to proceed to the jetty. Persons having lawful business with vessels, tradesmen and suppliers will be issued with a day pass by the Security Officer. Crew members of a vessel are not allowed to enter the terminal without permission, as mentioned in Marine Terminal Pass Form. The entry of women to the terminal is restricted to female members of a vessels crew or the wives of crew members. The co-operation of the Masters and Shipping Agents is requested in the interest of safety. There shall be prepared a gangway of approved pattern as means of access to a vessel. It shall be properly secured and tended. A notice board shall be displayed in a prominent area near the access to the vessel indicating No admittance except on business and No smoking allowed. Immobilisation of Engines:
1. The main engine shall always be kept ready for immediate use. Urgent repairs may only be undertaken with written approval from the Terminal Manager. 2. Repairs which restrict the manoeuvrability of the vessel may only be carried out and on the condition that the Master hires sufficient stand-by tugs to move the vessel, if so required. All consequential costs resulting from repair work carried out on the vessel while it is moored at the terminal shall be borne by the vessel. 3. Should the repair works represent a risk for the terminal, or should the conditions of the approval be contravened, the Terminal Manager may require that the vessel be removed at the Owners costs. Anchors: Every vessel shall have anchors ready for immediate use. Emergency Towing Wires: Any vessel, whilst alongside the terminal, shall provide emergency towing wires of sufficient length to reach the waters edge with about 20 m. flaked on deck with an eye on the outboard end and inboard end made fast to the vessels bitts on the offshore bow and quarter. Number of Crew: The Master shall at all times retain sufficient crew on board to operate the vessel. Gangway: Vessels gangway required (Jetty platform: 7.5 m. (CD)). SHIPMASTERS REPORT: July 1994. Vessel: 38,600 d.w.t. LOA 182 m. Max. draft 10.97 m. Arrival draft 10.0 m. Cargo: 29,700 tonnes of Naphtha. Port of Map Ta Phut (Rayong), Thailand. The commercial port of Map Ta Phut was opened in 1992 and is developing strongly. Vessel berthed at Thai Tank Terminal Ltd (TTT) Berth No. 2, and was the first ship to discharge naphtha at the pier, therefore the discharging was slow, 1,500 cu.m./hr. (maximum) through 28 in. hoses. The storage tank for naphtha is 56,000 cu.m. The berth has been completed, but the Chicksan arms have not been installed yet, also the shore gangway was missing. This is also the case on Berth (TTT) No. 1. Maximum draft at Berth No. 1 and No. 2 is 11.90 m. Thai Tank terminal only stores chemicals and petroleum products, and distribution of the products to the chemical industry in the area is by means of a 16 in. pipeline (about 5 km. long). Pier No. 2 is to be fully equipped before the end of the year. Thai Tank Terminal facilities are inside the port, sheltered by manmade breakwater and fairly well protected from swell. Berthing is possible throughout 24 hours, but the weather might delay Pilot to working during daylight hours only. Also the buoys and leading lights are unreliable, according to the Berthing Pilot. The Terminal Manager of the Thai Tanker Terminal Ltd. said that this matter is underway and Thai Tanker Terminal has good co-operation with the Port Authorities. The buoys and leading lights are to be upgraded. On the West side of the port, there is a long pier and at its end is a chemical berth. This is specially venerable to the weather. Frequent delays will occur at this pier, due to difficulties of berthing during bad weather. The port is developing fast, also towards the east of Thai Tank Terminal. Building of new berths is underway for Shell and Caltex. These berths are mainly to serve the refinery, being built by Shell/Caltex. These piers are for loading petroleum products. The refinery is going to be supplied by a SPM Buoy 23 nautical miles offshore and is going to be able to receive VLCCs. The Thai Tank Terminal Ltd. is hoping to get the management of the SPM operations. The Manager said that if the demand for tank storage is fulfilled, they are going to need 3 times the land they have. TTT has the first option on the area between their facilities and the West pier for chemicals. This mentioned land is now sea and has to be filled-in. The roads from Map Ta Phut to Bangkok are good, but towards the east, improvement of the roads is still going on. Pattaya is about 45 minutes drive from Map Ta Phut. OPERATOR: Thai Tank Terminal Ltd, Liquid Cargo Terminal, Map Ta Phut Industrial Port, PO Box 21, Map Ta Phut, Rayong 21150, Thailand. Tel: 66 (38) 683172. FAX: 66 (38) 683173. Web: www.thaitank.com Contact: Wiroj Jiradecha, Operations Manager. Somkiat Khunlertkit, Terminal Manager (Email: somkiat@thaitank.com).

MAP TA PHUT - THAI TANK


6 Foreign Currency Lists. 6 Passenger Lists. 6 Crews Personal Effects Lists. 6 Ships Domestic Movable Properties Lists. (The last 2 lists to declare brands and serial numbers of watches, cameras, radios, TVs, calculators, refrigerators, all electrical and sound equipment). PILOTAGE: Government Pilotage is compulsory for all vessels. Pilot exemption for regular local traders has been introduced. The Pilots also serve as Docking Masters, berthing the vessel with the assistance of tugs. The Pilot embarks approximately 1 nautical mile South of the Fairway Buoy in position Lat. 12 36.0' N., Long. 101 10.0' E. RESTRICTIONS: The water depth of the approach channel is 12.5 m. reduced to Lowest Low Water (LLT). The water depth in the harbour approach is 12.5 m., 11.5 m. and 8.0 m. for Jetties No. 1, 2, and 3 respectively. RRCs requirements for under-keel clearances vary between 1.0 m. for vessels up to 6,000 tonnes d.w.t. and 1.5 m. for vessels above that size. MAX. SIZE: The Harbour Department stipulates the following maximum sizes for vessels entering the port: LOA 260 m. and beam 46 m. Also see Berthing. HEALTH: No advanced Radio Pratique is permitted. RADIO: ETA: The estimated time of arrival (ETA) of ships has to be given 72 hours, 48 hours and 24 hours prior to arrival to the ships Agent via cable, fax or telex. Two hours before the Pilot embarks or when in VHF range, the ETA has to be confirmed verbally to the pilot station together with the maximum draft. VHF: Communication/Pilot Boarding Area: The Map Ta Phut Pilot Office can be contacted on VHF Channel 16. Once contact is established, the vessel is requested to stand-by on VHF Channel 14. Channel 13 is used for communication between vessels, tugs, Harbour Master and mooring boats for berthing and unberthing. VTS: There is a VTMIS service in operation within the port limits. TUGS: Tug usage is compulsory in the port for both berthing and unberthing. Tug lines are used for towing. The tug and its crew are regarded as employed by the ship being towed. All damage and costs to the tug arising during the assistance, and for which the tug could be made responsible, must be compensated for by the ship in question. Mooring: Mooring gangs and mooring boats are provided by RRC. All vessels berth with portside alongside, i.e. heading South towards the port entrance. Mooring Requirements: Up to 6,000 d.w.t.: 4 breast lines and 2 springs, fore and aft. Over 6,000 d.w.t.: 6 breast lines and 2 springs, fore and aft. BERTHING: Mooring, unmooring and cargo operations are carried out on a 24 hour basis. Jetty No. 1: Water Depth in Berth : 13.0 m. reduced to LLW. Water Depth in Approach : 12.5 m. Maximum Draft : 11.0 m. Maximum LOA : 260.0 m. Minimum LOA : 75.0 m. Maximum Berthing Displacement : 87,000 tonnes. Maximum Approach Velocity : 0.16 m./sec. (0.31 knots). Maximum Approach Angle : 10. Shore Gangway Jetty No. 2: Water Depth in Berth Water Depth in Approach Maximum Draft Maximum LOA Minimum LOA Maximum Berthing Displacement Maximum Approach Velocity Maximum Approach Angle Shore Gangway Jetty No. 3: Water Depth in Berth Water Depth in Approach Maximum Draft Maximum LOA Minimum LOA Maximum Berthing Displacement Maximum Approach Velocity Maximum Approach Angle Shore Gangway (Stair Type) : : : : : : : : 13.0 m. reduced to LLW. 11.5 m. 10.5 m. 170.0 m. 75.0 m. 49,520 tonnes. 0.18 m./sec. (0.35 knots). 10.

: : : : : : : :

8.0 m. reduced to LLW. 8.0 m. reduced to LLW. 7.5 m. 110.0 m. 60.0 m. 7,968 tonnes. 0.25 m./sec. (0.49 knots). 10.

(B) RAYONG REFINERY:


LOCATION: Map Ta Phut port is an industrial harbour owned and managed
by the Industrial Estate Authority of Thailand (IEAT). The harbour is located between the cities of Sattahip and Rayong at Thailands Eastern seaboard, some 170 km. South of the capital Bangkok. The 3 jetties of Rayong Refinery Co.Ltd. (RRC) are located on the S.E. side of Map Ta Phut port in close vicinity of the port entrance. The port area is shown on Royal Thai Navy (RTN) Chart No. 157, the approaches on RTN Chart No. 141 and on British Admiralty Chart No. 3966 respectively. The distance from the Fairway Buoy to the harbours Western breakwater is 2 nautical miles. The minimum width of the approach channel is 250 m. and the water depth is 12.5 m. reduced to Lowest Low Water (LLW). DOCUMENTS: The following documents are required: 10 Crew Lists. 6 Stores and Provision Lists (Steward/deck/engine department). 6 Arms and Ammunition Lists. 6 Narcotics Lists. 6 Ports of Call Lists.

MEDICAL: Hospitalisation, doctors and dentists are available on request via the Agent. CARGO OPERATIONS: Loading and Discharging: Prior to operations, a Ship/Shore Safety Check List, and a written Cargo Plan in accordance or similar with Annex VI of the Jetty Safety Regulations (Not reproduced) are to be completed. Maximum Shore Receiving (Import) Capacities (cu.m./hr.):
Grade
Crude F.O. MTBE Condensate

Berth No. 1

Berth No. 2

Berth No. 3
Nil Nil 1200 (8 in. dia.) Nil

23,000 (16 in. dia.) 22,000 (12 in. dia.) 23,000 (16 in. dia.) 22,000 (12 in. dia.) 12,000 (8 in. dia.) 1200 (8 in. dia.) Nil 22,000 (12 in. dia.)

Maximum Shore Loading (Export) Capacities (cu.m./hr.):


Product
ADO Chem. Feedstock (Tops/Naphtha) F.O C&D Jet A-1 ULG-92 ULG-97 3700 (8 in. dia.) Nil 3700 (8 in. dia.) 3700 (8 in. dia. (Back-up) 23,000 (16 in. dia.) 22,000 (12 in. dia.) 1700 (8 in. dia.) 1700 (8 in. dia.) 1700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.) 3700 (8 in. dia.)

Berth No. 1

3700 (8 in. dia.) Nil

Berth No. 2

Berth No. 3

2510

Readers are encouraged to send updates/additions (see p. xi for details)

MAP TA PHUT - RAYONG


Flanges/Loading Arms/Couplings: All 3 jetties are fitted with 5 rigid loading

THAILAND
Berth No. 4 Berth No. 5 LPG South LPG North 12.0 m. 8.5 m. 5.5 m. 7.5 m.

arms for the handling of crude oil and products as follows: Jetty No. 1: 216 in. for crude oil plus 38 in. for products. Jetty No. 2: 212 in. back-up crude plus 38 in. for products. Jetty No. 3: 48 in. for products. All loading arm flanges are of ANSI 150 LB standard and the couplings to be bolted manually. Deballasting, Slops and Sludge Reception: Ballast reception is generally restricted to 300 cu.m. per vessel, one vessel at a time, due to the system layout. Quantity variations may be possible, but each case will be granted individually. Slops are only acceptable provided they are chemically uncontaminated. This has to be confirmed in writing by the vessels Master. Acceptable volumes will be decided on a case by case basis. Samples will be required if slop reception is agreed.

An under-keel clearance safety margin of 1.0 m. has been allowed. Deeper drafts may be accepted on occasions, depending on the predicted height of tide and must always be agreed with the Area Operating Manager. Also see Berthing.

VHF: Port on Channels 16, 13 and 14. Terminal on Channels 19 and 67. VTS: There is a VTMIS service in operation within the port limits. TUGS: 33,600 h.p. and 23,200 h.p. BERTHING:
Berth No. 1: Grades available for Export: Import: Ballast Facilities: Vessel Size: All Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Maximum Draft: Berth No. 2: Grades available for Export: Import: Ballast Facilities: Vessel Size: All Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Maximum Draft: Berth No. 3: Grades available for Export: Import: Ballast Facilities: Vessel Size: Mogas, Naphtha Loading Arm Operating Envelopes: Loading Arm Size: Crude Oil, Heavy Gas Oil Loading Arm Operating Envelopes: Loading Arm Size: Fuel Oil Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Maximum Beam: Maximum Draft: Berth No. 4: Grades available for Export: Import: Ballast Facilities: Vessel Size: All Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Maximum Draft: Export, Premium and Regular Mogas, Reformate High Speed Diesel, Fuel Oil No. 1 and No. 4. Sweet Naphtha. Heavy Gas Oil. Available. Governed by the Loading Arm Operating Envelope as well as LOA and draft. Maximum height 17.8 m. above MHHW. Minimum height 0.96 m. above MLLW. 8 in. with QCDC. 85.0 m. 12.0 m.

FRESH WATER: Ordered via the Agent in advance and will be delivered
by barge. No barges or boats are allowed alongside vessels moored at RRC jetties, consequently larger quantities have to be loaded at the anchorage. FUEL: Bunkers have to be ordered through the Agent, delivery by bunker barge. REPAIRS: In general, repair work is not permitted while alongside any jetty. For exclusions see Jetty Safety Regulations. Under no circumstances will an immobilisation of the main engine be permitted. REPATRIATION: Available via Bangkok International Airport, some 170 km. by road. SHORE LEAVE: Shore leave is permitted. Foreigners need a passport while ashore. Due to the unavailability of public transport and the distance to the next city (i.e. Rayong 20 km.), transport to be arranged via the Agent. GENERAL: Wind/Tide: The non-harmonic maximum tidal range in the area is between 0.3 m. and 3.5 m. above Chart Datum. The specific gravity of the sea water in port is 1.025. There is no current in the port apart from the normal flood and ebb current caused by the water flowing into and out of the port respectively. Outside the port, the main direction of the current runs more or less parallel to the shore line in Westerly directions during floor tide, and in Easterly direction during ebb tide. The average current is 0.2 knots 0.3 knots, the maximum never exceeds 0.7 knots. Winds are influenced by North East and South West Monsoon periods respectively, but quite often vary from their predominant directions. Velocities are typically less than 10 knots, but seldom greater than 20 knots, though brief peak gusts of up to 60 knots associated with thunderstorm and torrential rain are occasionally experienced around the month of November. Wave heights are mainly below 1 m. and hardly ever exceed 2.5 m. Port State Control: Map Ta Phut port is open to ships in national and foreign going trade. Thailand is a signatory to the memorandum for Port State Control, so governmental inspections can be carried out. Inspections: Alongside RRC installations, inspections of vessels are carried out before and during cargo operations by the RRC Loading Master and/or the Marine Department in accordance with RRC Jetty Safety Regulations, which are handed out to every vessel calling at their facilities, and the Ship/Shore Safety Check List. RRCs Jetty Safety Regulations are in accordance with the International Safety Guide for Oil Tankers and Terminals (ISGOTT). Safety rules in case of chemicals and liquified gas are based on Tanker Safety Guide (Chemicals) and Tanker Safety Guide (Liquified Gases) respectively, published by the International Chamber of Shipping (ICS). Provisions and Stores: Provisions and stores of good quality available on 48 hours notice via the Agent. Deck/engine room spares are usually available in reasonable quantities, but selection is very limited. Transport: No public transport is available. OPERATOR: Rayong Refinery Co.Ltd., No. 8, 1-8 Road, Map Ta Phut Industrial Estate, (P.O.Box 34) Map Ta Phut, Rayong 21150, Thailand. Tel: 66 (38) 684290. FAX: 66 (38) 684294. Contact: Pissanu Sanyatit, Head of Marine (Tel: 66 (38) 683759. Fax: 66 (38) 683746).

Export, Premium and Regular Mogas, Reformate High Speed Diesel, Fuel Oil No. 1 and No. 4. Sweet Naphtha. Heavy Gas Oil. Condensate. Available. Governed by the Loading Arm Operating Envelope as well as LOA and draft. Maximum height 17.8 m. above MHHW. Minimum height 0.96 m. above MLLW. 8 in. with QCDC. 180.0 m. 8.5 m.

Export, Premium and Regular Mogas, High Speed Diesel, Fuel Oil No. 1 and No. 4. Sweet Naphtha, Crude Oil, Heavy Gas Oil. Available. Governed by the Loading Arm Operating Envelope as well as LOA, beam and draft. Maximum height 17.8 m. above MHHW. Minimum height 0.96 m. above MLLW. 8 in. with QCDC. Maximum height 19.8 m. above MHHW. Minimum height 6.77 m. above MLLW. 12 in. with QCDC. Maximum height 19.8 m. above MHHW. Minimum height 0.96 m. above MLLW. 8 in. with QCDC. 260.0 m. 45.0 m. 12.0 m.

(C) STAR MARINE TERMINAL:


situated in the Map Ta Phut Industrial Port, in position Lat. 12 40' N., Long. 101 09' E., and consists of 2 concrete piers. Product vessels are handled at all berths on the southern pier, the northern pier is however dedicated to LPG. A vessel will only be accepted at a berth providing it is compatible with all aspects of the berth design. Special attention is paid to a vessels manifold arrangements which must be of a fixed and permanent design (including pipelines, valves and supports, etc.), and form part of the vessels structure. All vessels shall have manifold arrangements which comply with the standards recommended by the OCIMF Standards for Tanker Manifolds and Associated Equipment. PILOTAGE: Compulsory for non-exempt vessels. Pilots normally board at the approach channel entrance. RESTRICTIONS: Berthing and unberthing possible day and night. MAX. SIZE: Overall Length Restrictions: The design basis for the Products Pier is to accommodate vessels up to 12,000 d.w.t. The exceptions to this rule are as follows: Berth No. 1 can only safely accommodate tankers up to 70 m. in length (1,000 d.w.t. approx.) due to the disposition of the mooring equipment. Berth No. 3 has been designed to accommodate larger vessels up to 90,000 d.w.t., and when occupied may overhang Berths No. 1 and 4, and so prevent their use. The LPG Berth has a dredged operating basin which limits vessels maximum overall length to LPG South 80.0 m. and LPG North 95.0 m., assuming that the loading manifold is positioned amidships. Max. Draft: Generally, the maximum drafts for vessels arriving or departing from Map Ta Phut Marine Terminal are as follows: Berth No. 1 12.0 m. Berth No. 2 8.5 m. Berth No. 3 12.0 m.

LOCATION: The Star Petroleum Refining Co. Ltd. Marine Terminal is

Export, Premium and Regular Mogas, Reformate High Speed Diesel. Sweet Naphtha, MTBE. Available through 6 in. flexible hose only. Governed by the Loading Arm Operating Envelope as well as LOA and draft. Maximum height 17.8 m. above MHHW. Minimum height 0.96 m. above MLLW. 8 in. with QCDC. 150.0 m. 12.0 m.

No fuel oil bunkers available at this berth. Berth No. 5: Grades available for Export: Import: Ballast Facilities: Vessel Size: All Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Maximum Draft: Export, Premium and Regular Mogas, Reformate High Speed Diesel. Sweet Naphtha. MTBE. Available through 6 in. flexible hose only. Governed by the Loading Arm Operating Envelope as well as LOA and draft. Maximum height 17.8 m. above MHHW. Minimum height 0.96 m. above MLLW. 8 in. with QCDC. 135.0 m. 8.50 m.

No fuel oil bunkers available at this berth. Tug Berth: Loading of High Speed Diesel for tugs.

See guidelines on how to compile and submit information to us (page xi).

2511

THAILAND
LPG - South Side: Grades available for Export: Vessel Size: Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Minimum LOA: Draft: LPG. Governed by the Loading Arm Operating Envelope as well as LOA and draft. Maximum height 12.4 m. above MHHW. Minimum height 2.18 m. above MLLW. 6 in. with QCDC. 110.0 m. 50.0 m. 5.50 m. Mean Low Low Water Lowest Astronomical Tide Lowest Low Water

MAP TA PHUT - STAR M.T.


1.4 m. 0.5 m. 0.0 m. (Chart Datum).

No bunkers available. Fully pressurised LPG vessels only. LPG - North Side: Grades available for Export/Import: Vessel Size: Loading Arm Operating Envelopes: Loading Arm Size: Maximum LOA: Minimum LOA: Draft:

LPG Governed by the Loading Arm Operating Envelope as well as LOA and draft. Maximum height 12.4 m. above MHHW. Minimum height 2.18 m. above MLLW. 6 in. with QCDC. 125.0 m. 50.0 m. 7.50 m.

No bunkers available. Fully pressurised LPG vessels only.

Loading Rates:
Loading Rate through 8 in. arm is 650 cu.m./hr. Loading Rate through 12 in. arm is 2,495 cu.m./hr. Loading Rate for LPG through 6 in. arm is 240 cu.m./hr.

MOORING:
1. No unauthorised personnel are allowed on the berth during the mooring or unmooring of any vessel. 2. It is prohibited to moor a vessel at the Terminal without the permission of the Manager. 3. Under adverse weather conditions, the Port Authority, Supervisor or Master of a vessel may order the cancellation of a scheduled berthing at any stage of the operation. 4. The Master shall ensure that the vessel is secured alongside with suitable ropes or wires which are to the satisfaction of the Supervisor. Mooring lines of the same material shall be used for all head and stern and breast lines. 5. A maximum of 2 lines to be secured to any one mooring bollard on the jetty. Self-tensioning winches must not be used in automatic mode and winch brakes must be kept hardened up except when moorings are being tended. 6. A strict watch is to be kept on moorings and they are to be tended to prevent undue movement of the vessel. Should the Supervisor consider the moorings to be inadequately tended, operations will be suspended until moorings are adjusted to his satisfaction. 7. Adequate size towing wires for the size of a vessel are to be provided, rigged and secured to the offshore bow and quarter with the towing eyes maintained just above the water level. Sufficient slack wire should be maintained on deck for an emergency pull away by tugs. Moorings: Vessel moorings are used and a minimum of 5 suitable lines must be provided at each end. Arrival Information Exchange: Prior to, or on arrival at the Terminal, the Master shall discuss with the Company: 1. Origin and quantity of ballast and whether it is to be retained, discharged overboard or discharged ashore. 2. Quality issues, with regard to any hazardous characteristics of the petroleum on board or previous petroleum cargo carried. 3. Quantity, nature and order in which the petroleum will be loaded or discharged. 4. Maximum ship and shore loading and discharge rates. 5. Location of manifold relative to the bow, side, height above deck and distance between connections. 6. Number, size and material of liquid and vapour manifold connections to be utilised. 7. Defects in ship or equipment affecting performance or manoeuvrability. 8. Details of crew and expected visitors while in port. Method of storing, if applicable. 9. Whether crude oil washing is to be undertaken whilst alongside. 10. Any other information concerning the vessel regarding safe operations. BALLAST: Vessels are expected to arrive with clean ballast as there are limited shore ballast reception facilities. Ballast water containing chemicals or waste incompatible with the shore water effluent treatment plant must not be discharged ashore. Clean ballast water, and water from segregated tanks, may be discharged overboard subject to the approval of the Port Authority and the Company. Ballast water from non-segregated ballast tanks shall either be retained onboard or discharged into Company tankage. Consideration will be given to receiving the contents of a vessels slop tanks which may be discharged to the shore reception facility after analysis and with the prior consent of the Company. If material for discharge is incompatible, arrangements for disposal of the material must be made with the vessels Agent who maintains a list of contractors licensed to handle hazardous material. FRESH WATER: Not available. FUEL: Bunkers available with advance notice. AIRPORT: Bangkok International, 170 km. EMERGENCY CO-ORDINATION CENTRE: Contact the Berth Operator or MCB Chief Operator via Channel 6 UHF. GARBAGE DISPOSAL: No facilities. GENERAL: Tidal Information: Highest Astronomical Tide 3.5 m. Mean High High Water 3.0 m. Mean High Water 2.8 m. Mean Sea Level 2.2 m. Mean Low Water 1.6 m.

Personnel Access to Restricted Area: 1. The Company and Port Regulations require that only authorised persons shall be allowed access to the Terminal and they must comply with any restrictions placed upon them. 2. Persons appearing to be affected by drugs or alcohol will be refused access to the Terminal. 3. The Master shall provide the Company with a list of crew and expected visitors. 4. Officials of the Company and Port Authority shall have the right to board a vessel at any time to ensure that these Regulations are being observed. 5. Visitors are not allowed to board any vessel except with permission from the Master and Supervisor. Conduct of such visitors shall be the responsibility of the Master. Movement of Tugs and other Craft: During operations, no vessel or small craft shall be allowed alongside the vessel unless approval has been given by the Supervisor and agreed by the Master. When tugs or other craft are alongside a vessel, all cargo system openings must be closed unless all tanks are gas free. Repair Work: Repair work involving either hot or cold work or the use of naked lights is prohibited unless the permission of the Manager has been requested and granted in writing. Repair work includes, but is not restricted to, boiler tube cleaning, chipping and scraping, hull painting, testing and servicing of electrical equipment (including radar, radio and domestic electrical equipment). If permission is granted to undertake repairs, a list of specified repairs, method statement and a list of shore workmen employed on a vessel must be given to the Supervisor before work commences. Where approved repair work involves the immobilisation of the vessels main engines, the Supervisor shall be notified of the actual commencement and completion times of the work. Ships Gangway: The vessel is to provide a suitable gangway for safe access, properly rigged with side rails, safety net and lifebuoy, and ensure that during the hours of darkness the gangway is adequately lit. In the case of excessive freeboard, the means of access/egress shall include an upper platform and bulwark ladder to provide safe access to the ships deck. Crude Oil Washing, Tank Cleaning and Gas Freeing: Crude oil washing, tank cleaning and gas freeing of cargo tanks (including inert gas purging) is not permitted without the written approval of the Supervisor. Permission will only be granted subject to berth availability, and provided that all safety and operational requirements, as determined by the Supervisor are met in full. Such safety and operational requirements will be in accordance with the International Safety Guide for Oil Tankers and Terminals. Stores Handling: The handling of any form of packed or general cargo will only be permitted with the specific written approval of the Supervisor and under such conditions as he may reasonably require. Small items of ships stores capable of being carried by hand, may be handled via the ships gangway during operations, provided that any metallic object or package is suitably wrapped to prevent the generation of sparks. During the handling of such packages, access to and from the ship shall not be obstructed. Major items or ships stores may be handled during operations provided that: 1. Petroleum with a flash point greater than 60C is being handled. 2. Prior approval has been given by the Supervisor. 3. Operations are not affected. 4. Stores are delivered by water and conveyed in a craft approved by the Company. 5. Stores are handled only at the after end of the vessel, using the ships lifting equipment and in such a manner that no part of the storing activity takes place alongside, on or directly above any part of the main deck. All such store items are to be landed on an area covered with wood or canvas to prevent sparks. SHIPMASTERS REPORT: February 2003. The following information was received by the ships Master for the Terminal: General Information: The Alliance Refining Co. Ltd. Marine Terminal is situated in the Map Ta Phut Industrial Port, in position Lat.12 40' N., Long. 101 09' E., and consists of the North and South Terminal. Product vessels are handled at ARC North Terminal southern pier and 3 jetties of ARC South Terminal. The ARC North Terminal, northern pier is however dedicated to LPG. A vessel will only be accepted at a berth providing it is compatible with all aspects of the berth design. Special attention is paid to a vessels manifold arrangement which must be of a fixed end permanent design (including pipelines, valves and supports, etc.) and form part of the vessels structure. All vessels shall have manifold arrangements which comply with the standards recommended by the OCIMF Standards for Tanker Manifolds and Associated Equipment. Length Overall Restrictions: Northern Terminal: The design basis for the Products Pier is to accommodate vessels up to 12,000 d.w.t. The exception to this rule is as follows: Berth No. 1 North can only safely accommodate tankers up to 85 m. LOA (approximately 2,000 d.w.t.) due to the location of the mooring equipment. Berth No. 3 North has been designed to accommodate larger vessels up to 104,500 tons displacement, and when occupied will overhang Berths No. 1 and No. 4, and so prevent their use. The LPG berth has a dredged operating basin which limits the vessels max. LOA to 110 m. at both the LPG south and north berths, assuming that the loading manifold is positioned amidships. South Terminal: Information contained in Appendix B (Not provided). Mooring Requirements: In general, the minimum requirement should be considered as follows: ARC North Terminal: A minimum of 5 mooring lines are to be provided by the vessel both fore and aft. ARC South Terminal: Vessels up to 6,000 tonnes d.w.t.: Three breast lines and 2 springs both fore and aft. Vessels greater than 6,000 tonnes d.w.t. 40,000 tonnes d.w.t.: Four breast lines and 2 springs both fore and aft. Vessels greater than 40,000 tonnes d.w.t.: Six breast lines and 2 springs both fore and aft.

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MAP TA PHUT - STAR M.T.


If due to the mooring layout and the length of the vessel, it is not possible to provide the above stated breast line requirements, some may be run as head and stern lines respectively. Tidal Information: Highest Astronomical Tide (HAT) 3.5 m. Mean High High Water (MHHW) 3.0 m. Mean High Water (MHW) 2.8 m. Mean Sea Level (MSL) 2.2 m. Mean Low Water (MLW) 1.6 m. Mean Low Low Water (MLLW) 1.4 m. Lowest Astronomical Tide (LAT) 0.5 m. Lowest Low Water (LLW) 0.0 m. (Chart Datum). Water Depths: Generally, the maximum drafts for vessels arriving or departing from Map Ta Phut Marine Terminal are as follows: ARC North: Berth No. 1 12.0 m. Berth No. 2 8.5 m. Berth No. 3 12.0 m. Berth No. 4 12.0 m. Berth No. 5 8.5 m. LPG South 5.5 m. LPG North 7.5 m. ARC South: Berth No. 1 Berth No. 2 Berth No. 3 11.0 m. 11.0 m. 7.5 m.

THAILAND
The following information is required from the Master:: a) name of vessel b) ETA c) confirmation of adequate stability at all stages of cargo/ballast operations d) SWL of derrick or crane and its state of readiness e) number and size of manifolds f) name of Master g) arrival displacement h) draft i) last port of call (detail as per ISPS advance exchange of information between Agents and terminal) j) owners name and address k) Bill of Lading figures l) nationality of officers and crew m) number and size of chain stoppers for SPM mooring n) confirmation that vessel is able to maintain 30% of Summer d.w.t. while in berth o) IGS operational and all cargo tank conditions as required by SOLAS. Mooring/Unmooring: On Arrival: The vessel will be given berthing or anchoring instructions via Agent or upon arrival on VHF Channel 67 by the ARC Marine Terminal. At Anchor: A good listening watch should be maintained on VHF Channels 16 and 67. Vessels will be called by ARC with berthing information and other instructions. Under Pilotage and at Berth: The Mooring Master and Assistant will carry portable intrinsically safe multi-channel radios by means of which all communications regarding approach, mooring and cargo transfer will be made. They will also carry battery chargers for these radios during the vessels stay at the terminal. In addition, the vessels VHF radio should be available on the bridge and in the cargo control room for back-up communications. VHF: A 24-hour watch is maintained on Channel 67 at the terminal. Channel 67 will be the working channel. Vessels are usually able to make contact on the channel at a distance of 30 40 miles. VTS: There is a VTMIS service in operation within the port limits of the adjacent Map Ta Phut port. However, it does not cover the SPM terminal. TUGS: One tug of 5,000 h.p. (45 tonnes BP). BERTHING: Vessels arriving to discharge at the terminal must comply with the latest SOLAS and MARPOL Conventions and Protocols. Vessels that are found to be seriously deficient in any way will not be berthed or allowed to discharge at the terminal. The berth is designed to accommodate tankers from approximately 80,000 300,000 d.w.t. with a maximum displacement of 350,000 tonnes and a maximum draft of 20.7 m., with minimum and maximum bow to manifold distance of 115 175 m. and freeboard at any stage of operations not exceeding 22 m. Only vessels fitted with approved chain stoppers as per OCIMF recommendations will be berthed. Mooring system consists of two nylon endless grommets; hawsers of 16 in. circumference, 50 m. in length, each with a 394 tonnes NDBS and equipped with a combination B and C chafe chain. The floating hose configuration consists of two strings, the main hoses being 24 in. and the tail hoses 16 in. diameter. The strings are marked by winker lights. Double closure Gall Thomson breakaway couplings are fitted to the floating strings. MOORING: Mooring Master Boarding: The Mooring Master, his assistant and one mooring crew will board the vessel by boat. A safe means of access shall be provided in accordance with the requirements of SOLAS. The vessel must provide an adequate lee for boarding. During night operations, the access shall be adequately illuminated to allow the safe approach and boarding of the Mooring Master, Government Officials and Agent. The Conditions of Entry Into and Use of the Map Ta Phut SPM Terminal form will be presented to the Master of the tanker and shall be signed prior to the commencement of berthing operations. The Notice of Readiness will only be accepted provided the ARC Mooring Master is satisfied that the vessel is in all respects ready to moor and discharge. In no event shall the Notice of Readiness, whether previously accepted or not, be valid or binding on the terminal unless the vessel, her tanks and equipment are in fact in every respect ready to discharge cargo. The Mooring Master and assistant will advise the Master on all manoeuvres and operations relative to berthing, connecting/disconnecting of hoses and unberthing. They will also provide all communications between vessel and shore during discharge operations and be the terminal representative with respect to cargo operations, documentation, safety observations and other requirements. These two persons will remain on board the vessel while it is in the berth and suitable officer style accommodation is to be provided for them. Accommodation is also to be provided for the mooring crew. Preparation for Mooring: During the approach, while mooring, secured in the berth and whilst unberthing, the vessels anchors must be secured by stoppers to prevent accidental dropping with subsequent damage to the subsea pipeline and equipment. The vessels port side port derrick/crane should be rigged ready to lift the mooring basket from the boat and for connecting the cargo hoses. Derrick/crane shall have a minimum 15 tonnes SWL. However, vessels should have the recommended SWL capacity for their size as recommended in the latest OCIMF publication Recommendations for Oil Tanker Manifolds and Associated Equipment. The vessel will provide 216 in. 150 lbs. ANSI flange connections on selected cargo manifolds made ready for hose connections, drip trays, sawdust or sand and firefighting equipment in position at the manifold area. The following vessels equipment should be ready on the focsle head: a) two empty spool drums to heave and stow on board two mooring pick-up ropes, each of 10 in. circumference and 137 m. long b) two messenger lines 24 mm. diameter, 150 m. in length c) large crow bar

Under-keel clearance of 1.0 m. has been allowed for in the above drafts. Deeper drafts may be accepted on some occasions, depending on the predicted tidal height. Drafts exceeding the above must always be agreed with the Marine Manager. Pilotage: Compulsory for non-exempt vessels. Pilots normally board in the approaches to the channel entrance. Gangways: Not provided at the berths. Fresh Water: Fresh drinking water is not provided at the berths. Fuel: Bunkers are available but are subject to being ordered. Ballast Water: Vessels are expected to arrive with clean ballast water due to there being limited shore ballast reception facilities (at ARC North Berths No. 1, 2, 3, 4 and 5 only). Ballast water containing chemicals or waste incompatible with the shore water effluent treatment plant must not be discharged ashore. Clean ballast water and water from segregated ballast tanks may be discharged overboard subject to the approval of the Port Authority and the Company. Ballast water from non-segregated ballast tanks shall either be retained on board or discharged into the Companys shore facility for treatment. Consideration will be given to receiving the content of a vessels slop tanks, which may be discharged to the shore reception facility after analysis and with the prior consent of the Company. If material for discharge is incompatible, arrangements for disposal of the material must be made with the vessels Agents who maintain a list of contractors licensed to handle hazardous material. AUTHORITY: Operator: See Part (D).

(D) MAP TA PHUT SPM TERMINAL:


OVERVIEW: Map Ta Phut SPM Terminal is owned jointly by Star Petroleum Refining Co Ltd (SPRC) and Rayong Refinery Co Ltd (RRC) and is operated by Alliance Refining Co Ltd (ARC). The terminal consists of a CALM Buoy Mooring and is designed for the importation of crude oil for both SPRC and RRC. It is secured by six chains of 4.25 in. diameter, in approximately 25.0 m. of water (LLT). LOCATION: In position Lat. 12 29' 12.6" N, Long. 101 11' 57.6" E. CHARTS: BA Charts No. 2414 and 3966. Thai Hydrographic Department Chart No. 141. Nautical Publications: Sailing Directions, List of Lights and Tide Tables should be on board. APPROACHES: When within VHF range, Masters of tankers should ascertain berthing prospects from the terminal. Buoy A: Isolated danger, black with a broad red horizontal band, top mark two black spheres one above the other, exhibiting a white light Fl.(2) 12 sec. 6 miles, located in position Lat. 12 29' 33.9" N, Long. 101 10' 18.4" E. This buoy marks a rock pinnacle which is considered dangerous to navigation. Buoy B: Special mark yellow with single yellow X top mark exhibiting a yellow light Fl.(4) 20 sec. 6 miles, located in position Lat. 12 29' 43.0" N., Long. 101 12' 24.7" E. A racon transmitting Morse code B (Bravo) is also fitted to this buoy. SPM: The SPM exhibits a white light flashing 6 times per 15 seconds and visible at a range of 5 miles. In addition, a fog horn will sound Morse code U at 30 second intervals. White winker lights are also fitted to the floating hose strings. PILOTAGE: Pilotage is compulsory. No vessel should approach closer to the SPM than 2 miles without a SPM Mooring Master on board. On approaching the terminal, VHF contact can be established on Channel 67 which is also the working channel. The vessel will be advised of berthing prospects. In cases where VHF contact is not made, the vessel should proceed to the designated anchorage position and anchor. Also see Mooring. ANCHORAGES: Should it be necessary to anchor, then the vessel should proceed to the recommended anchorage area which is in position Lat. 12 26' N, Long. 101 12' E, approximately 180(T)3 miles distance from SPM, or as otherwise indicated. RESTRICTIONS: Berthing and unberthing day and night. MAX. SIZE: Displacement 350,000 tonnes, draft 20.7 m. RADIO: Vessels bound for the Map Ta Phut SPM Terminal are to advise SPRC/RRC of their ETA 72 hours, 48 hours, 24 hours and 12 hours before arrival.

See guidelines on how to compile and submit information to us (page xi).

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THAILAND
d) sledge hammer e) pail of grease f) large flashlight for night berthing.

MAP TA PHUT SPM TERMINAL


6. As an anti-pollution measure, the vessel is required to monitor carefully the quantity being discharged and remaining on board at any time during discharge operations. The vessel must radio these quantities to the terminal onshore on an hourly basis to allow for the comparison of figures (discharged against received). This is particularly important at night when it is difficult to detect oil pollution. 7. During the hours of darkness, it is required that all available approved floodlights are used to illuminate the vessel and surrounding waters to facilitate the detection of oil and generally assist in the transfer operations. Vessels are advised that failure to supply sufficient lighting could result in the transfer operation being suspended during the hours of darkness. Such delays would be for the vessels account. It is strictly against the law to pollute the waters of Thailand, and the Master, his vessel and owners may be subject to prosecution by the Thai authorities. 8. The terminal may request a reduction in rates. Normally the vessel will be given 10 minutes notice before any reduction is required. Disconnecting Procedures: On completion of discharge operation, the rail tail hoses and ships manifolds will be drained to prevent spillage of oil when disconnecting hoses. Close vessel manifold valve and hose end butterfly valve on completion of draining manifolds. Remove nylon bands and position derrick/crane hook over aftermost hose. Attach lifting wire to derrick/crane hook, take the weight and disconnect the hose. Replace the blank flange using a new gasket and fully bolt the flange. Heave up the hose until the weight is off the snubbing chain, release the snubbing chain. Lower the hose until the flange is level with the tankers rail, shackle snubbing chain to flange lug, securing shackle with seizing wire. Lower hose to the water as directed by the Mooring Master. Repeat the procedures for the second hose. Care must be taken when lowering the second hose to prevent entanglement of the hoses in the water. SPM maintenance, particularly in bad weather, is extremely difficult and involves possible danger to personnel. For this reason, vessels are requested to give as much assistance as possible by taking seaman-like care of the mooring and hose equipment and returning it to the water ready for the next tanker and in such a condition as they would like to find it. Hose/hawser maintenance is expensive and if ARC judges that the vessel has misused any hose or hawser, the vessel will be liable for the expenditure incurred in making repairs. Ballasting Operations: Extreme caution must be taken when ballasting operations are undertaken, to ensure no oil escapes through the vessels sea valves (Refer Terminal Safety Regulations 4.17, 4.22 and 4.26). During all operations, the Master or a responsible deck officer and sufficient crew members must be in attendance to assist terminal personnel to handle any emergency that may arise including unberthing the vessel for any reason. FRESH WATER: No bunkers or fresh water are available at the terminal. However, these may be arranged through the vessels Agent and delivered by barge at anchor. FUEL: See Fresh Water. ISPS COMPLIANCE: Port is compliant. SHORE LEAVE: Not convenient due to the long distance to shore and the terminal security measures at the time of vessels call in accordance with the ISPS code. WEATHER: Environmental Conditions: Climatic conditions in the northern area of the Gulf of Thailand are affected by the monsoon seasons. The winds are mainly between north and east from November to January. In February and March, the dominant wind direction is from SE. The directions are variable in April, and then in May to September the SW monsoon is dominant. During the SW monsoon, frequent squalls with wind speeds of 30 knots, accompanied with heavy rain are common. Currents: Currents are influenced by the monsoons. During October to May, the currents are predominantly anti-clockwise and clockwise from June to September. Mean current speed is estimated at 0.5 knots rising to 1.5 knots during the SW monsoon. OPERATOR: Alliance Refining Co Ltd, PO Box 100, Map Ta Phut, Rayong 21150, Thailand. Tel: 66 (38) 699282. FAX: 66 (38) 699444. Contact: Captain Chatchai Arunrat, Marine Manager.

Mooring and Unmooring: Line handling during mooring and unmooring are performed by the vessels crew under instruction of the Mooring Master and assistant. Vessels must be fitted as recommended in the latest OCIMF publication Standards for Equipment Employed in Mooring of Ships at Single Point Moorings. Only vessels fitted with approved chain stoppers will be berthed at the SPM. The use of Smit Brackets or any other means of securing the chafe chain is not permitted. When the vessel is within reasonable distance from the SPM, a ships messenger line will be carried by the mooring launch and connected to the port mooring messenger on the mooring hawser. This mooring messenger will be used to heave the 76 mm. chafe chain onboard. Care must be taken during this operation to ensure that no excessive weight comes on the mooring messenger. The chafe chain will then be secured in the chain stopper in such a manner that the nylon hawser remains outside and clear of the ships fairlead, allowing the chain to absorb any chafing in the mooring system. The operation will then be repeated to secure the starboard mooring hawser. Once the vessel is securely moored, a tug will be secured on a towline astern.
Moored to Berth: A Mooring Hawser Load Monitoring Device is fitted to the SPM. At 126 tonnes, which is 70% of the preset threshold value of 180 tonnes, a red warning light flashes and the Mooring Master is to be informed, engines to be put onto stand-by and the situation continually monitored. When 180 tonnes is reached, an audible alarm sounds. The Marine Control Building is to be informed, cargo stopped, hoses disconnected and consideration given to vacate the berth. Unmooring: When the hoses have been disconnected and lowered to the water, the unmooring operation will commence. The tug astern will be released to pull the hoses clear from the vessels side. The weight will then be allowed to come off the mooring hawsers, it may be necessary to use the ships engines for this purpose. When the weight is off, the starboard mooring hawser will be released, lowered to the water and towed clear. The port hawser will then be released and the vessel moved astern clear of the berth. Care must be taken to ensure that the mooring hawsers do no become entangled in each other or are dropped onto or across the hose strings. Anchors not to be unsecured until the vessel is well clear of the SPM and subsea pipeline.

CARGO OPERATIONS: Connecting Procedures: Tanker manifold


arrangements must comply with the latest OCIMF publication Recommendations for Oil Tanker Manifolds and Associated Equipment. After the vessel has been securely moored, the mooring boat will bring the floating cargo hose strings alongside. Lower derrick/crane hook to the mooring boat, which will connect it to the forward hose. Heave up the hose until the blank flange is level with the hose rail. Unshackle hose snubbing chain from the flange lug. Continue heaving up the hose as directed by the Mooring Master. Secure snubbing chain. Lower the hose to bring the hose flange to the manifold and check the alignment of the flanges. Lower the hose onto the drip tray and remove blank flange. Lift the hose and connect to the manifold. Use a new gasket and fully bolt the flanges. Open the hose end butterfly valve and secure. Repeat the procedures for the second hose. After both hoses have been connected, they must be supported in way of the tanker rail by means of broad nylon bands suspended from the derrick/crane. Care should be taken during the hose handling operation to avoid serious damage to the hoses and associated equipment.

(E) NPC TERMINAL:


LOCATION: The Terminal is referred to as NPC Terminal. The Terminal
is owned and operated by National Petrochemical Public Company Limited (NPC). It is situated on the Eastern shore of the Gulf of Thailand, approximately 220 km. from Bangkok, at Lat. 12 38' 08" N., Long. 101 08' 04" E. The Marine Terminal consists of 2 berths for importation/exportation and internal distribution of petrochemical/chemical products. Berth No. 1 is located approximately 4.2 km. offshore and connected by a pipeline jetty to Buffer Tank Farm on shore. Berth No. 2 is extended from Berth No. 1 approximately 550 m. to the S.W. PILOTAGE: Pilots must be ordered for both inward and outward passages by the ships Agent. VHF Channel 16 is always monitored. The Pilot uses a service boat to board arriving vessels or vessels at anchorage. RESTRICTIONS: Berthing and unberthing daytime and night-time. MAX. SIZE: Berth No. 1: Maximum 9,000 d.w.t. Minimum 1,000 d.w.t. Max. LOA 170 m. Min. LOA 60 m. The normal maximum draft for vessels arriving or departing from the loading platform is 8.5 m. This draft relates to depth in front of the loading platform, where the depth is 9.0 m. Chart Datum (LLW). The existing depth allowance for underkeel clearance is 1.0 m. Maximum draft for vessels arriving or departing can be stated as being 8.0 m., plus the height of the tide at that time.

Discharge Procedures:
1. On completion of all Government formalities, gauging, sampling, safety checks and documentation, discharge of cargo can commence. 2. The discharge operation will be controlled by VHF/UHF radio by the Mooring Master/assistant between the vessel and the marine terminal control building for both SPRC and RRC cargoes. This does not absolve the vessel from communicating directly with the terminal marine control building if the Mooring Master/assistant do not respond to radio calls or in an emergency situation. 3. The SPM supplies crude oil to both the SPRC and RRC refineries. Therefore, it may be necessary at the commencement of the discharge to displace the oil already contained in the SPM system and submarine pipeline to the appropriate refinery, before bulk discharge can commence. 4. The maximum discharge pressure allowed at the tanker rail is 10.5 bar (approximately 9,500 cu.m./hr.). 5. Throughout the discharge, a responsible deck officer must be in charge of operations, either on deck or in the cargo control room and in continuous contact with the Mooring Master/assistant via portable radio. An efficient deck watch must be maintained with continuous observation of the manifold area and the mooring hawser.

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MAP TA PHUT - NPC TERMINAL


Berth No. 2: Vessel sizes may vary from 8,000 d.w.t. to 35,000 d.w.t. with LOA 130 m. 200 m. The normal maximum draft for vessels arriving or departing from the loading platform is 12.5 m. This draft relates to depth in front of the loading platform, where the depth is 13.0 m. Chart Datum (LLW). The existing depth allowance for underkeel clearance is 1.0 m. Maximum draft for vessels arriving or departing can be stated as being 12.0 m., plus the height of the tide at that time. Also see Berthing.

THAILAND
IMPORTANT NOTICES: All mooring equipment and lines must be in 1st Class working condition. Synthetic tails without proper connection or spliced mooring lines are not allowed. Mixed moorings are occasionally acceptable as long as they are not used in the same direction or to the same points. While manoeuvring for berthing at NPC Terminal, it is essential that the vessels engine performs promptly and accurately. It is recommended that trial engine manoeuvres are tested before the vessel enters the confines of the port. Self-tension winches fitted with automatic rendering and hauling should not be used in automatic mode while the vessel is moored. A sufficient number of personnel to deal with an emergency must be present on board the vessel at all times during the vessels stay at berth. While the vessel is at the berth, her boilers, main engines, steering machinery and other equipment essential for manoeuvring should be maintained in condition that will permit the vessel to move away from the berth at short notice. All vessels, while lying alongside NPC Terminal, must strictly follow the Terminals Rules and Regulations. The maximum permissible drift parallel to the platform about the centre of the appropriate loading/unloading hose or arm is 2.0 m. Wind Speed Limitation for Loading Arm Operation: As safety operations procedure, when the Terminal wind indicator indicates the wind is blowing at 18 m./sec. or more from any direction, the Terminal will take the following precautions/actions: (a) Inform vessels personnel to be alert on moorings. (b) Stop discharging/loading. (c) Drain loading arms. (d) Disconnect loading arm. The said limitation is to ensure that the disconnection of loading arms will be completed before the wind speed reaches the maximum limitation for operating conditions of the loading arms (21 m./sec.). Emergencies: (a) The berth is equipped with the E.S.D. system. In an emergency, the Operator can push a single button to stop loading operations/discharging operations at the berth. This button will stop shores loading pumps and closes all valves concerned. It is imperative that a constant watch is maintained on deck while discharging. In case the emergency shut-down is activated, vessels have to stop immediately all cargo pumps. (b) Emergency Release Coupling (E.R.C.) All the loading arms are equipped with the emergency release coupling (E.R.C.) system, which hydraulically allows disconnection of arm flanges from ships manifolds in the following cases: (i) When loading arm travels over the disconnection alarm point. (ii) When the emergency disconnection button is pressed at the loading arm control console on the gangway tower. In the event of mishaps, the loading will be stopped by emergency shut-down sequence. The closing speed (5-30 seconds) is controlled to restrict surge pressure after disconnection, the loading arm will be returned to safety area and will be locked. Ships Manifold Requirements: No vessels flexible hoses are allowed to be connected to the loading arms. Since the berth is equipped with loading arms of various types and sizes, they should be used in accordance with their own operating limits. If the vessels manifold is unfit for the loading arms after all possible attempts, the Terminal will reject the vessel. Gangway: Gangway has been installed on Berth No. 1 and consists of gangway, bulwark ladder and turntable. Length of gangway is adjustable in order to be operated more safely. Hooking-up and unhooking of gangway is performed by jib crane. Operation Conditions: Weather conditions: Max. wind speed in operation 10 m./sec. Vessel conditions: Max. deck height from platform 0.75 m. Min. deck height from platform 9.55 m. Gangway load conditions: Gangway 5 persons Bulkwark ladder 2 persons (assuming 75 kgs/person) Restrictions: When operating gangway, it is strictly prohibited to place persons and/or objects on it. Loading limit must be strictly kept. On operation of gangway, the maximum number of persons on bridge at one time must be 5 persons. When any danger is expected due to strong wind, gust and others, do not operate. Heavy walking on bridge should be prohibited and resonance by walking should be prevented. Turntable must be turned in the direction of the sea without failure when operating the gangway. Cathodic Protection: Impressed current cathodic protection system, if fitted, must be switched off at least 3 hours before mooring operations. Firefighting Equipment: The firefighting system at the jetty consists of elevated and tele-controlled monitors. There are 2 monitors installed on Berth No. 1, one at the monitor tower and one at the gangway tower. The monitors are mounted at a sufficient elevation to cover the manifold from the smallest vessel when fully loaded (lowest tide) and the largest vessel at light condition (highest tide). One monitor has been installed on Berth No. 2 on the monitor tower. The monitors and the fire pumps are remote controlled and can be used with foam and/or water compound. At Berth No. 1 the monitors can also be used with dry powder. Fixed water spray systems are provided for both monitor tower and gangway tower in order to protect them from heat radiation. Several hydrants, portable fire and dry powder extinguishers are installed on the operating platform. All tugs are fitted with firefighting monitors for both water and foam.

VESSEL REQUIREMENTS:
1. Vessels must have been properly cleared and accepted by NPC Terminal. Only such liquefied gas and chemical vessels, which comply with the recommendations of IMO, and have a valid certificate relating to: (a) The code for existing ships carrying liquefied gases in bulk (Resolution A.329 (IX)); (b) The code for the construction and equipment for ships carrying liquefied gases in bulk (Resolution A.328 (IX)); (c) The international code for the construction and equipment of ships carrying liquefied gases in bulk (IGC) (Resolution MSC 5 (48); (d) The code for the construction and equipment of ships carrying dangerous chemicals in bulk (Resolution A.212 (VII)); 2. may operate at the berth. Vessel must have given proper notices through the ships Agent to the Terminal by facsimile, and Terminal approval given to proceed to the berth prior to arrival. The Notices of Arrival should contain the following: (a) (b) (c) (d) (e) (f) (g) (h) 3. Name and call sign of the vessel. ETA at NPC Terminal. Vessels particulars. Details of cargo, such as quantities, etc. Details of ships manifold, including type, size and numbers. Whether the ship has external impressed cathodic protection. Certificate of Fitness. Pilot Information Card.

4. 5.

Vessel must be in good state of repair, and all equipment properly functioning prior to proceeding to berth. Vessel must be presented in every respect ready to load/unload product at temperature and pressure in accordance with notice. Vessel will not be acceptable for loading/unloading unless the tanks to be loaded/unloaded and ships piping are free of any liquid or vapour, which would knowingly contaminate or degrade the product. Vessels are not allowed to use bow thrusters for berthing/unberthing.

RADIO: See Vessel Requirements No. 2 above. VTS: There is a VTMIS service in operation within the port limits. TUGS: Tug service is arranged by the ships Agent.
Tugs are required for mooring and unmooring operations. The number of tugs employed will vary according to the size of the vessel and prevailing weather conditions. Under normal circumstances, one tug is required for vessels up to 110 m. LOA. Two tugs are required for vessels over 110 m. or in the Monsoon season. At least one tug must stand-by in the vicinity nearby whilst vessel alongside. In case of abnormal circumstances, the number of tugs required will be considered by the Pilots. Mooring Gang: Running of mooring lines and releasing of mooring lines, except in an emergency, is handled by mooring gang and is arranged by the ships Agent. For mooring the vessel at Berth No. 2, at least 2 mooring boats are required. BERTHING: Berthing Details: On the jetty, the fenders and fendering structures are designed to absorb at normal working stress levels, the energy impacted by vessels approaching the jetty at a maximum velocity of 0.25 m./sec. and a nearly parallel approach to the berth. Design is based on a 9,000 d.w.t. vessel for Berth No. 1, and 35,000 d.w.t. for Berth No. 2. Mooring Details: Berth No. 1: Depth alongside the jetty face is 9.5 m. LAT. Approximately 1.0 m. should be allowed for siltation. Vessel sizes may vary from 1,000 d.w.t. to 9,000 d.w.t. with LOA 60 m. 170 m. Smaller or larger vessels may be accommodated. However, special approval must be obtained prior to scheduling. Six mooring dolphins are provided to take the breast lines, and the head/stern lines from vessel. The spring lines are led to 2 breasting dolphins. The mooring dolphins are rigid structures consisting of circular piles with a concrete caps. The bollards are fixed on top of each mooring dolphin and breasting dolphin, and are capable of withstanding a stress of 50 tons each. Berth No. 2: Depth alongside the jetty face is 13.5 m. LAT. Approximately 1.0 m. should be allowed for siltation. Vessel sizes may vary from 8,000 d.w.t. to 35,000 d.w.t. with LOA 130 m. 200 m. Smaller or larger vessels may be accommodated. However, special approval must be obtained prior to scheduling. The mooring dolphins MD-51 and MD-52 are each fitted with 150 tons capacity quick-release mooring hooks. MD-53 and MD-54 are each fitted with 100 tons capacity quick-release mooring hooks. 50 tons bollards are provided on MD-55 and MD-56. Two breasting dolphins BD-51 and BD-52 are equipped with 70 tons bollards. The middle breasting dolphin BD-53 is fitted with 35 tons bollard. Berthing Procedure: (a) Berthing/unberthing is permitted both daytime and night-time. The Government Pilot will board the vessel at anchorage area and will assist the Master in manoeuvring the vessel to berth. (b) One or two tugs of adequate power will normally assist the vessel in berthing/unberthing. They will also stand-by in the vicinity nearby and ready to take the Masters or NPCs Loading Masters order regarding abrupt change in weather conditions. (c) One or two mooring boats are used to send lines ashore.

See guidelines on how to compile and submit information to us (page xi).

2515

THAILAND
LOADING/UNLOADING: Cargo Calculations: Sampling, ullaging and quantity calculations will be carried out after berthing, concurrently with Immigration and Port Health Authority formalities, or concurrently with the connection of loading arm. The calculations procedure will be attended by Customs Officials anad Terminals representative. Safety and Pollution Check Lists: Ship/shore safety and pollution check lists are to be completed jointly between vessel and Terminals representative prior to loading or discharging. The Loading Master will co-ordinate cargo operations between the vessel and shore. Cargo Operation Requirements and Restrictions: The following requirements and restrictions must be strictly complied with during discharge at NPC Terminal: (a) Ensure that no water is pumped into the shore lines. All ships sea suction valves must be closed and sealed before discharge. (b) Ships dirty ballasting is not allowed during discharge. However, separate ballast tanks may be used. (c) Ballast may be discharged to the sea, and it is the Masters responsibility to ensure that the ballast is clean. (d) Ships mooring conditions.
(i) It is the ships responsibility to maintain a safe mooring at the berth at all times. (ii) The tension of mooring lines must be tight, and they must be secured to the satisfaction of the Loading Master. Any unsafe mooring equipment or conditions resulting in stopping cargo operations and possible loading arms disconnection, the lost and cost of loading arms disconnection will be for the ships account. (iii) The offshore anchor is always required while approaching the berth. The anchor should not have less than 4-6 shackles in the water. (iv) In the event of unsafe mooring situation created by ships negligence or by weather conditions, tug(s) might be necessary for assistance, as deemed by the Loading Master. The cost of the tug(s) will be for the ships account. Loading/Unloading Rates: Product EDC Ethylene Propylene Butene-1 VCM NaOH MeOH Unloading Unloading Loading Unloading Loading Loading Unloading Loading Loading Unloading Max. Flow Rate (cu.m./hr.) 240 500 150 550 300 150 225 225 100 200 Max. Pressure (kg./sq.cm.) 10.0 10.0 10.0 20.0 20.0 11.0 12.0 12.0 7.0 10.0 Temperature Ambient 103C max. 97C max. 0C Ambient 0C 0C Ambient Ambient Ambient

MAP TA PHUT - NPC TERMINAL


POLLUTION: Prevention of Sea Pollution: The vessels Master will always be responsible to ensure that no product shall be discharged or spilt into the sea. In the event of any discharge or spillage from the vessel, the Master will without delay take all reasonable measures to contain or remove product and to minimise or mitigate damage to private and public properties or interests, including sea life. Without prejudice to the foregoing, the Terminal reserves the full right to take, without consent of the vessels Master, any measures it considers necessary to contain or remove product discharged or spilt from the vessel and to minimise or mitigate damage to private and public properties or interests, including sea life. All costs and expenses incurred therefore by the Terminal shall be borne and promptly refunded by the vessels Owners. FRESH WATER: Not available. FUEL: Not available. WEATHER: Tides: HAT 3.50 m. (highest astronomical tide). MHHW 3.00 m. (mean higher high water). MHW 2.80 m. (mean high water). MSL 2.20 m. (mean sea level). MLLW 1.40 m. (mean lower low water). LAT 0.50 m. (lowest astronomical tide).
Tidal Currents: Pass from East to West during flood tides with mean velocities of 0.16 m./sec. and maximum velocities of 0.34 m./sec. Pass from West to East during ebb tides with mean velocities of 0.13 m./sec. and maximum velocities of 0.23 m./sec. Waves: The wind induced waves at the loading platform are mainly from South and S.W. directions. The maximum height of waves is 2.8 m. at wave period of 8 seconds. Winds: The predominant wind directions are: From the South during February to May. From the S.W. during June to September. From the North during October to January. Mean monthly wind speed of 13.9 km./hr. or 3.9 m./sec., weak breeze. Mean of maximum velocity of 135.3 km./hr. or 37.6 m./sec. Typhoon in November from the North. Strong winds of more than 10 m./sec. are, however, very infrequent in the area, as are the occurrence of tropical storms.

GENERAL:
Readiness to Move: While the vessel is at the berth, the main engine and auxiliaries that are essential for moving the vessel must remain in state of readiness in order to permit vacating the berth at short notice. No repair which will interfere with this requirement will be allowed. Should it be necessary to repair or overhaul the main engine or auxiliaries, such work must be done at the anchorage either before or after discharge. Shipboard Work Control: Shipboard work while the vessel is at berth must be closely observed. Approval must be obtained in advance from the Loading Master for any maintenance work, repairs, renewals, and including the following: (a) Work that could affect the performance of the ships main engines, deck steam or firefighting equipment. (b) Inert gas system. (c) Cargo pumping equipment, cargo tank cleaning equipment. (d) Ballasting facilities. (e) Mooring facilities. (f) Any work whatsoever concerning shipboard safety control or radio. (g) Any hot work whatsoever. It remains the responsibility of the Master to ensure that the work can be safely undertaken. Security: No unauthorised visitors including local traders are allowed on board the vessel during the time moored at the NPC Terminal. Failure to follow this rule will be considered as a serious violation of our safety regulations and discharging/loading operations will be suspended. Any time lost will be for the ships account. Firefighting Equipment: This equipment must be in constant readiness at all times with sufficient people on board for efficient operation. Storing: Storing and victualling of vessels may be permitted during operations, but only with permission of both the Terminal Manager and the Master of the vessel, provided that: (i) Access to the Terminal is not obstructed. (ii) Cargo operations remain adequately supervised. (iii) Cargo operations which may allow vapours to escape on deck, e.g. sampling, ullaging, deflexing, etc., are suspended. (iv) Drums of oil, paint, steel plates, gas cylinders or any other heavy metal parts, which may cause a spark, should be landed on rubber or other suitable matting and not directly onto vessels deck. These items must not be dragged or rolled along the deck. (v) If an oil spillage occurs, the oil shall be disposed of by mopping up or by a method agreed by NPCs representative. Drip trays must always be used when pipeline connections are broken. Under no circumstances shall oil be washed overboard. (vi) The platform crane is for hose handling and other purposes. It may only be operated by the Terminal personnel and may only assist in loading items of stores, provided that they are within the safe working limit of the crane, and the Terminal personnel are available to operate without detriment to other duties. (vii) The appropriate document indemnifying NPC against all accidents has been signed. (viii) The designated point for setting down of vessels stores is at the discretion of the Terminal personnel. (ix) If the above criteria are not met, NPC reserves the right to refuse permission. Supply Vessel: No supply vessels are allowed alongside. All supply vessels used for victualling will berth at the small boat platform or shore small jetty. Bathing and Fishing: Bathing and fishing will not be permitted from the platform and approaches or from the vessel whilst alongside. AUTHORITY: Operator: National Petrochemical Public Co.Ltd., 14/-1 Road, Map Ta Phut Industrial Estate, Tambon, Map Ta Phut, Rayong 21150, Thailand. Tel: 66 (38) 684-900. FAX: 66 (38) 683-797. Contact: Booncherd Suwantip, Jetty and BTF Operation Department Director.

Emergency: In case of fire onboard, discharging/loading operations must be stopped immediately. General alarm should be given to the Terminal for Terminals assistance to vacate the berth. In case the ship moved away from original mooring position, the following procedure should be conducted to protect the loading arms from being damaged: (a) Stop cargo pumps. (b) Close ships manifold valve. (c) Promptly utilise tug(s) for pulling/pushing the vessel in windward direction. (d) Activate E.R.C. to release loading arm. In the event of fire ashore: All loading/unloading and/or ballasting operations must be stopped immediately. Close all tank openings and batten down. Prepare vessel for immediate departure. Await instructions from shore. Emergency escape: (i) The vessels offshore lifeboat shall be rigged ready for immediate lowering as an emergency escape. (ii) A pilot ladder shall be rigged or positioned on the outboard side of the vessel ready for immediate lowering as a means of escape in the event of an emergency. (iii) The NPC firefighting water monitors, controlled from the Jetty Control Room panel, will give a water spray cover to vessels gangway if required as a means of escape in a fire situation. Berth No. 1: Cargo Handled: Cargo Arms: Size of ships flanges: Propylene, Butene-1, Methanol, Ethylene, EDC, VCM, NaOH. Propylene, Butene-1: 18 in. (liquid), 14 in. (vapour). ANSI 300 FF. Ethylene: 18 in. (liquid), 13 in. (vapour). ANSI 150 FF (liquid) and ANSI 150 FF (vapour). EDC: 18 in. ANSI 150 FF. VCM: 16 in. (liquid), 13 in. (vapour). ANSI 150 FF. NaOH: 14 in. ANSI 150. Methanol: 14 in. ANSI 150. 100 cu.m./hr. EDC, VCM, MeOH. EDC: 18 in. ANSI 150 FF. VCM: 16 in. (liquid), 13 in. (vapour). ANSI 150 FF. MeOH: 16 in. ANSI 150 RF (polypropylene hose).

Cargo Hose: Size of ships flange: Pumping rate: Berth No. 2: Cargo Handled: Cargo Arms: Size of ships flanges:

Cargo Hose: Size of ships flange:

2516

Readers are encouraged to send updates/additions (see p. xi for details)

MAP TA PHUT MTT TERMINAL


(F) MTT TERMINAL CO LTD:
LOCATION: Map Ta Phut port industrial harbour is located between the
cities of Sattahip and Rayong on Thailands east sea-board, some 190 km. south of the capital Bangkok. Map Ta Phut Tank Terminal Co. Ltd. (MTT) has 2 jetties located on the southside of Map Ta Phut port in close proximity to the ports entrance. Charts: The port area is shown on Royal Thai Navy (RTN) Chart No. 157, with the approaches on RTN Chart No. 141 and B.A. Chart No. 3966 respectively. DOCUMENTS: No advance Radio Pratique is permitted. The following documents are required: 10 Crew Lists. 4 Stores & Provision Lists (Steward/Deck/Engine Department). 4 Arms/Ammunition Lists. 4 Narcotics Lists. 4 Ports of Call Lists. 4 Foreign Currency Lists. 4 Passenger Lists. 4 Crews Personal Effects Lists.* 4 Ships Domestic Moveable Properties Lists.* * To include make and serial numbers of watches, cameras, radios, TVs, calculators, refrigerators, and all electrical and sound equipment. The Harbour Master also requires copies of the following documents: 1 Officers Certificates of Competency. 1 International Oil Pollution Prevention Certificate. 1 Load Line Certificate. 1 Safety Equipment Certificate. 1 Safety Radio Certificate. 1 Safety Construction Certificate. 1 Safe Manning Certificate. 1 Tonnage Certificate. 1 Derat Certificate. 1 Ships Registry Certificate. APPROACHES: The distance from the Fairway Buoy to the harbours west breakwater is 2 nautical miles. The minimum width of the approach channel is 250 m. and the water depth is 12.5 m. reduced to Lowest Low Water (LLW). The water depth in the harbour approaches for Jetties No. 1 and No. 2 is 15.5 m. and 10.5 m. respectively. PILOTAGE: Government pilotage is compulsory for all vessels. Pilot exemptions for regular local traders have been introduced. The Pilots also serve as Docking Masters, berthing the vessel with the assistance of tugs. The Pilot embarks approximately 1 nautical mile south of the Fairway Buoy in position Lat. 12 35.0' N., Long. 101 13.5' E. The Pilot Office can be contacted on VHF Channel 16. Once contact is established, the vessel is requested to stand by on VHF Channel 14. VHF Channel 13 is used for communication between MTT, vessels, tugs, Harbour Master and mooring boats for berthing/unberthing. ANCHORAGES: An anchorage area (Harbour Department Announcement No. 447/2537 dated 27.9.94) exists, covering a circular area width 1 nautical mile radius around Lat. 12 35.0' N., Long. 101 13.5' E. RESTRICTIONS: The minimum under-keel clearance required by the Pilot Office is 0.5 m. MTTs requirements for under-keel clearances vary between 0.5 m. for vessels up to 6,000 tonnes d.w.t. and 1.0 m. for vessels above this size. For any vessel with an arrival draft of 10.0 m., berthing time will depend on the Government Pilots request for safety operation, with regard to water level in arrival date. Conditions of Vessel Acceptance: (a) MTT receives vessels alongside on the understanding that operations will be conducted safely and expeditiously, and that berths will be vacated as soon as practicable after operations have been completed. Delay, caused by vessels, may be subject to additional costs. (b) MTT reserves the right to suspend operations and require the removal of any vessel from the jetty for: 1. Infringement, disregards or breach of MTTs regulations. 2. Defects in the vessels equipment, manning or operations which in the reasonable opinion of MTT present a hazard to premises, personnel, environment or operations. 3. Operational performance (appropriate to the type of vessel and operation) that fails to utilise satisfactorily the available Terminal facilities and thereby, in the reasonable opinion of the Senior Terminal Representative, constitutes an unacceptable constraint on MTTs operations. 4. No operation being conducted at the Terminal. (c) MTT shall not be liable for any costs incurred by a vessel, its Owners, Charterers or Agents: 1. As a result of a refusal from that vessel to load or discharge all or part of a nominated shipment. 2. Delay to or suspension of loading/discharging, or a requirement to vacate the berth arising from these regulations. (d) MTT reserves the right to monitor the loading or discharging of any vessel to ensure compliance with all applicable laws, and to notify the appropriate authority in the event of contravention. Any costs incurred as a result of overloading and subsequent correction shall be for the vessels account. (e) All vessels nominated to MTT must fall within the physical limitations of berth dimensions and hard-arm operating envelopes, as set by the Terminal from time to time. (f) All vessels must retain on board sufficient personnel with good working knowledge of the English and/or Thai language to enable operations to be carried out efficiently and safely, and to maintain quick, reliable ship/shore communications to cover operations and emergencies. (g) MTT shall not be liable for any demurrage, loss claims or demands resulting from, or relative to, any act or omission by authorities or their representatives.

THAILAND
RADIO: ETA: The ships Master shall advise MTT via Agent (Telex or Fax)
of its ETA upon leaving last port of call or 96 hours prior to arrival, whichever is less, thereafter send ETA 72 hours, 48 hours and 24 hours prior to arrival. Further updates required if ETA changes by more than 12 hours. MTT shall not be liable for any demurrage in respect of any delay in loading and discharging attributable to the failure of vessel to give notice of its ETA in accordance with this clause. Two hours before the Pilot embarks or when within VHF range, the ETA has to be confirmed verbally to the Pilot Station together with the ships maximum arrival draft. Pre-Arrival: All vessels which plan to moor alongside shall get approval in writing from Terminal Officer. Following documents are required for review and approval: Ship Particulars (Q88 or Form C). Maximum flow rate and average flow rate for discharging or loading. Cargo quantity and arrival draft. ISM Certificate and Certificate of Fitness for Foreign Vessel. Berthing Permission and Fitness Certificate (Local Vessel Form). After approval, customer, vessel or ships Agent shall inform necessary data at least 7 days in advance to the Terminal as follows: Last Cargo Information. Quantity of Product Compartment, lot size and allowance limit. Vessel Telex Number. Demurrage Charge. Lay-Can and Lay-Time. Communication channel of ships Agent and Surveyor, such as Telephone and Fax numbers. Defect in ship affecting performance, manoeurability or product quality. Another special service required by ship. Quantity of Bill of Lading per shipment. Dangerous cargo import/export certificate from Customs. MTT shall not be liable for any demurrage in respect of any delay in loading and dischraging attributable to the failure of vessel or custmer to give above information in accordance with this clause. VHF: See Pilotage. VTS: There is a VTMIS service in operation within the port limits. TUGS: The use of tugs is compulsory in the port for both berthing and unberthing as follows: Vessels over 150 m. LOA berthing and unberthing require 2 tugs, and vessels with LOA 213 m. and over require 3 tugs under normal weather conditions. Tugs lines are used for towing. The tug and its crew are regarded as employed by the ship being towed. All damage and costs to the tug arising during the assistance and for which the tug could be held responsible must be compensated for by the ship in question. Tug services are arranged by the ships Agent. In the monsoon season, at least one tug must stand-by in the nearby vicinity whilst the vessel is alongside.

BERTHING:
Jetty No. 1: Water Depth in Berth: Water Depth in Approaches: Under-keel Clearance: Length of Berth: Maximum Draft: Maximum LOA: Minimum LOA: Minimum Parallel Body: Maximum Beam: Maximum d.w.t.: Minimum d.w.t.: Maximum Approach Velocity: Maximum Approach Angle: Offset Berthing: Terminal Gangway: Jetty No. 2: Water Depth in Berth: Water Depth in Approaches: Length of Berth: Minimum Underkeel Clearance: Maximum LOA: Minimum LOA: Minimum Parallel Body: Maximum Beam: Maximum d.w.t.: Minimum d.w.t.: Maximum Approach Velocity: Maximum Approach Angle: Offset Berthing: Terminal Gangway: 15.5 m. at C.D.L. 12.5 m. ata C.D.L. 0.6 m. 370 m. 11.5 m. 260 m. 85 m. 50 m. 46 m. 100,000 tons. 3,000 tons. 0.16 m./sec. (0.31 knots). 10. 15.0 m. (max.). Available. 10.5 m. at C.D.L. 12.5 m. at C.D.L. 225 m. 0.6 m. 180 m. 60 m. 40 m. 30 m. 20,000 tons. 1,000 tons. 0.16 m./sec. (0.31 knots). 10. 15.0 m. Available.

MAX. SIZE: The Harbour Department stipulates the following maximum size for vessels entering the port: LOA 260 m., beam 46.0 m. and maximum draft 12.0 m.

Mooring, unmooring and cargo operations are carried out on a 24 hour basis. MOORING: Mooring gangs and mooring boats are arranged by the ships Agent. Vessels berth starboard side alongside, heading west towards the port entrance. Minimum Number of Mooring Lines: Up to 10,000 tonnes d.w.t. 4 breast lines and 2 springs forward and 2 springs aft. Over to 10,000 tonnes d.w.t. 6 breast lines and 2 springs forward and 2 springs aft. Minimum mooring wire/rope breaking strength shall be 75 tonnes. Quick-Release Hook System: At Jetty No. 1, all mooring dolphins are equipped with manually handled quick-release hooks (breasting dolphins are equipped with bollards). LOADING/UNLOADING: Inspections: Alongside MTT installations, the inspection of vessels is carried out before and during cargo operations by the MTT Loading Master in accordance with MTT Jetty Safety Regulations, which are handed out to every vessel calling at their facilities with the Ship/Shore Safety Check List.

See guidelines on how to compile and submit information to us (page xi).

2517

THAILAND
MTT Jetty Safety Regulations are in accordance with the International Safety Guide for Oil Tankers and Terminals (ISGOTT). Safety rules in case of chemicals and liquified gas are based on Tanker Safety Guide (Chemicals) and Tanker Safety Guide (Liquified Gases) respectively, published by the International Chamber of Shipping (ICS). Safety Check List: Prior to cargo operations, a Ship/Shore Safety Check List, and a written Cargo Plan in accordance or similar with Annex II of the Jetty Safety Regulations, are to be completed (Not reproduced). Ship Manifold Requirements: No flexible hoses are allowed for connection with loading arms on the vessel. Since the berth is equipped with loading arms of various types, they should therefore be used in accordance with their operating limits. Connection/Disconnection: MTT are responsible for the connection or disconnection of loading arms or hoses to the vessels presentation flanges as supervised by the Loading Master. Vessels must take adequate precautions to ensure the safety of workers, and where necessary, suitable guard rails are provided. Loading Arms: Jetty No. 1: 216 in. loading arms with 150 ASA flanges for naphtha, condensate and gasoline and 18 in. loading arm with 150 ASA flange for octene. Jetty No. 2: 18 in. loading arm with 150 ASA flange for benzene and toluene. 18 in. loading arm with 300 ASA flanges for ethylene and 18 in. arm for propylene. Vapour return lines 4 in. 16 in. loading arm with 300 ASA flange for butadiene, butene-1 and solvent. Vapour return line 3 in. 16 in. loading arm with 300 ASA flange for MMA. 16 in. loading arm with 300 ASA flange for TBA. If the vessels manifold does not fit to the loading arms after all possible attempts, the vessel will be rejected. Loading/Unloading Rates:
Product Import Max. Rate (cu.m./hr.) Export Max. Rate (cu.m./hr.) Pressure (kg./sq.cm.) Temp. (C)

MAP TA PHUT MTT TERMINAL


FRESH WATER: Available at both jetties via pipeline with approximate capacity of 5 cu.m./hr. FUEL: Not available. REPAIRS: In general, repair work is not permitted while alongside any jetty. For exclusions see Jetty Safety Regulations (Not reproduced). Under no circumstances will the immobilisation of the main engine be permitted. REPATRIATION: Possible via Bangkok International Airport, some 170 km. by road. AIRPORT: See Repatriation. TIME: GMT plus 7 hours. STORING: Provisions and Stores: Storing of vessels may be permitted during operations, but only with permission of both the Terminal Manager and the Master of the vessel. No trucks or vans are allowed on jetty. Access to the jetty and/or vessel shall never be obstructed. Small items of ships stores, capable of being carried by hand, may be handled via the jettys gangway, provided that any metallic object or package is suitably wrapped to prevent any risk of metal to metal contact. SHORE LEAVE: Shore leave is not permitted at this terminal. Transport: No public transport is available. Private transport arranged by Agent. GARBAGE DISPOSAL: It is prohibited to throw any waste or garbage into the harbour. Waste and garbage can be discharged in to a barge arranged by the ships Agent. WEATHER: Tidal Conditions: The tidal factors in Map Ta Phut Port have been reviewed and set out as follows: Highest Astronomical Tide (HAT): 3.5 m. Mean Higher High Water (MHHW): 3.0 m. Mean High Water (MHW): 2.8 m. Mean Sea Level (MSL): 2.2 m. Mean Low Water (MLW): 1.6 m. Mean Lower Low Water (MLLW): 1.4 m. Lowest Astronomical Tide (LAT): 0.5 m. Chart Datum Line (C.D.): 0.0 m.
The following show the rates of time-share above the specified water level, and their number of hours per day in the case of worst month and worst day respectively. For example: The water levels of 1.0 m. above the Chart Datum occur for 97% of time in a year. Even in the worst month, tides over 1.0 m. account for 89.3%. On an average daily basis, tides over 1.0 m. occur for 21.5 hours a day. Even on the worst day, tides over 1.0 m. exist for more than 18 hours. All through the year, 0.5 m. tide is available for 99.9% of the time in Map Ta Phut Port. Tidal Currents: Tidal and the permanent coastal currents off the East Reclamation, flow in an east-west direction across the outer channel. Current measurements at the 10.0 m. contour adjacent to the outer navigation channel indicate the maximum current velocities as shown below: Ebb tide: East direction at 0.4 knots to 0.6 knots. Flood tide: West direction at 0.6 knots to 0.8 knots. From this current data, it can be said that currents around the berth will not create any difficulty in ship handling whilst berthing and unberthing. Wave Motion: According to the wave analysis, in the outer channel, waves higher than 1.5 m. occur for 1.5% of the year, and greater than 1.0 m. for 9.0% of the year. In general, the critical wave height in terms of efficient and safe cargo handling inside the port is less than 0.5 m. or 2 ft. The inner harbour is protected by the west breakwater. Wind Direction: Period: Predominant directions: November to January: N.E. and variable February to March: South and East April: Variable June to October: S.W. Monsoon Mean monthly wind speed of 13.9 km./hr. or 3.9 m./sec. Weak breeze. Mean of maximum velocity of 135.3 km./hr. or 37.6 m./sec. Typhoon in November from the north. GENERAL: Small Craft: During cargo operations, no vessel or small craft shall be allowed alongside the vessel unless authorised by the Loading Master and agreed by the Master of the vessel. Cathodic Protection: An impressed current cathodic protection system if fitted, should be switched off at least 3 hours before mooring at berth. Packaged Cargo: No packaged cargo, including petroleum in drums or other containers and liquid gas in cylinders shall be handled during cargo operations, except by permission of the Terminal Manager. Access to the Restricted Area: Only authorised persons or those with entry permits issued by the Terminal Manager shall be allowed access to the restricted area and must comply with any restrictions imposed upon them. Visitors are not allowed on board the vessel, except by written permission of the Master, and while in the restricted area, the conduct of such visitors shall be the responsibility of the Master unless accompanied by a Terminal official. Authorised officials of the Terminal Operator shall have the right to board any vessel at any time to ensure that these regulations are being observed, and have the right to stop operations in the event of the regulations being contravened. AUTHORITY: Operator: Map Ta Phut Tank Terminal Co.Ltd., 1 Siam Cement Road, Bangsue, Bangkok 10800, Thailand. Tel: 66 (2) 586-5560. FAX: 66 (2) 586-5436. Port: Map Ta Phut Tank Terminal Co.Ltd., 271 Sukhumvit Road, Map Ta Phut, Muang District, Rayong 21150, Thailand. Tel: 66 (38) 911111. FAX: 66 (38) 911953. Email: mtt@cementthai.co.th Web: www.mtt-terminal.com Contact: Thirawat Deesomboon, Terminal Manager (Tel: 66 (38) 911952. Email: thirawad@cementhai.co.th). AGENT: Jardine Pacific (Thailand) Ltd., 267/172 Sukhumvit Road, Tambol Maptaphut, Amphur Muang, Rayong 21150, Thailand. Tel: 66 (38) 607725. Fax: 66 (38) 607726. Email: stang9@ksc.th

Naphtha* Condensate* Gasolene Octene Benzene Toluene Ethylene Propylene Butadiene Butene-1 Solvent MMA TBA

5,000 5,000 1,300 600 600 300 600 300 400 200 400 200 200 200 200 350 150 200 200

10 10 8 8 8 8 8 8 8 8 18 18 6 8 8 8 6

60 0 60 0 50 30 30 60 0 50 30 60 0 50 30 103 90 98 0 5 40 40 35 5 10 40 5 40 0 40 5 20 5 40 5

Note: Naphtha and condensate, cargo operation of 2 loading arms at the same time is possible. Connection of vapour return is subject to agreement by MTT. Jetties No. 1 and No. 2 are Emergency Shut-Down System (ESD): equipped with the ESD system. An operator, in an emergency, can stop loading and unloading operations at all berths. At MTTs berths, this button will stop loading and close the valves concerned at each berth. Therefore, vessels are requested to keep a continuous watch on deck while discharging. If the ESD system is activated, vessels have to STOP ALL CARGO TRANSFER PUMPS IMMEDIATELY. Emergency Release Coupling System (ERC): At Jetty No. 2, ethylene, propylene, butadiene, butene and solvent loading arms are equipped with an emergency release coupling system which allows hydraulic disconnection of flange from the ships manifolds in the following cases: (a) When the loading arm travels beyond the disconnection alarm point. (b) When the emergency disconnection button is pressed at the jetty control room or the loading arm control console. Loading at the related berth will be stopped by the emergency shut-down sequence in case of an accident. ERC is disconnected immediately after the double ball valve is closed. The closing speed is controlled to restrict water hammer phenomena (closing time 2-5 seconds). After disconnection, the loading arm will be returned to the safe area. Loading Arm Operation Wind Speed Limit: As a safety operating procedure, when the terminal wind indicator records winds blowing at 18 m./sec. from any direction, the terminal will take the following precautions. (a) Inform ships personnel to be alert with regard to mooring lines. (b) Stop unloading/loading operation. (c) Drain loading arms. (d) Disconnect loading arms and locate back in the safe stowed position.

The above actions are taken to ensure that disconnecting operations have been completed prior to winds increasing to the 21 m./sec. level, which is the maximum operating wind for the loading arms. Inerting/Purging: Provide nitrogen inerting/purging services including technical support for vessels with facilities for gas freeing as follows: Gassing-Up: Provide service for ethylene, propylene, butadiene. Nitrogen Supply Connection: 4 in. 150 ASA flexible hose with average flow rate of 1,000 cu.m./hr. Flare Line Connection: 4 in. 150 ASA flexible hose. Tank Cleaning and Gas Freeing: Tank cleaning and gas freeing operations are not permitted during a vessels stay alongside. Tankers arriving for loading may berth when all tanks are gas-free.

MEDICAL: Hospitalisation, doctors and dentists are available on request via the Agent. Approximately BALLAST: Deballasting, Slops and Sludge Reception: 1,000 cu.m. storage with 6 in. flange connection to the vessel. Vessels shall provide their own pumping facilities.

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Readers are encouraged to send updates/additions (see p. xi for details)

PATTANI PATTANI: 06 57' N 101 21' E


LOCATION: Pattani is located approximately 60 miles SE of Songkhla, in Ba Na sub-district of Amphoe Muang. Charts: BA Chart No. 3961. APPROACHES: The access channel is 6.0 m. wide, 3 m. deep and 4 km. long. MAX. SIZE: 1,000 g.t. BERTHING: The port primarily handles coastal vessels. There are 298 m. long 25 m. wide reinforced concrete quays available with depth of 5.0 m. for berthing ships.
1 25.0 m. 8.0 m. warehouse. 1 20.5 m. 3.5 m. scale building. 1 80.0 m. 20.0 m. steel and concrete cylindrical tower. The port is served by a reinforced concrete road 12.0 m. wide. The port handles approximately 350,000 tonnes/year. Cargoes Handled: The port handles rubber, wood products, coffee, minerals, fish, fertiliser, food produce and coconut products, etc. GENERAL: Roads: The port has a 12.0 20.0 m. wide and 9.2 km. long reinforced concrete road. Security: The port has a 2.2 m. high barbed wire perimeter fence. AUTHORITY: National Office: Thai Public Ports, Harbour Department, 1278 Yotha Road, Talardnoi, Samphanthawong District, Bangkok 10100, Thailand. Tel: 66 (2) 236 5058. FAX: 66 (2) 236 7248. Contact: V Phermsup, Deputy Director General. Port Office: Pattani Port, Phatana Karn Pramong Co Ltd, 200 Moo 8, Na Kluea Road, Tambon Bana, Mueang District, Pattani 94000, Thailand. Tel: 66 (7333) 6147/8. FAX: 66 (7333) 6147. Contact: Sawang Sommatr, General Manager.

THAILAND
RADIO: There are no facilities for ship-to-shore communication in Phuket, but vessels are not required to close down their radio station or VHF set while in port. There is long-distance telephone connection with Bangkok, Penang, Singapore and Kuala Lumpur from Phuket at all hours. Despatch Cables: Agent will in all probability need to send cables via the ships radio re-loading results, etc., subject to the Masters approval. The cost of all such cables is to be borne by the vessel. TUGS: 12,000 h.p. BERTHING: New Port: Phuket Ocean Terminal: Chaophaya Terminal International Co.Ltd. entered into an agreement with the Royal Thai Government to manage and operate the port for 10 years from 21st October 1988. Access: 1. Access for vessels entering or leaving the port is via a 120 m. wide channel, dredged to 9.0 m., and is 1.5 km. in length. 2. There is a 360 m. turning circle to the North of the quay. 3. Tidal range at Springs is 2.7 m. Facilities: Total Area : 65 acres (26 hectares) Ship Berths : 2 Barge Berths : 4 Total Berthing Length : 1,180 ft. (360 m.) Depth : 10.0 m. Forklifts : 8 2 3 tons 125 tons Tow Tractors : 440 tons 2 5 tons 110 tons Drawbar Trailers : 440 tons 310 tons 6 5 tons Front Loaders : 1 Annual Maximum Handling : 32,000 TEU. Stacking Capacity : 5,200 sq.m. Transit Shed : 38,736 sq.ft. (3,600 sq.m.) General Cargo Area : 55,952 sq.ft.
Old Port: At Laen Klusi, Thailand Smelting and Refining Co. Ltd. have built a crossway connected by a short bridge to a pier which is parallel to the channel. The pier and channel are presently only suitable to accommodate vessels up to about 10,000 d.w.t. and approx. 430 ft. long, not exceeding 22 ft. draft. Vessels berthing at the pier are recommended to anchor at position Lat. 7 48' 24" N., Long. 98 25' 12" E. to await loading and favourable tide. Dimensions of the Pier: Length 61 m. (200 ft.), width 12 m. (40 ft.). Depth about 24 ft. 6 in. at LLW. Fenders: The pier is protected by a system of wooden fenders in addition to which there is 1 fender at each end of the pier with solid rubber buffers. Mooring Buoys: There are 2 mooring buoys about 700 ft. apart, each at equal distance from the end of the pier. MEDICAL: It is only possible to get a doctor on board in the most severe cases, but otherwise there are two hospitals in Phuket, one of which is managed by American Seventh Day Adventists Mission Doctors, and the other is a General Hospital. FRESH WATER: Limited and difficult to obtain. FUEL: Limited and difficult to obtain. CONSULS: None. REPAIRS: No facilities. SURVEYORS: No marine surveyors in Phuket; however, a surveyor can be called from Bangkok. POLICE/AMBULANCE/FIRE: Police Tel: 212046. Marine Police Tel: 214368, 211883. Police (Emergency) Tel: 211883. Fire Tel: 211111, 212456-7. DEVELOPMENTS: 2 berths under construction. Depth alongside 10.0 m. SHIPMASTERS REPORT: January 1992. Chart: B.A. Chart No. 3941. Pilotage: Pilot not required for anchoring. Pilot may be contacted on VHF Channels 16 and 13 during working hours only, which are normally from 0600 hrs. to 1800 hrs. Anchorage: Vessel anchored near the new fairway buoy off Laen Phan Wa Point (Position Lat. 07 47.86' N., Long. 98 27.24' E). The anchorage is exposed to winds from the South and East and vessel dragged anchor when first anchored due to strong tide. The bottom appears to be coral. When it was noticed that the vessel was dragging, 5 shackles were lowered into the water and this held the position of the vessel in a Force 4 wind from the East which was across the tide and with a 2,500 tonne barge alongside. Approaches: Laen Phan Wa and Ko Tai Phao Noi lights are conspicuous. There is a dredger working in position Lat. 07 46.6' N., Long. 98 27.2' E. and it is not very well lit. Strong currents were experienced when approaching the anchorage and vessel was set rapidly to the North, due to the flood tide. There are numerous fishing boats to the South and West but the anchorage itself was clear. The fairway buoy has been moved to position Lat. 07 47.86' N., Long. 98 27.24' E and it has no light. Max. Size: Maximum permissable draft 9.0 m. Tugs: There are two tugs available, one is owned by the port authority and the other is privately owned. Both are 2,500 h.p. Cargo Operations: Vessel loaded latex from a 2,500 tonne barge which has 10 tanks, each with a capacity of 250 tonnes. The barge is brought to the ship by a harbour tug. It is possible to load two ships tanks at one time through 16 in. hose from the barge which is split into 23 in. hoses through a portable manifold. Cargo is loaded over the top. Loading rate is approximately 85 tonnes/hr. No survey papers are required. The SGS surveyor did his own tank survey. The surveyor, agent and shipper were on board throughout the operations.

CARGO HANDLING FACILITIES:

PHUKET: 07 49' N 98 25' E


DOCUMENTS:

(See Plan)

LOCATION: The Port of Phuket is located on the Western seaboard of


Thailand, on the Andaman Sea in position 07 49' N., 98 24' 30" E. Entry documents and advance information. Customs and Immigration Entry forms as well as list of other documents required on vessels own forms to be completed in advance for presentation on arrival Phuket. Sent in advance to the Agent from one of the previous ports together with request for the following information required 4 days in advance of vessels arrival. Confirmation of ETA and any subsequent revised ETA. Masters name. Last port of call before Phuket. Next port of call after Phuket. Net registered tonnage (n.r.t.). Hatch distribution and gangs workable. Cash advance of Master. Flags: Vessels are required to fly the Thai flag and display the code flag Q on arrival. PILOTAGE: There is no official Pilot available. ANCHORAGES: The following anchorages are regularly used by ocean carriers of deep draft calling Phuket for loading or discharging cargo. During the N.E. Monsoon Season: Prevailing wind from November through March, and periods of strong Easterly winds, vessels are recommended to anchor in position Lat. 7 53' N., Long. 98 27' 15" E. about 0.5 mile off Laom Mai Pai to pick up the boarding party and stevedores, before proceeding to the actual anchorage for loading at position Lat. 7 57' N., Long. 98 33' E., about 1 mile off Koh Yac Hyai, depth approx. 16 m. (50 ft.) at LWOS. However, during calm weather periods, cargo operation will be carried out at the first mentioned anchorage. During the S.W. Monsoon season: Prevailing from April through October, and any periods of strong Westerly winds, vessels are recommended to anchor at position Lat. 7 53' N., Long. 98 27' 15" E. about 0.5 nautical miles off Laom Mai Pai, depth approx. 14 m. or 45 ft. at LWOS. To facilitate cargo operations during swell from South, vessels are requested to anchor as close as possible to the above anchorage positions according to the Masters judgement. No Pilot is required on approaching the above anchorage; however, it should be noted three ocean-going dredgers are operating in the area between Koh Dok Mai and Kon Khai Nok which should be passed at a distance of about 1,500 ft. to keep clear of their anchor lines. The dredgers are lit up and clearly visible at night. It should also be noted during the new moon period there are several small fishing craft in the area. RESTRICTIONS: Channel: The channel around Koh Tapae Kyai is normally passed clockwise and is marked by a system of buoys, the position of which are shown on Thai charts. However, it is also possible to turn around by swinging on the anchor just after passing Buoy No. 3 on a rising tide (South to North) just before high tide. Width of Channel: Minimum 230 ft. at Buoy No. 6 measured (chart datum at LLW) at 6 m. depth curve. Maximum 900 ft. at Buoy No. 4 measured at 6 m. depth curve. Restriction in Navigation: (1) Entering or leaving through the North channel involves a rather sharp turn with a radius of about 1,000 ft. and angle of about 115 between the axis of channel in a restricted area between Buoy No. 6 and Koh Tapai Noi Island. Please also note the wreck buoy between Buoy No. 6 and Koh Tapao Noi. (2) The draft at Buoy No. 6 is about 24 ft. 6 in. at Lowest HW. (3) At Buoy No. 5 are placed two pairs of mooring buoys parallel in the channel, occasionally used by tankers discharging petroleum products to Esso and Shell installations ashore. The width between the narrowest pair is about 150 ft. and vessels are required to pass between these mooring buoys. HEALTH: All crew and passengers must have valid health certificates for cholera.

See guidelines on how to compile and submit information to us (page xi).

2519

THAILAND
General: Three persons from the agents office board with customs and immigration and assist with completion of documentation. There is no boarding or clearance between 2100 hrs. and 0700 hrs. Many port officials board the vessel. Ships papers are generally accepted but an official Crew Manifest is to be completed and all crew members to sign, the ships Manifest is then attached. A nil Cargo Manifest is required if the vessel has no cargo to discharge. The airport is 18 miles to the North of the port and has frequent flights to Bangkok. No difficulties were experienced by crew leaving or joining. A boat service can be arranged through the agent. SHIPMASTERS REPORT: September 1993. Chart: B.A. Chart No. 3941. Approach: Laen Phan Wa and Ko Tachaonoi Lights are conspicuous. By day Komaithon Island is a good landmark for the port approach. Pilot: Berthing daylight only. Night sailing without Pilot by arrangement. Pilot boards from tug at Fairway Buoy and departs off berth at Buoy No. 5. Pilot spoke poor English. VHF used when vessel expected, but not before 0800 hrs. No Pilot for anchoring. Anchorage: About 0.4 miles East of Buoy No. 1 in 18.0 m. for loading latex from barge. A large swell is experienced at times. In 1991, a sister ship dragged anchor. Channel: Leading lights discontinued. Beacons still in position. A new buoy to West of Turning Basin (Buoy No. 6) now positioned at Lat. 07 49.3' N., Long. 98 24.45' E. Vessel swung in Turning Basin with aid of tug, to berth starboard side alongside. Depth as charted (minimum 9.0 m. C.D.), in fact found slightly more. Berth: Flat faced concrete quay with good fenders. We berthed at the South end of the quay with bow overhanging about 20 m. North Berth used by small cruise liners and tourist craft to local islands. There was 10.0 m. C.D. alongside at South end. Moorings 2,1,2, each end. Bow moorings, except springs, all breast lines. Accommodation ladder landed on quay. Fresh water obtainable from quay hydrants. Tugs: 12,500 h.p. tug available. Tug generally just pushes. Loading: Latex direct from shore tanks at South end of quay, also from 25 tonne tank trucks and barges. Loading rate about 90 t.p.h. Sometimes three tanks loaded at once. Shippers have a tendency to short deliver their nomination which causes ullages. Can sometimes be made up using spare capacity in short tanks if grade correct. We had one tank left slack (below 100%), protest noted for product deterioration and deadfreight. Product comes from far afield in Thailand. Very messy loading, the least professional of the latex loading ports. Medical: Quickly dealt with and efficient. Stores: No Chandler. Agent will assist with shopping. Authorities/Documentation: Agent makes out a lot of Thai forms which have to be signed. Thai Personal Effects Manifest, which has to be signed by each crew member with ships copies attached. Repatriation: No difficulty either way through Bangkok from local airport. Shore Leave: A big holiday resort with all the usual attractions. AUTHORITY: Operator: Chaophaya Terminal International Co. Ltd., T. Vichit, Muang, Phuket 83000, Thailand. Tel: 66 (76) 391151/2. FAX: 66 (76) 331157. Email: pkport@phuket.cscoms.com Web: members.tripod.com/~skportz Contact: Ashin Aramaethapongsa, Port Manager. AGENT: See Bangkok.

PHUKET
There are facilities ashore for garbage disposal with collection twice daily. There are slop tanks for waste oil disposal (total capacity 195 cu.m.) provided at Berths No. 1, 2, 3 and 4. Tank trucks can be arranged via Agent. Stevedores stay onboard all the time during cargo operations, and they worked around the clock, with a few stops due to heavy rain squalls. This makes it difficult for the trucks to deliver the cargo up in the coal pit. Port clearance was taken care of by the Agents out at the anchorage and no officials were present before the ship was safely moored alongside. A photocopy of all the ships documents, including copies of all officers certificates, was required. Recommended charts for the area are B.A. No. 3966 (Ko Chuang to Ko Kut) and Thai Chart No. 141 (Laem Thoraphim to Ko Kharam). As we were the first ship to berth at these new facilities, there was confusion about the correct position along the wharf. We first berthed the ship between Berths No. 3 and No. 4 (See Plan). Later, TPI found that the ships cranes were not long enough to reach with the grabs over the top of the hoppers placed on the berth, so the vessel was shifted about 150 m. back to a final mooring at Berth No. 3. Due to the difficulty in reaching over the hoppers, as they were placed on the wharf, TPI decided to burn out 1.0 m. of the hoppers (offshore side) and to place two of the hoppers legs on the fender supports. The ship was adjusted along the wharf and Crane No. 1 was in position of Fender No. 4, Crane No. 2 in position of Fender No. 3, Crane No. 4 in position of Fender No. 2. There was no place for a hopper in position of Crane No. 3. Hold No. 5 could only be reached by Crane No. 3 and was therefore discharged into barges moored on the offside of the vessel. TPI were still working with welding on the hoppers when the ship was manoeuvring to berth. After the ship was berthed, they started to burn out a rather large piece of the hopper sides. It was mentioned by the ship to the Man-in-charge that this was not an acceptable working practice on an oil/tanker berth with an LPG tanker doing cargo operations about 150 m. away, but no one was interested in listening. Fire Precautions: Smoking is strictly prohibited on the apron of the wharves and in the vicinity of vessels handling/carrying dangerous, hazardous or inflammable cargo. Editors Note: In November 1997, an oil/chemical tanker was attacked off Rayong at about 0355 hrs. The thieves stole 240 litres of paint before being disturbed. The thieves were armed with sticks and knives and threw a hammer at a crew member, but it missed. At 0400 hrs., the vessel called Port Control on VHF Channels 16 and 13, but no reply was received. AUTHORITY: Head Office: Thai Petrochemical Industry Public Co.Ltd., 8th Floor, TPI Tower, 26/56 Chana Tat Mai Road, Kwang Tungmahamek, Khet Sathorn, Bangkok 10120, Thailand. Tel: 678-5000, 678-5100, 678-5200, 678-5050 (DISA). FAX: 678-5001/5. Telex: 72073, 72075 PETOKEM TH. Terminal: Thai Petrochemical Industry (TPI) Public Co.Ltd., 299 Sukhumvit Road, Ampur Muang, Rayong 21000, Thailand. FAX: 66 (2) 678-5046. Contact: Captain Tana Narkveg, Port Operations Section Manager. Captain Chana Satsanit, Assistant Vice President.

SATTAHIP (Chuk Samet Port): 12 35' N 100 55' E (See Plan)


LOCATION: Sattahip Bay is located on the Eastern coast of the Gulf of
Thailand about 184 km. from Bangkok in Plutaluang sub-district of Cholburi Province. PORT LIMITS: Extend to approximately 1,500 yards from the quay wall at Chuk Samet Port, and 1,000 yards from piers at Tungprong Port. DOCUMENTS: See Bangkok. APPROACHES: The entrance channel is 100 m. wide, 2.7 km. long and the harbour basin 450 m. wide in front of the West quay-wall, having available a depth of about 10 m. below Lowest Low Water (LLW). The entrance light buoy is at Lat. 12 35' 07" N., Long. 100 54' 20" E. PILOTAGE: Compulsory for vessels over 50 m. LOA. Working daily during the day time only. Advance notice required 4 hours prior to arrival on working day (on holiday notice required at 0830 1200 hrs.). Radio frequency used when handling the vessel is 27125 kHz ANCHORAGES: Anchorage area for waiting berth and Pilot: Chuk Samet Port: Capacity: Eight deep-draft ships minimum depth 8 fathoms. Tanker Berth (Pol Pier) Commercial Berths (DWP 1 4) Lat. 12 37' 03" N. Lat. 12 37' 25" N. Long. 100 55' 00" E. Long. 100 55' 00" E. Tungprong Port: Capacity: Four deep-draft ships minimum depth 10 fathoms. Lat. 12 43' N. Lat. 12 45' N. Long. 100 49' E. Long. 100 49' 30" E. Map Pier: Lat. 12 41' 47" N. Long. 100 50' 31" E.

RAYONG: 12 38' N 101 18' E

(See Plan)

SHIPMASTERS REPORT: June 1998 (Updated 2000).


OVERVIEW: The port and berth are privately owned and operated by Thai Petrochemical Industry Public Company Ltd. (T.P.I.). There is a port control service situated in a tower on the oil jetty. They monitor VHF Channels 16 and 13 throughout 24 hours (Also see Editors Note below). We were told to anchor in position Lat. 12 13' N., Long. 101 17.6' E. in a depth of approximately 17.0 m. The next morning, a Pilot came onboard and took the vessel into the lightering area (Lat. 12 35' N., Long. 101 16' E.) which was about 4.6 nautical miles off the TPI oil jetty. From the TPI Berth, there is a dredged fairway about 8 nautical miles long and 2 cables wide, with a depth of 19.0 m. The fairway is marked with light buoys. The Entrance Buoy is red and marked A1 with a Racon O in position Lat. 12 30.9' N., Long. 101 14.8' E. The oil jetty is approximately 450 m. long, and ships can be berthed on both sides, but the West side is for the larger vessels and has a depth of 19.0 m. There are several Chicksan arms on both sides. From the oil jetty, at an angle of about 35 (See Plan), there is a concrete driveway of about 750 m. 800 m. length to shore. Berths No. 3 and No. 4 are situated on the West side of the driveway. These two berths are new and are for coal and other dry cargoes. There are good fenders on both berths, approximately 35 m. and 70 m. apart. On the fender supports, there are 2 sets of bitts for moorings, but because of their size, it is recommended to have large eyes on the mooring lines to get them over the bitts. From the berth to the ships side, there is a distance of 5.3 m., due to the big fenders and fender supports. This made it difficult to place the ships gangway on to the berth. The depth along Berth No. 3 was said to be at least 10.0 m., but by our own soundings, we found the depth to be between 11.0 m. 14.0 m. From the zero-point to the first fender, depth was less than 10.0 m. Dredging in the harbour and along the wharf are still in progress. There were 5 tugs stationed at the port, of different sizes and power. A good mooring boat was also available. Mooring and unmooring operation performed without any difficulties. Fresh water is available alongside the berth, delivered by pipeline at a rate of 50 cu.m./hr. Minimum quantity charge of 100 tonnes costing approximately U.S.$1.40/tonne.

RESTRICTIONS: Berthing possible throughout 24 hours. MAX. SIZE: See Berthing and Tankers. RADIO: Radio telephone.
Name of Station Frequencies MSC 2738 kHz Portsat 2738 kHz 4145 kHz 6220 kHz 8292.5 kHz Remarks Day time Day time R/T SSB R/T SSB R/T SSB

VHF: Calling Channel 16 (156.8 MHz)


Working Channel 14 (156.7 MHz) Interport use 157.5 MHz (Special Channel)

2520

Readers are encouraged to send updates/additions (see p. xi for details)

SATTAHIP
TUGS: 2 tugs available, 3,000 h.p. Join when vessel approaches berth, charge for use of tugs lines. 2 mooring boats available. BERTHING:
Limitation of Draft: Chuk Samet Port: Depth 32 ft. below LWOST or 36 ft. below MLW. (1) For cruising in the channel 32 ft. 3 ft. for squat, tidal phenomena, etc. 2 ft. for under keel clearance Draft 27 ft. at LWOST (2) For staying in port 32 ft. 2 ft. for under keel clearance Draft 30 ft. at LWOST (3) Draft of the vessel could be increased for the day alongside by adding the figure of the height of tide at low water of that day to the figure of draft in (2) above (30 ft.Height of tide at LW). Sattahip Commercial Port: No. Berth Length Berths Max. LOA Max. Draft (m.) (m.) (m.) West Quay 540 3 180.0 9.0 North Quay 360 2 150.0 7.8 Cruise passenger ships are permitted to berth at Sattahip. Map Pier: 1 berth, length 443 ft. Depth at MLW 38.8 ft.

THAILAND
10 at 3.4 tonnes, and 10 at 2.3 tonnes. Also there are 10 lorries type HINO KL 340 at 7 tonnes. A Sea Container Shifter is already available, capacity 30 tons. For containers there are three 40 ft. and three 20 ft. spreaders in the equipment store. Water: Any quantity available. Water must be boiled prior to use. Bunkers: Only by road tanker. Ship Repairs: None. Ships Chandler: Should be available. Hospital: Available. VHF: Port Authority on Channel 16. Weather Conditions: During S.W. monsoon there is a slight swell. From May to July is the rainy season, with storms and typhoons occurring in June and July. Currents are unimportant. The tide rises about 2 m. General: S.W. from Sattahip, in the Thailand Gulf, natural gas is obtained. A gas pipeline from there to Sattahip is under construction. The line will then be taken overland from Sattahip to Bangkok. A railway connection is being built. A road to Bangkok (approx. 180 km. approx. 3 hours by car) is available. Further Developments: Dredging and building of new piers will begin. A large Gottwald crane (mobile at 40 tonnes) is stated to have been ordered, and will be delivered in about 6 months. It is planned later on to install a IHI container bridge, and Sheds 1 and 2 will be demolished to make room for container handling. AUTHORITY: Port of Thailand Authority, Sattahip Commercial Port, Plutaluang Sub-District, Sriracha District, Chonburi 20180, Thailand. Tel: 66 (38) 436344, 436360. Telex: 75702. FAX: 66 (38) 436565. From 1st January 1991: Royal Thai Navy. AGENT: See Bangkok.

CARGO HANDLING FACILITIES:


Forklift trucks Shortmast trucks Yard hustlers Chassis Top loader Transtainer Straddles 840 ft. 820 ft. Semi-portal cranes Pallets Van carriers No. 7 7 5 15 1 1 3 3 2 1,000 10 Capacity 7,000 lb. 5,000 lb. 35 tons 23-45 tons

SIAM SEAPORT: 13 08' N 100 53' E


LOCATION: Siam Seaport is located on the N.E. shore of the Bay of Bangkok in position Lat. 13 07' 50" N., Long. 100 52' 38" E. DOCUMENTS: The ships Master has to report the arrival of the ship within 24 hours of anchoring or berthing. The Master must obtain port clearance at least 6 hours in advance of the intended departure time. When a ship is to load a hazardous cargo, the Master, Owner, authorised Agent or cargo owner must present the following documents: International Oil Pollution Prevention Certificate (IOPP). Certificate of Fitness. Dangerous Cargo Manifest. MAX. SIZE: LOA: Outer Berth 300 m. Inner Berth 230 m. Draft: Outer Berth 11.2 m. Inner Berth 9.0 m. The draft is the maximum permissible at lowest low water. BERTHING: Outer Berth Length 406.3 m. Inner Berth Length 332 m. REPORT: December 1993. Operator: Siam Seaport Terminal and Warehouses Co.Ltd., Bangkok. Located in the Eastern seaboard, the new industrial heartland of Thailand, and about 10 km. by road from the Laem Chabang Commercial Port, is Siam Seaport, a new deep sea terminal, designed specially to handle bulk and breakbulk cargoes. When construction is completed in mid-1994, Siam Seaport will offer an ideal bulk terminal, where vessels of sizes ranging from 5,000 d.w.t. to 60,000 d.w.t. can safely berth all year round. The deep water at Siam Seaport is therefore most favourable to customers needing to transport bulk and breakbulk cargoes in the largest possible vessels. Berth: Total length: Outer berth 400 m. Inner berth 340 m. Draft: 12.5 m. basis MSL. Size of Vessels: From 500 tonne barges up to 60,000 d.w.t. ocean-going vessels. Equipment: One bulk loader, capable of loading 700 tonnes/hr. of dry bulk commodities, such as raw sugar, tapioca pellets, grain, etc. Mobile cranes of 20 40 tonnes lifting capacity. Luffing shore crane (future). Forklifts, trucks, pay loaders, etc. Services: Pilotage, waste disposal, tugs, computer processing, security, living quarters, stevedoring, lighting, packing, water, electricity, communications, sea land transport, bonded warehouse, Customs clearance. Storage: 224,000 sq.m. (140 RAI); 10,000 sq.m. (bulk); 13,000 sq.m. (non-bulk); 10,000 sq.m. of bonded area; 36,000 tonnes of liquid bulk tankage. AUTHORITY: Siam Seaport, Harbour Department, 1278 Yotha Road, Talardnoi, Samphanthawong District, Bangkok 10100, Thailand. Tel: 66 (2) 236-5058. FAX: 66 (2) 236-7248. Contact: Miss Viroon Phermsup, Deputy Director General, Harbour Department.

Storage Area: 3 transit sheds, total area 11,470 sq.m. Open storage area of 190,000 sq.m. 1 container freight station. Container yard of 36,000 sq.m. STEVEDORES: Vessel to advise Agent 7 days prior to arrival. Text required in this cable is: flag, ETA, draft, tonnage of cargo aboard for port, number of crew/passengers, dangerous cargo/heavy lifts, gangs required. 194 stevedoring contractors (both liner terms and chartered vessels under F.I.O. terms). Working Hours: 0800-1200 hrs. day shift, 1300-1630 hrs day shift, 1630-1800 hrs overtime (working through), 1900-2400 hrs. first half-night shift, 0100-0500 second half-night shift, 0500-0700 overtime (working through, but should apply for P.A.T. approval). On Saturdays, Sundays and public holidays, the day shift finishes at 1600 hrs. MEDICAL: Hospital facilities available. TANKERS: POL Jetty: Max. size 50,000 d.w.t., max. LOA 820 ft., depth alongside 36 ft., max. draft 30 ft. (plus/minus, depending on time and tide). Diameter of shore lines are 6 in., 12 in. and 20 in. DENSITY: 1021. FRESH WATER: Limited, 200 tons per trip, addition 100 tons for boiler. Supply can be made by water trucks, advance notice of ETA required. FUEL: Available, supply can be made by barges, advance notice of ETA required. REPAIRS: Only for minor repairs. GANGWAY/DECK WATCHMEN: Necessary. OPENING/CLOSING HATCHES: Carried out by stevedores without extra charge. CUSTOMS ALLOWANCES: 200 cigarettes for each officer, 100 for each crew member for 3 days. One bottle each, wines and spirits, opened. CARGO GEAR: Supplied by stevedores. TIME: GMT plus 7 hours throughout the year. POLICE/AMBULANCE/FIRE: Security centre 2187; Duty officer 2102 (after duty hours); Police 3180; Ambulance 116; Fire 117. TELEPHONES: Available (U.S. military circuits). SHORE LEAVE: Permitted. IDENTIFICATION CARDS: Required for all crew and officers. SHIPMASTERS REPORT: July 1981. CHUK SAMET PORT: For details concerning navigation, currents, clearance and documents, etc., see B.A. Pilot No. 30 and Guide to Port Entry. Vessels approach on the beacon line at 017.5 (T), along the fairway marked by buoys. The beacons are installed on the pier and are easily visible. When entering and leaving, the cross current should be watched. The fairway buoys appear to be displaced somewhat Westwards. Entry and Leaving: Only permitted between 0600 hrs. and 1800 hrs. The Pilot comes from Bangkok. Also Authorities come from Bangkok for clearance. A local Agents office is not yet available, but will shortly be installed. Wireless traffic from the port with Bangkok is permitted. There are two tugs of 3,600 h.p. available. Max. Draft: At present 32 ft. is allowed. The pier running approximately North South is 500 m. long, and the cross pier 365 m. long. Both are well equipped with rubber type fenders. The free area on the pier in front of the sheds is about 45 m. wide. Cargo Handling: Both cranes and the tapioca conveyor can run on the crane rails both on the main and cross piers. The large crane lifts up to 40 tonnes at 35 ft. The small crane lifts 23.5 tonnes but is currently out of use, but should be back in service shortly. The port has 20 forklift trucks,

SONGKHLA: 07 14' N 100 35' E

(See Plan)

LOCATION: Lat. 07 13.7' N., Long. 100 34.5' E. APPROACHES: The entrance channel is 4 km. long, and is dredged to
9.0 m. over a width of 120 m. There is a turning circle with a diameter of 300 m. to the west of the quay. PILOTAGE: Pilot boards in the vicinity of the Fairway Buoy. ANCHORAGES: To the west of the leading line (045 225) and 090 from Ko Maeo Island in a depth of 9.3 m. MAX. SIZE: LOA 173 m., draft 8.23 m. and beam 25 m. TUGS: 21,600 t.p.h. BERTHING: Songkhla Port: Total Area : 24.71 acres (10 hectares) Ship Berths : 3 Total Berth Length : 1,673 ft. (510 m.) Storage: Port Area Container Yard Warehouse Stuffing Shed General Working Area : : : : : 115,000 sq.m. 50,000 sq.m. 6,720 sq.m. 440 sq.m. 9,300 sq.m.

See guidelines on how to compile and submit information to us (page xi).

2521

THAILAND
Port Capacity: Total Cargo Throughput Container Yard Stacking Capacity Warehouse Stacking Capacity Container Stuffing Capacity Warehouse Cargo Receiving Equipment: Reefer Plugs Emergency Power Supply Weight Bridge (30-80 tons) Workshop Maintenance Area Forklifts : : : : : : : : : : : 1,350,000 ton/year 5,400 TEUs. 8,000 tons at a time. 100 TEU/day. 1,600 ton/day.

SONGKHLA SRIRACHA: 13 07' N 100 52' E


OVERVIEW: (A) PORT FACILITIES (B) THAI OIL SBM (C) THAI OIL CBM (D) SRIRACHA HARBOUR PUBLIC CO.LTD. (E) PTT OIL TERMINAL

(See Plan)

Tractor and Trailers Tractors Trailers

136 2 2 200 sq.m. 200 sq.m. 27 tons. 316 tons. 225 tons. 336 tons. 263.0 3.5 tons. : 2040 tons. : 55 10 tons. : 155 10 tons.

(A) PORT FACILITIES:


DOCUMENTS: Boarding of Immigration, Customs and Quarantine Officials:
The Immigration and Customs Officials will board all incoming vessels, whereas the Quarantine Official will board on arrival at berth. If however a vessel comes from an infected port the Quarantine Doctor will board. The Officials demand that the main gangway is lowered.

MEDICAL: Hospital in city, Tel: 311379, 313160, 311494,311017. TANKERS: See Report. FRESH WATER: Available alongside. CONSULS: Malaysia and China. AIRPORT: Had Yai Airport close south of the city, (Tel: 244521). POLICE/AMBULANCE/FIRE: Police, Tel: 311011, 312122,
311019 (Emergency). Fire, Tel: 311016, 311118.

Order of Clearance and Documentary Requirements:


Customs Authority: (Ships forms) 12 Cargo Manifests (including port and Agents requirements). 5 Transit Cargo Manifests. 8 Crew Lists. 6 Ships Stores Lists. 4 Lists of Ships Provisions, Steward, Deck and Engine Departments. 4 Foreign Currency Lists. 4 Lists of Arms and Ammunition for Ships Use. 4 Lists of Opium and Narcotics. 4 Lists of Ports called. 4 Lists of Passengers. 4 Lists of Mail. 4 Lists of Crew members Personal Effects stating brands and serial numbers of watches, cameras, TV/radio sets, electronic calculators, refrigerators, typewriters, all sound and electrical equipment, etc. 4 Lists of Ships Movable Properties, to declare brands and serial numbers as above. When preparing the list of Crew members Personal Effects and Ships Stores Lists, particular care should be paid to the exact quantities. Crew are allowed 200 cigarettes each, during the vessels stay in port. Failure to provide correct quantities on various forms will entail heavy fine and confiscation. NOTE: Pornographic magazines and materials are prohibited and will be confiscated if found onboard. Also see Part (E). Immigration Authority: For vessel having Thai Immigration Forms onboard, please prepare them ready for arrival. Otherwise Agency clerks will bring forms onboard and assist in completing them. 5 Immigration Forms No. 3 (separately for Landing passengers and Transit passengers). 5 Immigration Forms No. 4 (Crew List). 2 Immigration Forms No. 35. Make out in duplicate, and 1 line for each name. Leave signature columns blank, where each crew member shall sign in presence of Immigration Officers in port. 1 Disembarkation/Embarkation card for each passenger, to be supplied in port. Repatriation Crew holding valid Passports may be declared as passengers in order to facilitate Immigration Exit papers. Otherwise we need one full working day for preparation of Immigration papers (Sat/Sun/Holiday excepted). Quarantine Authority: 1 Maritime Declaration of Health (may be supplied in port). 2 Lists certifying the date of vaccination against Cholera for each crew member. 1 Derat Certificate. International Certificates of Vaccination against Cholera for all passengers and crew members. Important to Master: On first arrival at Roads or berth do not allow any unauthorised people to board the vessel or allow any officers/crew members to disembark before Checking In formalities by Immigration Officers and Customs Searching Party. Offence in this respect is liable to a fine not exceeding Baht. 5,000.00. Departure: The Blue Peter flag should be hoisted at the foremast of all sea-going vessels about to leave the harbour and shall be kept hoisted until the voyage has begun. In the case of vessels leaving in the afternoon, the flag shall be hoisted in the morning, in case of those leaving in the morning, the flag shall hoisted on the previous afternoon. Failure to comply with the regulations is subject to a fine not exceeding 5,000.00 THB. APPROACHES: The recommended courses approaching seaberth through the Southern part of Kohsichang are as follows: Lat. 12 43' 00" N. from Junction point True Long. 100 44' 36" E. named A Course Lat. 12 62' 14" N. to Junction point 360 Long. 100 44' 36" E. named B Lat. 12 56' 14" N. from Junction point True Long. 100 44' 36" E. named B Course Lat. 13 00' 00" N. to Junction point 022 Long. 100 46' 12" E. named C from Junction point Lat. 13 00' 00" N. True named C Long. 100 462 12" E. Course to Junction point Lat. 13 06' 20" N. 037 named D Long. 100 51' 00" E.

GARBAGE DISPOSAL: Normal garbage collection service is available.


Minimum charge is B 200 per order, B 1,000 per truck, 24 hour service. Tel: 331002. WASTE OIL DISPOSAL: Not available. SEAMANS CLUBS: No Seamans club in the port but there are many services in town. International telephone and postage services are available in the port. REPORT: November 1991. Note: The following facilities are not part of the Port of Songkhla. Railway Jetty: Old Jetty: Used by Shell, Caltex and Esso. Max. Displacement 3,600 tonnes. Max. Draft 5.2 m. Max. LOA 81.0 m. Max. Operating Pressure 6.5 kg./sq.cm. Flowrate 100 120 cu.m./hr. Pipeline/Manifold Gas Oil 6 in. Premium/Regular (common line) 6 in. Distance from Jetty to Depot 2,000 m. Other Facilities Fresh water Available. Fuel Not available. PTT Jetty: New jetty located inside the port. Distance from jetty to depot is 1,200 m. Jetty A: New jetty for LPG and Premium/Regular Mogas. Max. Displacement 3,000 tonnes. Max. Draft 6.0 m. Max. LOA 75.0 m. Operating Pressure LPG 15 kg./sq.cm. Mogas 8.0 kg./sq.cm. Flowrate LPG 200 cu.m./hr. Mogas 180 cu.m./hr. Pipeline/Manifold: LPG Liquid 6 in. LPG Vapour 4 in. Premium/Regular Mogas 6 in. Jetty B: New jetty for bulk carriers. Max. Displacement 500 30,000 tonnes. Max. Draft 8.0 m. Max. LOA 200.0 m. Operating Pressure 8.0 kg./sq.cm. Flowrate 180 360 cu.m./hr. Pipeline/Manifold: Gas Oil 10 in. Premium/Regular Mogas 6 in. Jet A1 6 in. Shell Jetty: New jetty designed for vessels of 5,000 d.w.t. Depth at LLW 7.0 m. Max. LOA 103.0 m. Max. Draft 5.5 m. Distance from jetty to breakwater 100 m. Jetty located at inner side of PTT Jetty. Tug required for berthing and unberthing operations. Pilot works in daytime only. Maximum LOA for passing Channel 173.0 m. Maximum beam for passing Channel 25 m. Tugs: Vessel LOA 250 ft. 450 ft. One tug required. Vessel LOA over 450 ft. 2 tugs required. Communications: VHF Channel 16 for calling. VHF Channel 13 for ship-to-ship. VHF Channel 14 for pilot. AUTHORITY: Operator: Chaophaya Terminal International Co. Ltd., Tambol Huakao, Ampheo Singhanakorn, Songkhla, 90280 Thailand. Tel: 66 (74) 331070-78. FAX: 66 (74) 331199, 331202. Email: thanapong@hatyai.inet.co.th Web: www.members.tripod.com/~skportz Contact: Tao Jun, Port Director. Xi Yong Hua, Operations Manager. AGENT: Jardine Pacific (Thailand) Ltd., 52 Jootee Anusorn Road, Haadyai 90110, Songkhla, Thailand. Tel: 66 (74) 231538, 246711. Fax: 66 (74) 239206. All initial correspondence to be sent to Bangkok Head Office.

from Point D A/C to 000(T) up to Anchorage Area or Point E Point E Lat. 13 07' 00" N. Long. 100 51' 00" E. Refer Admiralty Chart No. 986; the Hulk in position Lat. 13 07.7' N., Long. 100 52.8' E. has been removed. Vessels should always keep clear of the fairway channel as large bulk carriers sail on deep draft. Also see Part (E).

2522

Readers are encouraged to send updates/additions (see p. xi for details)

SRIRACHA - PORT
PILOTAGE: Compulsory in Sriracha area. Sriracha Pilot Station is established on Laem Chabang, and can be contacted directly by VHF Channel 16 within 30 miles radius. Boarding Area: The Government Pilot will board at about 2 miles East of Koh Thai Ta Mun which lies South of Kohsichang, or at the position centred on Lat. 13 07' N., Long. 100 51' E. with a radius of 1 mile. On receipt of an accurate ETA vessel will be advised by VHF regarding berthing time, whether to anchor and any likely delays. Flags indicating a request for a Pilot or Pilot on board should be flown. Accommodation ladder required (or in conjunction with pilot ladder). ANCHORAGES: Recommended anchorage for vessels awaiting berth is within 1 mile of the position: Lat. 11 04.8' N., Long. 100 51.0' E. Refer Admiralty Chart No. 3965 and 986. Also see Part (E). MAX. SIZE: MBK Bulk berth: 150,000 d.w.t. Draft 14.3 m. Also see Tankers, Part (B), Part (C), Part (D) and Part (E). HEALTH: See Documents. RADIO: Masters of all vessels proceeding to Sriracha are to notify their Agent by radio of their expected time of arrival at least 3 days prior to arrival. This notice shall be amended in the event of any change in the time of arrival. In addition to the above, the ETA message shall be confirmed 48 and 24 hours before arrival. Pilots should be contacted 6 hours prior to arrival and terminals 3 hours prior to arrival. The first notice of arrival is to contain the following information: Last Port of Call. ETA Pilot Station. Best trimmable arrival S.W. draft. Number of crew including the Master and his name. Number of passengers, landing and transit. Cargo grade and quantities to be discharged. Discharging rates, barrels per hour. Bunkers and water on arrival. Urgent stores to be delivered on arrival, if any. Bunkers and water to be delivered, if any. Laundry service, if any. Nature of any extraordinary repairs to be effected. Any other matter to be attended to on arrival such as electronic equipment repairs, medical attention or hospitalisation, crew repatriation (in this case advise name, age, nationality, Passport number). Cash required, if any. Crew liberty launch service, if any. Also see Part (E). VHF: Vessels calling at PTT should call on Channel 13 and advise Supply Operations Division the following: (a) Name and call sign of vessel. (b) Flag. (c) LOA, draft and beam of vessel. (d) ETA at Terminal. (e) Nature of cargo, technical name, UN number (if applicable) and quantity. (f) Distribution of cargo (and that to be left on board). (g) Is vessel fitted with an Inert Gas System? (h) Any defects of vessel or its machinery which may affect navigation, safety or the marine environment.
The terminal will also require technical details to the ships cargo and cargo handling characteristics. Also see Part (E). TUGS: Local company privately operates 32,500 h.p. tugs which are available on calling during working hours, and outside working hours when required if advance notice given. Also see Part (E). BERTHING: See Shipmasters Report and Part (D). MEDICAL: Hospital facilities available, advance notice of ETA preferred. TANKERS: Thai Oil SBM: See Part (B). Thai Oil Sea Berth: See Part (C). Thaioil Co., Ltd. (Thaioil) Jetty: The following requirements apply to vessels for the use of berthing, unberthing, loading and discharging at Thaioils Jetty (Location: Lat. 13 7.3' N., Long. 100 53.2' E.). Berth No. 1 (Inner Berth): Maximum LOA 100.5 m. Maximum safe draft 4.8 m. Minimum size of vessel 600 d.w.t. Maximum size of vessel 5,000 d.w.t., consistent with LOA and draft. Berth No. 2 (Outer Berth): Maximum LOA 106.0 m. Maximum safe draft 5.5 m. Minimum size of vessel 600 d.w.t. Maximum size of vessel 5,000 d.w.t., consistent with LOA and draft. Vessels approaching from the South will cross the submarine crude pipeline to the CBM Berth. This line is marked by a buoy which must be passed to seaward to ensure adequate under-keel clearance. Engine(s) must not be used when crossing the pipeline to avoid risk of scouring seabed. Berth No. 3: Maximum LOA 83.0 m. Minimum LOA 60.0 m. Maximum safe draft 5.5 m. Maximum size of vessel 2,500 d.w.t., consistent with LOA and draft. Vessels in fully loaded condition must approach the berth from the North, in order not to cross the submarine crude oil pipeline located at the South end of jetty as marked by a buoy. The use of anchor(s) when berthing is prohibited due to the proximity of the submarine crude oil pipeline. Berth No. 4: Maximum LOA 122.0 m. Maximum safe draft 6.7 m. Minimum size of vessel 1,000 d.w.t. Maximum size of vessel 5,300 d.w.t., consistent with LOA and draft. Berth No. 5: Maximum LOA 122.0 m. Maximum safe draft 6.4 m. Minimum size of vessel 1,000 d.w.t.

THAILAND
Maximum size of vessel 5,000 d.w.t., consistent with LOA and draft. Berth No. 6 (LPG): Maximum LOA 122.0 m. Maximum safe draft 4.5 m. Minimum size of vessel 600 d.w.t. Maximum size of vessel 5,300 d.w.t., consistent with LOA and draft. All Berths: The following conditions apply to all berths: A mooring boat will be in attendance to run mooring lines and provide assistance for berthing and unberthing. One additional mooring boat for Jetty No. 3. Approach speed to the jetty for fully loaded vessels must be the minimum consistent with safe manoeuvring. The jetty has been designed for berth impact of fully laden vessels at 0.3 m./sec., and any excessive approach speed will endanger the jetty. Vessels to have derrick S.W.L. 2 tons. Mooring to consist of 3 ropes forward (head lines and breast) and 3 ropes aft (stern lines and breast), plus one forward and one aft back spring. Rope size to be 5 in. for vessels under 2,000 d.w.t. and 6 in. for vessels over 2,000 d.w.t. Expected discharge rates of vessels is 400 600 cu.m./hr. at approximately 120 p.s.i.g. Remarks: Should the Thaioil Marine Manager not be satisfied that any of the above requirements have been met, he has full authority to order the vessel off the berth. Should the Thaioil Marine Manager consider that a berthing operation will endanger the jetty due to adverse weather conditions or any mechanical defect in the vessel, he has full authority to refuse to allow the vessel to berth. Esso: 6 buoy conventional mooring owned and operated by Esso Standard Thailand Ltd. Vessels berth heading in either direction depending on the tide at the time of arrival. Max. size: 105,000 d.w.t. LOA 274 m. Draft 15.24 m. 2 ships moorings required to each of 2 head and 2 stern buoys and one ships mooring to each of 2 breast buoys. These are supplemented by 1 shore preventer wire from the 2 head and 2 stern buoys. 132 in. submarine line for crude oil with 2 strings of 12 in. hoses. Ballasting is required during discharge to maintain 30% deadweight at all times. Additional ballast may be required during the S.W. monsoon period 1st June to 31st October. Technical test data for winches/wires required on arrival. General: Qatar Crude Discharge: Considerable delay can be encountered in the discharge of Qatar Crude. In this connection your attention is particularly drawn to any advice given to you on arrival by the Thai Oil Representative. Back Loading from Coasters: Occasionally vessels are required to load cargo from 2,000/4,000 ton coasters at Sriracha. Loading a full cargo could take 3 to 4 days and Masters should bear this in mind for bunker and fresh water calculations. Lightening to coasters to make Bangkok Bar draft: On arrival there is no VHF contact with shore, as vessel does not take a Pilot, and so should proceed straight to an anchorage within about half a mile of position 13 07.6' N., 100 50.9' E. There may be other vessels in this area engaged in ship/ship transfer. Do not rig an accommodation ladder, as four Yokohama rubber fenders are brought straight out to the vessel, and 2 lashed each side amidships. Shore officials will board via the pilot ladder to clear the vessel inwards. Accommodation is required for 2 Police Officers (one room) and 2 Supervisors with one Customs Officer (a second room) throughout the vessels stay. 8 in. hoses are brought out on the first coasters, connected by a seven man hose handling gang, and left connected to the ships manifold throughout the operations; the gang handles all hose connecting, and mooring, with a crane driver provided by the ship. This gang stays onboard most of the time and need to be allocated a smoking area. The coasters are programmed by Bangkok copies of the programme being put onboard on arrival and can be handled simultaneously one each side. If 2 products are involved usually one side is allocated for a particular product. The coasters moor with lightweight polypropylene lines and are well handled and efficient, capable of loading at about 1,250 tonnes/p.h. There are 42,000 d.w.tonnes, and 13,500 d.w.tonnes coasters with a round trip taking about 24 hours from departure to return alongside. DENSITY: About 1021. FRESH WATER: Can be supplied by barge at sea berths. 24 hours notice required to Agent. FUEL: Can be supplied by barge. 48 hours notice required. CONSULS: See Bangkok. REPAIRS: See Part (B). CUSTOMS ALLOWANCES: 200 cigarettes for each officer, 100 for each crew member for 3 days. Each man allowed 1 opened bottle wine/spirits. REPATRIATION: See Part (E). AIRPORT: Situated about 25 km. from Bangkok, regular international services. TIME: GMT plus 7 hours. No changes during the year. SHORE LEAVE: No restriction on crews landing after immigration and health formalities have been satisfactorily completed. IDENTIFICATION CARDS: Not required. GARBAGE DISPOSAL: No facilities available. WASTE OIL DISPOSAL: No facilities available. SEAMANS CLUBS: None. DEVELOPMENTS: Laem Chabang Deep-Sea Port Project: See Laem Chabang. SHIPMASTERS REPORT: March 1984. Loading of Tapioca Pellets in bulk at MBK berth: Vessel: LOA 243.6 m., beam 32.3 m., deck over keel 18.6 m., draft 13.51 m., 74,010 tonnes d.w.t., 8 holds. Silo with a berth called MBK Berth (Mah Boon Krong), operated by Cargill Ltd., has been in existence for about 6 years. The berth consists of 3 loading towers with sufficient mooring posts at both ends. Location of berth: Lat. 13 08.2' N., Long. 100 53.1' E. Distance from shore: 1.6 miles.

See guidelines on how to compile and submit information to us (page xi).

2523

THAILAND
Distance between towers: 50 m. Radius of loading booms: 32 m. Total loading range: 166 m. Depth of water alongside: 12.8 m. at LW. Loading capacity: Loading with 1 tower 350 t.p.h. Loading capacity with 2-3 towers 600 t.p.h. A vessel of our size has to be shifted for loading the end holds. The loading spouts are equipped with trimming machines. The only connection to the shore is a conveyor belt of 2.8 km. length which cannot be used for traffic. All traffic is carried out by boats. Therefore gangways on both sides to be used. A Pilot/Berthing Master brings the vessel alongside. Berthing with 2 tugs, bow to the North and starboard side alongside using the port anchor. AUTHORITY: Operators: Thai Oil Company Limited. Refinery: Km. 124.5 Sukhumvit Highway, Au Udom, Sriracha, Cholburi 20230, Thailand. (PO Box 2387, Bangkok 10501). Tel: 66 (38) 351555. FAX: 66 (38) 351554. Telex: 85802, 85808 THAIOIL TH. Contact: Captain Prasit Khumsribus, Marine Supervisor. Mah Boon Krong Drying and Silo Co. Ltd., (MBK), Haad Padaeng Surasak, Sriracha Cholburi, Bangkok. Telex: 85804, 85805 Mbsilo Th. Petroleum Authority of Thailand (P.T.T.) Telex: 75811 PTT SPT TH. Sriracha Harbour Co.Ltd. (See Berthing).

SRIRACHA - PORT
The maximum loaded draft over the Ko Si Chang Bar channel at any high water is 17.6 m., and calculated as follows: Chart Datum above LLW 16.7 m. Accuracy of Sounding 0.4 m. (minus) Under-keel Clearance 1.5 m. Rise in Tide 2.8 m. (minimum rise in tide any day) Maximum draft 17.6 m. Consequently any vessel with a draft of up to 14.8 m. can cross the bar channel at any time every day. Although at certain periods of time, the maximum rise in tide can reach 3.9 m., the maximum draft for vessels calling at the SBM is restricted to 18.1 m. by the height of the pipeline end manifold (PLEM) above the sea bed. Increase in draft beyond 18.1 m. for pumping-over-the-tide is not permitted. HEALTH: See Documents. RADIO: Information required prior to Arrival: Vessels arrival draft and ETA to be given 7 days, 3 days, 2 days and 1 day prior to arrival. Vessels should attempt to arrive on even keel or as close to even keel as possible. Also see Part (A). VHF: Initial contact with the Pilot can be made on VHF Channel 16 (Call Sign Sriracha Pilot). Once the contact is established, communication will be switched to Channel 13 or 73. Communication during discharge between ship and shore is carried out by the Thaioil representative on board. In addition, the ship is to keep a constant radio watch on Channel 13. TUGS: Tugs are normally not required during berthing or unberthing, but are available for emergencies. 6 tugs of 2,400 b.h.p. and 2 tugs of 1,900 b.h.p. are available. One tug is required to stand-by at ships stern during stay at SBM to prevent ships bow making contact with buoy when tidal current changes. BERTHING: Buoy Dimensions: Diameter 12.0 m. Skirt diameter 16.2 m. Height 5.3 m. Draft 2.6 m. (approx.). A white navigation light flashing S every 6.2 seconds with a range of 5 nautical miles is mounted to the turntable some 7.0 m. above water level. An octahedral radar reflector with a diameter of 0.5 m. is mounted on top of a steel rope guard some 5.5 m. above water level. Mooring Arrangement: (OCIMF Standard). Tanker moorings from the buoy comprise of 212 in. circumference 150 ft. (45.72 m.) long double braided circular hawsers, complete with floats and thimbles at each end. For berthing purposes, the port pick-up rope will be connected to a 150 m. (490 ft.) long 250 mm. (8 in.) circumference messenger rope (first line to pick-up), while the starboard pick-up rope will be connected to a 70 m. (230 ft.) long 250 mm. (8 in.) circumference messenger rope (second line to pick-up). Only vessels which are equipped to the latest OCIMF Standard, having bow chain stoppers (tongue or hinged bar type) and fairleads are accepted to moor at the SBM. CARGO OPERATIONS: Pipeline and Hose: A 40 in. pipeline of 5.5 km. length connects the SBM with the storage tanks ashore. Derrick: Refer to OCIMF Standard. Port derrick to be rigged for hose connection. Connecting Hoses: Hose connection (2 floating hose strings diameter 16 in. ANSI) is carried out by shore personnel with assistance of the ships crew. After the tanker is safely moored, the hose equipment consisting of rope slings, shackles, gaskets, nuts and bolts, Blake Stoppers and wire strops, are taken on board. Discharge of Cargo: Only one grade can be discharged at the time, dependent on shore requirements. The quantity discharged is to be checked and compared with shore on the full hour at 2 hourly intervals. Throughout the vessels stay at the SBM, one member of the shore crew is to be stationed on the forecastle to watch the SBM and notify the Thaioil Marine Supervisor before the vessel comes into contact with the SBM. Engines have to be ready on 10 minutes notice. In the event that the mooring lines become fouled or the SBM hoses trapped between the SBM and the vessel, the SBM mooring launch will be utilised to clear as necessary. The launch remains on stand-by throughout. Discharge Rate/Pressure: Maximum discharge rates that can be achieved vary between 7,200 cu.m./hr. and 8,300 cu.m./hr. respectively and are dependent on the flow characteristic of the crude oil. The maximum discharge pressure permitted at the ships manifold is 10 bar. Hose Disconnection: This operation is carried out by shore personnel, with the assistance of the ships crew. Ballast: Non-SBT tankers below 120,000 deadweight tonnes may be allowed to discharge the entire cargo before taking ballast into the cargo tanks (weather permitting). All other vessels have to maintain a minimum deadweight of 30%. Masters are advised to commence taking permanent ballast as soon as necessary, to keep the vessel at maximum draft not exceeding 17.6 m. Crude Oil Washing (COW): Marpol 73/78 Convention requires that crude oil washing be carried out during discharging. Full crude oil washing will be subject to Terminal agreement. COW is to be carried out in accordance with the ships COW Operations Manual and the International Safety Guide for Oil Tankers & Terminals (ISGOTT). I.G. Failure: In the event of a inert gas plant failure, discharge and crude oil washing must be stopped until the I.G. system is fully operational again. MEDICAL: Doctor, dentist and hospitals are available. FRESH WATER: Available by barge at anchorage only. Minimum order is 200 tonnes, delivery rate approximately 30 tonnes/hr. FUEL: All bunkers are available by barge at anchorage only. Quantities are limited unless advanced notice is given. It is recommended to confirm bunker requirements on arrival. Failure to do so may result in cancellation or delay. REPAIRS: Only minor repairs can be carried out by local workshops or by Bangkoks facilities. Advance notice is necessary since spare parts are difficult to obtain. Immobilisation: Immobilisation of engines or steering gear is not permitted at any time while the vessel is moored to the SBM. Engines and helm must be made available at short notice (i.e. within 10 minutes).

(B) THAI OIL SBM:


LOCATION: The SBM of Thaioil Co.Ltd. Sriracha is a Catenary Anchor
Leg Mooring (CALM) and located between the island of Ko Si Chang and mainland Thailand, in position Lat. 13 07' 43" N., Long. 100 51' 45" E. The water depth is approximately 23 m. (Ref. B.A. Chart No. 986 Approaches to Ao Udom). DOCUMENTS: Documentation/Pratique: Custom regulations are rather extensive. Customs Clearance will take place onboard upon arrival. No advanced Radio Pratique is permitted. All documents must be prepared and ready for submission upon arrival. Following documents are required: For Customs Officials: 6 Crew Lists. 6 Personal Effects Lists. 6 Provision/Stores Lists. 6 Foreign Currency Lists (ships and personal). 6 Deck/Engine Stores Lists. 6 Arms Lists. 6 Ammunition Lists. 6 Opium and Drugs Lists. 6 Bonded Stores Lists. 1 Passenger Lists (To be typed, even when no passenger onboard). For Immigration: 3 Inward/Outward Forms No. 3 and 4 3 Crew Lists, Immigration Form No. 35. All Immigration Forms will be handled by Agent on arrival. For Port Health Authority: 2 Vaccination Lists. 1 Maritime Declaration of Health. APPROACHES: Approach to the SBM: At the Thaioil SBM in Sriracha, tankers are berthed with the hose strings lying on the port side of the vessel. This configuration was chosen to cater for the general tendency of vessels to swing to starboard (and away from the SBM) when using the engine for astern movements during the final stages of the approach. Special care is to be taken to prevent collision with local fishermen and/or other vessels under way or at anchor, the area between the mainland and Ko Si Chang being congested with various marine installations and activities. The final approach is made at the slowest possible speed, keeping the vessel manoeuvrable, and the SBM slightly open on the port side, never ahead, in order to let the tanker pass clear in case of overshooting or if an emergency occurs. Two tugs, one at each forward shoulder, assist in keeping the tankers bow steady. The direction of the approach is governed by wind or current, or a combined effect of both, bearing in mind the vessels draft and handling characteristics. Vessels with draft restrictions when passing the Ko Si Chang Bar (i.e. draft between 14.8 m. and 18.2 m.) should generally approach the SBM from the south on an ebb tide. This will enable the vessel to always manoeuvre with sufficient water underneath her keel. Vessels with drafts below 14.8 m. can be berthed at any stage of the tide, provided they stay in sufficiently deep water. It should be born in mind that the 14.0 m. contour of the sea bed is only 1,400 m. (7.5 cables) to the east of the SBM. PILOTAGE: The Government Pilot and Thaioil Representatives will board the incoming vessel approximately 1.5 nautical miles S.W. of the SBM in the Pilot Boarding Area as indicated on B.A. Chart No. 986. RESTRICTIONS: Berthing and unberthing is carried out at day and night. Berthing restrictions apply to vessels with a draft greater than 14.8 m., which will be berthed on ebb tide only. All tankers stemmed to discharge at the Thaioil SBM must be equipped with bow chain stoppers and manifold equipment in accordance with OCIMF Recommendations. Owners assurance will be sought prior to acceptance. MAX. SIZE: The buoy is designed to accommodate tankers of sizes between 60,000 d.w.t. and 230,000 d.w.t. Tankers of a deadweight of 320,000 tonnes (part-loaded) could also be accommodated, but may also incur additional draft penalty (See Draft Information below). Ko Si Chang Transit and Draft Information: The Ko Si Chang Bar Channel for deep draft vessels is defined by the following positions: From: Lat. 13 03' 04" N., Long. 100 48' 47" E. To: Lat. 13 03' 15" N., Long. 100 48' 40" E. To: Lat. 13 03' 40" N., Long. 100 49' 43" E. To: Lat. 13 03' 51" N., Long. 100 49' 35" E.

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SRIRACHA - THAI OIL - SBM


REPATRIATION: Available via Bangkok. Advance notice on crew members particulars is required. SHORE LEAVE: Shore leave is permitted. No passes required. Boat service to be arranged via Agent. WEATHER:
Current: The main direction of the current runs more or less parallel to the shore line in a northern direction during flood tide and in a southern direction during ebb tide. The maximum rate of the current is around one knot. Tide: Refer to British Admiralty Tide Tables Bangkok Bar/Ko Si Chang. Waves: In stormy weather, the maximum height of waves is 2.5 m. at a wave period of approximately 6 seconds. Wind: (a) South west monsoon season (May to October): The prevailing wind during south west monsoon season is from the S.W. This area is affected by squalls associated with cumulonimbus clouds and thunder storms. The storms can be very severe and peak gusts of 60 knots are not uncommon. The peak gust is brief and the wind settles therafter between 20 30 knots. All squalls are accompanied by torrential rain. (b) North east monsoon season (November to April): Predominant direction: November to January February to March April North, east and variable South and east Variable

THAILAND
tugs are made fast on the maindeck at the forward and aft offshore shoulder of the vessel respectively. For vessels with a LOA of up to 700 ft., one tug only is required, which is made fast on the maindeck at the forward offshore shoulder. BERTHING: Conventional Buoy Mooring: The CBM consists of 3 head and 3 stern mooring buoys of cylindrical reclining type, which are secured with a 3.75 in. diameter studlink chain to the anchoring system. The buoy pattern is effectively one mooring buoy at each corner of the berth, with one further buoy at each end of the central axis of the berth. The quarter mooring buoys are located respectively at approximately 60 from the central axis of the berth. The central axis of the berth lies in direction 024 204. Mooring Requirements: A total of 18 ships mooring ropes/wires are required, which makes 3 moorings to each of the 3 head and 3 stern buoys. The first mooring to each buoy to be a soft rope. All mooring wires to have nylon pendants/tails. Mooring: Procedure discussed with Pilot and Mooring Master prior to mooring. Unmooring: At first the mooring lines are singled up (last on/first off) until one mooring line remains on every buoy. Thereafter the sequence of letting-go is as follows: (a) Inner aft buoy. (b) Inner forward buoy. (c) Centre aft buoy. (d) Centre forward buoy. When all these lines are safely inboard, the anchor is hove-in and the two last lines to the outer aft and forward buoys let go. The tug(s) then push the vessel out of the buoy pattern until she can proceed on her way. CARGO OPERATIONS: Pipeline and Hoses: One submarine crude pipeline of 4.5 km. length and 24 in. diameter connects the CBM with the storage tanks ashore. The pipeline end manifolds (PLEMs) are located directly underneath the PLEM-marker buoys and approximately 15 m. 22 m. (50 ft. 75 ft.) from the side of the tanker in the berth. Two underwater hose strings with a length of 73 m. (240 ft.) and an internal diameter of 16 in./12 in. connect each of the two PLEMs with the ships manifold. Each hose string consists of 230 ft. 16 in. hoses connected to a 30 ft. 16 in./12 in. tapered hose and followed by 530 in. 12 in. hoses. The last hose is connected to a special lifting blind flange which terminates in a 30 m. 0.875 in. diameter studlink chain with 5 equally spaced open links (for lifting), which is connected to the pick-up buoy. Discharge Rate/Pressure: Maximum discharge rate is 3,600 cu.m./hr. The maximum discharge pressure permitted at the ships manifold is 10 Bar. Derrick: Refer to OCIMF Standard. Derrick with a minimum SWL of 10 tonnes is required to lift the submarine hoses. Connecting Hoses: Hose connection (212 in. ANSI) is carried out by shore personnel with assistance of the ships crew. After the tanker is safely moored, the hose equipment, consisting of rope slings, shackles, gaskets, nuts and bolts, Blake stoppers and wire strops, are taken onboard. The hoses are lifted and connected one at a time, the inner hose first, dependent on the pipeline to be used for the discharge. The blind flange at the end of each hose string is connected to a 24 m. long lifting chain, which is made of 4 lengths of chain, each 6.0 m. long, and connected to each other with an open link. The end of the lifting chain is connected to a PVC buoy. The launch picks-up the buoy and secures the upper open link on deck and brings the hose directly under the derrick head. The derrick runner hook is then secured to the upper open link and the chain is lifted out of the water until sufficient length is available for connecting the derrick runner hook to the second next open link. This procedure is repeated until the hose comes out of the water and sufficient length is available for direct connection to the ships manifold. The weight of the hose is then transferred to the snubbing chain by tightening the connecting chain which is shackled to the snubbing chain and securing it in the Blake stopper, which itself is to be secured to the ships manifold bitts. The blank flange is removed and the hose connected to the ships manifold. The butterfly valve at the hose end is opened and secured. After connecting, both hoses are supported by rope slings suspended from the derrick runner hook, in order to maintain a reasonable radius of bend. If necessary, the hoses are lashed on each side of the hose bar to reduce movement caused by swell. Ships impressed current cathodic protection if operational should be kept on. Discharge of Cargo: Only one grade can be discharged at a time, dependent on shore requirements. The quantity discharged is to be checked and compared with shore on the full hour at 2 hourly intervals. If at night the difference between ship and shore exceeds 1,000 cu.m., then the cargo has to be stopped and the cause has to be investigated, in order to ensure that no sub-sea leaks develop undetected. During discharge, the hoses and the surrounding area should be checked frequently for oil leaks. If any oil leak is detected, the Marine Supervisor, who remains on board throughout the vessels stay at the CBM, is to be informed without delay. Crude Oil Washing (COW): MARPOL 73/78 Convention requires that crude oil washing be carried out during discharging. Full crude oil washing will be subject to terminal agreement. COW is to be carried out in accordance with the ships COW Operations Manual and with the International Safety Guide for Oil Tankers and Terminals (ISGOTT). Inert Gas Failure: In the event of an inert gas plant failure, discharge and crude oil washing must be stopped until the I.G. system is fully operational again. Hose Disconnection: This operation is carried out by shore personnel with the assistance of the ships crew. Once cargo has been completed, the ship can close her manifolds. The butterfly valves at the end of the hoses are closed and secured, and the hoses disconnected and blanked-off. The cargo runner hook is connected to the first open link of the lifting chain of the outer hose and the hose lifted clear of the deck, transferring the weight from the snubbing chain. The Blake

The velocity of the wind during this period is about 15 knots, and only rarely increases to 25 knots.

GENERAL:
Berth Security and Safety: Throughout the vessels stay at the SBM, no other craft (i.e. bunker, water, and stores barge, etc.) is permitted to moor alongside the vessel, the sole exception being the SBM mooring launch. Accommodation Ladder: Accommodation ladder to be rigged on both sides ready for the Pilot, and later the Government Authorities, to board the vessel. Shore Personnel: A representative of Thaioil will stay on board throughout the vessels stay at the SBM. Adequate accommodation and messing facilities should be provided. Additionally a 6 man shore crew, who are employed to watch the SBM from the forecastle and stand-by for emergency hose disconnection, will remain on board. The shore crew will not need to be accommodated in cabins, but will be satisfied with a room such as the gym or a table-tennis room. They will be provided with their own food, but will require water. At times, the ships Agent will provide 2 Marine Police who will require accommodation and messing facilities. Stores and Provisions: Available at 48 hours notice. Fresh provisions are available in ample quantities and of good quality. Deck/engine stores are usually available in reasonable quantities, but selection is limited. AUTHORITY: Operator: Thai Oil Co. Ltd. Head Office: G.P.O. Box 2194, Bangkok 10501. Tel: 66 (2) 231-7000. Telex: 20447, 82695, 84095 Thaioil Th. FAX: 66 (2) 231-7111, 7222. Refinery: Sukhumvit Road, (Km. 124.5), Au Udom, Sriracha, Cholburi 20230, Thailand. Tel: 66 (38) 351555. Telex: 85802, 85808 Thaioil Th. FAX: 66 (38) 351554. Contact: Thongchai Trakulyingyong, Marine Manager. AGENT: See Part (C).

(C) THAI OIL CBM:


LOCATION: The Thaioil CBM of Thaioil Co.Ltd. Sriracha, is a Conventional
Buoy Mooring (CBM) and located between the island of Kosichang and mainland Thailand in position (PLEM): Lat. 13 07' 29.8" N., Long. 100 52' 32.7" E. The water depth is approximately 14.5 m. (Ref. B.A. Chart No. 986 Approaches to Ao Udom). DOCUMENTS: See Part (B) and Part (E). PILOTAGE: The Government Pilot and Thaioil Representatives will board the incoming vessel approximately 2.0 nautical miles S.W. of the CBM in the pilot boarding area, as indicated on B.A. Chart No. 986. RESTRICTIONS: Berthing is carried out in daylight only. Unberthing is carried out at any time, weather permitting. MAX. SIZE: The buoy is designed to accommodate tankers of sizes between 30,000 d.w.t. and 120,000 d.w.t., with LOA not below 560 ft. or exceeding 900 ft., and a maximum distance from bow to centre of manifold of 450 ft. Draft Information: The maximum safe draft at the CBM at any low water is 14.62 m. and is calculated as follows: Chart Datum above LLW 14.63 m. (48 ft.) Under-keel Clearance 0.61 m. (2 ft. minus) Rise in Tide 0.60 m. (minimum rise in tide at any day) Maximum Draft 14.62 m.

Vessels with a draft greater than 14.62 m. up to a maximum of 15.00 m. can also be accommodated, but they have to discharge against the tide, and it has to be assured that for a minimum of 12 hours immediately prior to berthing, the water level is above 15.00 m., which due to the non-harmonic type of tide in Sriracha will not cause undue delays. HEALTH: See Part (B) Documents. RADIO: Information required prior to Arrival: Vessels arrival draft and ETA to be given 7, 3, 2 and 1 days prior to arrival. Vessels should attempt to arrive on even-keel or as close to even-keel as possible. VHF: Initial contact with the Pilot can be made on VHF Channel 16. Once the contact is established, communication will be switched to Channel 13. Communication during discharge between ship and shore is carried out by the Thaioil Representative on board. In addition, the ship is to keep a constant radio watch on Channel 73. TUGS: Tugs are compulsory during berthing or unberthing and are available for emergencies. 6 tugs of 2,400 b.h.p. and 2 of 1,900 b.h.p. are available. For vessels with a LOA of 700 ft. and above, 2 tugs are required, one of which is to have a minimum of 2,400 b.h.p. and the other 1,900 b.h.p. The

See guidelines on how to compile and submit information to us (page xi).

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THAILAND
stopper is removed from the connecting chain and the hose lowered into the water in the same stages as during pick-up. The mooring launch will secure the last open link of the lifting chain on her deck and disconnect the cargo runner hook. The PVC buoy is reconnected and the hose towed clear of the ships side. The same procedure is repeated for the second (inner) hose, and thereafter the hose gear is lowered into the mooring launch prior to unmooring. MEDICAL: Doctor, dentist and hospital are available. BALLAST: Masters are advised to commence taking permanent ballast as soon as necessary to keep the vessel at maximum safe draft, not exceeding 14.6 m. FRESH WATER: Available by barge at anchorage only. Minimum order is 200 tonnes, delivery rate approximately 30 tonnes/hr. FUEL: All bunkers are available by barge at anchorage only. Quantities are limited unless advanced notice is given. It is recommended to confirm bunker requirements on arrival. Failure to do so may result in cancellation or delay. REPAIRS: Only minor repairs can be carried out by local workshops or by Bangkoks facilities. Advance notice is necessary since spare parts are difficult to obtain. Immobilisation: Immobilisation of engines or steering gear is not permitted at any time while the vessel is moored at the CBM. REPATRIATION: Available via Bangkok. Advance notice on crew members particulars is required. SHORE LEAVE: Shore leave is permitted. No passes required. Boat service to be arranged via Agent. WEATHER: See Part (B) and Part (E). GENERAL: Berth Security and Safety: Throughout the vessels stay at the CBM, no other craft (i.e. bunker, water, and stores barge, etc.) is permitted to moor alongside the vessel, the sole exception being the mooring launch. Accommodation Ladder: Accommodation ladder to be rigged on both sides, ready for the Pilot and later the Government Authorities, to board the vessel. Shore Personnel: A representative of Thaioil will stay onboard throughout the vessels stay at the CBM. Adequate accommodation and messing facilities should be provided. Additonally, 6 men shore crew, who stand-by for emergency hose disconnection, will remain on board. The shore crew will not need to be accommodated in cabins, but will be satisfied with a room, such as the gym or a table tennis room. They will be provided with their own food, but will require water. At times, the ships Agent will provide 2 Marine Police who will require accommodation and messing facilities. In additon, 2 surveyors normally stay on board. Stores and Provisions: Available at 48 hours notice. Fresh provisions are available in ample quantities and of good quality. Deck/engine stores are usually available in reasonable quantities, but selection is limited. OPERATOR: See Part (B). AGENT: Jardine Pacific (Thailand) Ltd., 19/8-10 Chermchompol Road, Sriracha, Cholburi, Thailand. Tel: 66 (38) 323195. Telex: 75807 ALSRAJA TH. Fax: 66 (38) 323198. All initial correspondence to be sent to Bangkok Head Office.

SRIRACHA - THAI OIL - CBM


2.8 km. in length and 10.0 m. wide. The outer berth face is 450 m. long and is 550 m. from dolphin to dolphin. Two vessels up to 100,000 d.w.t. can be accommodated. The inner berthing face is 400 m. long and 2 vessels up to 40,000 d.w.t. can be accommodated. The jetty head is 40 m. wide and permits draft alongside up to 14.0 m. The top of the jetty is 5.5 m. above sea level. Facilities: There are 2 rail mounted port cranes with lifting capacity of 25 tons with a max. outreach of 33 m. They are capable of covering the full length of outer berth and operating with hook, spreader, grab or magnet. Mobile cranes with 45 tons lifting capacity are also available. Storage: There is a transit shed of 4,000 sq.m. available, and an open storage yard of 86,000 sq.m. Cargo: General cargo, bulk cargo, Ro-Ro, containers and passengers are accepted. Barges: Barges are available. STEVEDORES: Work 24 hours. MEDICAL: Somdet Na Sriracha General Hospital, located 2 km. North of the port office. TANKERS: See Part (A), Part (B), Part (C) and Part (E). FRESH WATER: Available by barge or truck. FUEL: Available at 24 hours notice. CONSULS: Located in Bangkok, 125 km. REPAIRS: Facilities available. Also see Part (B). SURVEYORS: Available. CUSTOMS ALLOWANCES: Allowance for officers and crew is 1 carton of cigarettes and 1 bottle of whisky. Each member is also allowed a piece of sound/video equipment. Penalties for non-compliance are fines from Baht 10,000 50,000. REPATRIATION: Possible. AIRPORT: Bangkok, 125 km. HOLIDAYS: Public Holidays: New Years Day, Chinese New Years Day, Makhaboocha, Chakgri, Songkran, Labour, Chalermpracholphansa, Constitutional Day. BANKS: Thai local banks available at Amphor Sriracha Chonburi, 3 km. from port office. GARBAGE DISPOSAL: Collected by barge or truck. GENERAL: Immigration: Transit passengers are normally allowed to disembark within 30 minutes after vessels arrival, and their passports will be stamped in/out during the vessels stay. Disembarking passengers will have their passports stamped on arrival, and embarking passengers will have their passports stamped when boarding. All crew are required to sign in/out on the Immigration Crew List, presentation of Seamans Book/Passport is not required unless signing on/off. Immigration Department will stamp passenger passports with arrival/ departure card attached and grant a 30 day visa. Crew and passengers arriving from the following countries do not require a visa: Argentina, Australia, Austria, Belgium, Brazil, Bahrain, Brunei, Denmark, Djibouti, Egypt, Fiji, Finland, France, Germany, Greece, Iceland, Indonesia, Ireland, Israel, Italy, Kenya, Korea (Republic of), Kuwait, Luxembourg, Mauritania, Mexico, Morocco, Myanmar, Netherlands, Norway, Oman, Philippines, Portugal, Qatar, Samoa, Saudi Arabia, Senegal, Singapore, Slovenia, South Africa, Spain, Sweden, Switzerland, Tunisia, Turkey, U.A.E., United Kingdom, U.S.A., Vanuatu and Yemen. Fumigation: Available. Ballast/Slop Reception: Not available. Security: Available and arranged by Agent. Safety: Immobilisation, hot work and discharging of ballast water requires permission from Harbour Master. Notice of Readiness: Accordance with the terms and conditions of the Charter Party. Recreation: Entertainment can be found at Amphor Sriracha, 3 km. from port. Charts: B.A. Charts No. 986 and 1046. Admiralty Pilot NP30. AUTHORITY: Sriracha Harbour Public Co. Ltd., 31/4 Moo 4, Surasak, Sriracha, Cholburi, Thailand. Tel: 66 (38) 773069/76. FAX: 66 (38) 773082. Telex: 84293 NTSRICH TH. Email: webmaster@srirachaport.com Web: www.srirachaport.com Contact: Captain Suttichai Sittichaijaru, General Manager.

(D) SRIRACHA HARBOUR PUBLIC CO. LTD.:


LOCATION: Lat. 13 10' N., Long. 100 54' E. PORT LIMITS: Sriracha Harbour port limits:
Lat. Lat. Lat. Lat. 13 13 13 13 08' 08' 10' 10' 50" 50" 00" 00" N., N., N., N., Long. Long. Long. Long. 100 100 100 100 54' 52' 52' 55' 30" 00" 00" 50" E. E. E. E.

DOCUMENTS:
Last Port Clearance. 10 Crew ListS (Ships own form). 2 Inward Cargo ManifestS (or Nil). 10 Passenger ManifestS (or Nil). 4 Currency ListS. 4 Bonded Stores ListS. 4 Provisions ListS. 4 Drugs ListS. 4 Arms and Ammunition ListS. 4 Deck Stores ListS. 4 Engine Stores ListS. 4 Crew Personnel Effects ListS. 1 Cargo In-Transit List. 1 Immigration Form. 1 General Declaration of Health. Original and photocopies of Ships Register, Load Line Certificate, Radio Certificate, Safety Equipment Certificate, Safety Construction Certificate, IOPP Certificate and Masters and Crew Certificates. PILOTAGE: Pilot will be arranged by Harbour Master. Pilot boarding ground at Lat. 13 09.5' N., Long. 100 52.0' E. Contact Sriracha Harbour Pilot on VHF Channel 16. ANCHORAGES: Anchorage position is a radius of 1 nautical mile from position Lat. 13 09.5' N., Long. 100 52.0' E., radius 0.5 nautical miles in a depth of 20.0 m. Holding ground is good and bottom is mud and sand. MAX. SIZE: Max. draft 14.0 m. No LOA restrictions. Largest Vessel handled: 124,100 d.w.t., 66,234 g.t. and LOA 256.9 m. HEALTH: Pratique should be applied for on arrival. A General Declaration of Health is acceptable, except when vessel is arriving from an infected area. Derat and Derat Exemption Certificates can be renewed. RADIO: ETA: Notify ETA 2 days prior to arrival and confirm 24 hours before arrival through vessels Agent. Any services should be requested 12 hours in advance. Also see Part (A). VHF: Sriracha Harbour on Channel 16. TUGS: Tugs of 2,500 h.p. 3,000 h.p. available at 24 hours notice. BERTHING: All berthing arrangements, Pilot, tugs, mooring boat, mooring gang, are arranged with Harbour Master, 24 hours in advance. Berths: The port has 4 berths at the end of an approach bridge which is

(E) PTT OIL TERMINAL:


LOCATION: PTT Sriracha Petroleum Terminal (PTT SPT) is situated on
the Eastern shore of the Gulf of Thailand between Sichang Island and the mainland. The marine facilities consist of 7 berths for import/export and internal distribution of petroleum products. DOCUMENTS: Customs regulations are rather intensive. On board Customs Clearance will take place upon arrival. No advance Radio Pratique is permitted. It is essential that all documents concerned must be prepared and read for submission upon arrival. The following documents are required: Customs Officials: 6 Crew Lists 1 Personal Effects Declaration. 1 Foreign Currencies (Ships and personal) List. 1 Deck/Engine Room Stores List. 1 Arms List. 1 Ammunition List. 1 Opium and Drugs List. 1 Bonded Stores List. 1 Passenger List (To be typed, even if there is no passenger on board). Immigration: 3 Inward/Outward Forms (No. 3 and 4). Immigration Crew List (Form No. 35). All Immigration forms will be handled by the ships Agent upon arrival. Port Health Authority: 2 Vaccination Lists. 1 Maritime Declaration of Health.

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SRIRACHA - PTT OIL TERMINAL


APPROACHES: It is suggested that the following normal tracks should be
taken when transitting from the Sea Buoy to anchorage: From the Sea Buoy position A, Lat. 12 43' 00" N., Long. 100 44' 36" E., steer 360(T) to position B, Lat. 12 55' 48" N., Long. 100 44' 36" E. From position B to C, Lat. 13 02' 15" N., Long. 100 46' 54" E., steer 020(T) heading towards Ko Tai Ta Mun Lighthouse. From position C to D, Lat. 13 04' 06" N., Long. 100 50' 00" E., steer 059(T) across the sandbar heading towards the radio tower located on top of the hill in position Lat. 13 06' 00" N., Long. 100 53' 06" E. The radio tower is a conspicuous framework painted in white and red band. Two conspicuous barracks are close to it. When manoeuvring from position B to the anchorage area having a half mile radius, vessels should follow the above normal track. The minimum depth below Chart Datum is more than 60 ft. However, after the vessel passes through position C for 2.5 miles, there is a sandbar depth of 55 ft. 6 in. at L.L.W., stretching across the entire channel. A shallow area with a depth of 51 ft. at L.L.W. is located 1.7 miles bearing 250 from position D. The centre of the shoal is at Lat. 13 04' 06" N., Long. 100 49' 24" E. On passing position D, the vessel is transitting deep water to the anchorage. Vessels drawing more than 50 ft. must cross the sandbar at suitable height of tide to ensure a safe under-keel clearance, and should take particular care in keeping to the track or close South of it to avoid the shallow area. Passing the sandbar on a rising tide, the current sets in South-North direction. Speed should be reduced prior to reaching position C in order to minimise squat and to maintain a good steerage and manoeuvrability. PILOTAGE: The Pilot Station is located at the Laem Chabang Industrial Estate. The Pilot Station monitors VHF Channels 14 and 16. The Pilot boards arriving vessels at the anchorage area via the Pilot boat. Pilot Ladder: Prior to the arrival, vessels should safely and securely rig a combination of pilot ladder and ships accommodation gangway, so arranged that personnel can first use the pilot ladder until part way up the vessels side and then transfer to the accommodation gangway. A heaving line should be ready to take onboard the Pilots equipment. ANCHORAGES: The anchorage circle with a 0.5 mile radius is centred in position Lat. 13 05' 00" N., Long. 100 51' 00" E. and is the location where vessels await the Pilot, Mooring Master or berthing instructions. The depth is approximately 18.0 m. with good holding ground, consisting of mud and sand. RESTRICTIONS: Berthing and unberthing is only permitted during daytime from 0600 hrs. 1800 hrs. local time.

THAILAND
BERTHING: Cautionary Advice: Vessels must manoeuvre cautiously in the area between Sea Buoy and anchorage, proceeding at moderate speed due to the presence of numerous small fishing boats and occasional poor visibility due to heavy rain squalls.
Berth Characteristics:
Berth No. Vessel D.W.T. (tonnes) Max. Min. LOA (m.) Max. Min. Draft (m.)

1 2 3 4 5 6 7

Oil Tanker Gas Carrier Oil Tanker Gas Carrier Oil Tanker Gas Carrier Oil Tanker Oil Tanker Oil Tanker Oil Tanker

100,000 50,000 5,000 2,000 2,000 2,000 80,000 20,000 6,000 2,000

10,000 500 500 2,000 1,000 1,000 500

281 281 122 122 122 122 260 181 92 90.9

100 100 40 40 40 40 42 42 40 40

15.0 15.0 7.5 7.5 6.0 6.0 13.5 12.5 6.8 4.9

MAX. SIZE:
Oil Tankers: 100,000 tonnes d.w.t., 281 m. LOA and 15.0 m. draft. Gas Carriers: 50,000 tonnes d.w.t., 281 m. LOA and 15.0 m. draft. RADIO: Prior Arrival Communications: Upon departure from last loading port, vessels are requested to notify PTT via ships Agent by cable marked for the attention of PTT Supply Operations Department (Telex: 84487 PTT TH, 21627 PTT TH, 21934 PTT TH). The arrival messages should contain the following: Radio Contact Procedures: The vessel must establish radiotelephone contact with their Bangkok ships Agent, at least 12 hours prior to arrival, or when within range of Bangkok Radio via VHF Channels 24, 25, 26 and 27. When within VHF range and approximately 6 hours prior to ETA, contact Sriracha Compulsory Pilot via VHF Channels 14 and 16. While within VHF range and approximately 3 hour prior to ETA, contact PTT Sriracha Petroleum Terminal (call sign PTT JETTY) on VHF Channel 13 which is monitored throughout 24 hours. Last Confirmation of ETA: When sending the last confirmation of arrival at Sriracha Port, the vessel must notify PTT Supply Operations Department (Telex: 84487 PTT TH, 21627 PTT TH, 21934 PTT TH) and PTT Sriracha Petroleum Terminal (Fax: 66-38-493722. Marine Terminal Fax: 66-38-493724 (Sriracha Oil Terminal)). Pre-Arrival Cable: Beside the general communications information prior to arrival mentioned above, the ships Agent is responsible for cabling the vessels Master prior to arrival, and advising him of the minimum criteria, general berthing/unberthing, mooring facilities at the Terminal and other related information. The Master must promptly advise PTT Sriracha Petroleum Terminal, via the ships Agent, the ships mooring equipment availability, winch brake capacity, length/size, breaking strength of mooring wires, displacement on arrival and departure. Requirements for Larger Tankers: Terminals requirements are as follows: (a) Ten winch mounted wires, each having minimum length of 200 m. and breaking strength of 70 tons. (b) Each winch brake capacity of 40 tons. (c) At least ten wire mooring lines must be available, five located forward and five aft. (d) Eight synthetic mooring lines for positioning. If unable to comply with the above requirements, please advise by cable as soon as possible. VHF: See Radio. TUGS: Two tugs are required for mooring and unmooring operations at Berths No. 1 and 4, and at least one tug for all other berths. Tug Characteristics: Tug Name H.P. Sriracha 1 3,300 Sriracha 2 3,500 Sriracha 3 2,200 Sriracha 4 2,200 Sriracha 5 2,200 Bangkok Orient 1 2,400 Bangkok Orient 2 2,400 Bangkok Orient 3 1,900 Bangkok Orient 5 3,200 Bangkok Orient 6 2,600 Bangkok Orient 7 2,400 Bangkok Orient 8 2,400 Pan Orient 1 2,200 Pan Orient 2 2,200

Berthing Procedures: (Especially for Berths No. 1 and 4). a) For larger tankers bound for PTT SPT, after passing through the approach route, proceed to the anchorage area approximately 1 mile from PTT SPT. From this position inwards, tugs will be available to assist vessels in berthing. b) The Goverment Pilot will board the vessel and assist the Master in manoeuvring the vessel to the berth. In order to perform a smooth mooring operation, the offshore anchor should be let go to 4-6 shackles in the water. After the Pilot departs the vessel, the Mooring Master will be responsible for assisting the Master until mooring is completed. c) Two tugs of adequate power will normally assist the vessel with berthing/unberthing. d) The Terminal requires the minimum of 10 mooring wires (5 lines at each end of the vessel). e) Two mooring boats are used to send the mooring lines ashore. f) Terminals special mooring equipment/aids: Quick-release hooks system. All mooring/breast dolphins are equipped with manual handle quick-release hooks. IMPORTANT NOTICES: 1. All mooring equipment and lines must be in good working condition. 2. Synthetic tails without proper connection or spliced mooring lines are not allowed. 3. Mixed mooring lines are occasionally acceptable as long as they are not used in the same direction or points. 4. While manoeuvring for berthing at PTT SPT, it is very important that the vessels engine performs promptly and accurately. The Chief Engineer must be informed of this requirement. It is recommended that trial engine manoeuvres are carried out prior to the vessel entering the confines of the port. 5. Self-tensioning winches should not be used in the automatic mode while the vessel is moored. 6. A sufficient number of personnel able to deal with all emergencies must be present on board during the vessels stay alongside the berth. 7. While the vessel is berthed alongside, her boilers, main engines, steering machinery and other equipment essential for manoeuvring should be maintained in a condition that will permit the vessel to depart from the berth at short notice. 8. All vessels berthed at PTT SPT must strictly follow the Terminals rules and PTT Safety Regulations. Navigational Aids: The following navigational equipment has been designed to meet the requirements of the IALA (International Association of Lighthouse Authorities): (a) Signal Lights: There are 5 signal lights. 1. 1 unit on the roof top of Berth No. 1s gangway tower. 2. 1 unit on Berth No. 2s operations platform. 3. 2 units on Berth No. 1s end dolphin. 4. 1 unit on Berth No. 2s seaward dolphin. The 5 signal lights flash synchronously with each other emitting Morse code letter U every 12 seconds. (b) Stay Clear Signal Light: The stay clear signal light is located on the roof top of Berth No. 1s gangway tower. The light flashes Morse code letter N every 8 seconds. (c) Fog Horn: The fog horn is located on the roof top of Berth No. 1s gangway tower. The sound characteristic is Morse code letter U every 30 seconds. (d) Access Bridge Lights: The access bridge lights are fixed to both faces of the access bridge, and all the lights are distinguished by daylight screens.

MEDICAL: There is a hospital, doctors and dentists available. CARGO OPERATIONS: Safety and Pollution Check Lists: Ship/Shore Safety and Pollution Check Lists must be completed jointly between vessel and Terminal representative prior to loading or discharging. The Loading Master will co-ordinate cargo operations between the vessel and shore.
Berth Characteristics and Cargo Arms Operating Limits:

Berth No.1:
Cargo: Bow to Manifold: Stern to Manifold: Crude oil/fuel oil HSD LPG (propane and butane) 50 m. (min.) 50 m. (min.)

See guidelines on how to compile and submit information to us (page xi).

2527

THAILAND
Loading Arms Limitations: Size of Flanges: Crude Oil/Fuel Oil: HSD: LPG: Height from Sea Level: Height from Deck: Distance from Ship Rail: Centre to Centre Spacing: Drifting Sideways: Surging: 212 in. 150 ASA 112 in. 150 ASA 110 in. 150 ASA (liquid) 14 in. 150 ASA (vapour) 19.2 m. (max.), 1.7 m. (min.) 2.1 m. (max.), 0.7 m. (min.) 5.5 m. (max.), 3.5 m. (min.) 2.1 m. (max.), 0.6 m. (min.) 2.0 m. 2.5 m. Cargo: Arm Limitations: Size of Ships Flanges: Fuel Oil: Condensate: Height from Sea Level: Distance from Rail: Drifting: Surging:

SRIRACHA - PTT OIL TERMINAL


Berth No.5: Located on the inshore side of the jetty.
Fuel oil, condensate

28 in. 150 ASA 18 in. 150 ASA 15.0 m. (max.), 1.3 m. (min.) 3.0 m. (max.), 1.5 m. (min.) 2.6 m. 2.6 m.

Berth No.6: Located on the seaward side of the jetty.


Cargo: Loading Arm Limitations: Size of Ships Flanges: Fuel Oil: HSD, ULG, ULR, ULP, Jet A-1: Height from Sea Level: Distance from Rail: Drifting: Surging: HSD, ULG, ULR, ULP, FO, Jet A-1

Flow Rate and Pressure: Maximum flow rate and pressure allowed: Crude Oil/Fuel Oil: Initial Rate (first 15 min.): 1,300 cu.m./hr. Pressure 3 kg./sq.cm. (min.) Max. Rate: 5,200 cu.m./hr. Pressure 10 kg./sq.cm. (max.) HSD: Initial Rate (first 15 min.): 650 cu.m./hr. Pressure 3 kg./sq.cm. (min.) Max. Rate: 2,600 cu.m./hr. Pressure 10 kg./sq.cm. (max.) LPG: Max. Rate (Butane): 250 cu.m./hr. Pressure 6 kg./sq.cm. Max. Rate (Butane): 1,500 cu.m./hr. Pressure 10 kg./sq.cm.

18 in. 150 ASA 18 in. 150 ASA 10.5 m. (max.), 1.3 m. (min.) 3.0 m. (max.), 1.5 m. (min.) 2.5 m. 2.5 m.

Berth No.7: Located on the inshore side of the jetty.


Cargo: HSD, ULG, ULR, FO, Jet A-1 Arm Limitations: Size of Ships Flanges: Fuel Oil: HSD, ULG, ULR, ULP, Jet A-1: Height from Sea Level: Distance from Rail: Drifting: Surging:

Berth No.2:
Cargo: Bow to Manifold: Stern to Manifold: Loading Arms Limitations: Size of Flanges: LPG: HSD, NGL: Height from Sea Level: Height from Deck: Distance from Ship Rail: Centre to Centre Spacing: Drifting Sideways: LPG, HSD, NGL 17.0 m. (min.) 17.0 m. (min.)

18 in. 150 ASA 18 in. 150 ASA 10.5 m. (max.), 1.3 m. (min.) 3.0 m. (max.), 1.5 m. (min.) 2.5 m. 2.5 m.

16 in. 300 ASA (liquid) 13 in. 300 ASA (vapour) 16 in. 150 ASA 8.3 m. (max.), 1.0 m. (min.) 2.0 m. (max.), 0.6 m. (min.) 2.8 m. (max.), 1.8 m. (min.) 2.0 m. (max.) 2.0 m. (max.)

Flow Rate and Pressure: Maximum flow rate and pressure allowed: LPG: Initial Rate (first 5 min.): 40 cu.m./hr. Pressure 3 kg./sq.cm. (min.) Max. Rate: 400 cu.m./hr. Pressure 10 kg./sq.cm. (max.) HSD: Max. Rate: 520 cu.m./hr. Pressure 10 kg./sq.cm. (max.) NGL: Max. Rate: 520 cu.m./hr. Pressure 10 kg./sq.cm. (max.)

Berth No.3:
Cargo: Bow to Manifold: Stern to Manifold: Loading Arms Limitations: Size of Flanges: LPG: NGL, HSD: Height from Sea Level: Height from Deck: Distance from Ship Rail: Centre to Centre Spacing: Drifting Sideways: Surging: LPG, NGL, HSD 17.0 m. (min.) 17.0 m. (min.)

16 in. 300 ASA (liquid) 13 in. 300 ASA (vapour) 16 in. 150 ASA 8.3 m. (max.), 1.0 m. (min.) 2.0 m. (max.), 0.6 m. (min.) 2.8 m. (max.), 1.8 m. (min.) 2.0 m. (max.) 2.0 m. (max.) 3.0 m.

Ship Manifold Requirements: No flexible hoses are allowed for connection with loading arms aboard the vessel. Since the berths are equipped with 150 or 300 ASA loading arms of various sizes, they should therefore be used in accordance with their own operating limits (See Plan). If the vessels manifold proves incompatible with our loading arms after all possible attempts, under no circumstances will we reject the vessel. Cargo Operational Requirements and Restrictions: The following requirements and restrictions must be strictly complied with during discharge at PTT SPT: (a) Ensure that no water is pumped into the shorelines. All ship sea suction valves must be closed and sealed before discharging. (b) Dirty ballasting of ship is not allowed during cargo discharge, except in an emergency in anticipation of high wind gusts. However, in such a situation, dirty ballasting should be undertaken only after obtaining agreement from the Loading Master. The Terminals procedure to conduct dirty ballasting can be obtained from the Loading Master upon arrival. (c) Ships mooring conditions: 1. It is the ships responsibility to maintain a safe mooring at all times. 2. The tension of mooring lines must be tight, and they must be fastened to the satisfaction of the Berthing Master or the Loading Master. Unsafe mooring equipment or conditions will result in the suspension of cargo operations and possible loading arms disconnection. The delay and cost of loading arms disconnection will be for the ships account. 3. In the event of unsafe mooring situations created by ships negligence or by weather conditions, tug(s) might be necessary for assistance as deemed by the Loading Master. The cost of tug(s) will be for the ships account. Suction and Delivery Lines: Suction and delivery lines to the main cargo lines will be stripped and contents will be sent to a shore tank. Cargo Calculations: Measuring and quantity calculations for the cargo will be carried out at berth. The calculations procedure will be attended by Customs & Excise Officials and the Terminal Representative. Wind Speed Limitation for Loading Arm Operation: Operational safety procedures require that when the Terminal wind indicator indicates the wind is blowing at 18 m./sec. or more from any direction, the Terminal will take the following precautions: (a) Stop discharging/loading. (b) Drain cargo from loading arms. (c) Disconnect loading arms. The said limitation is to ensure that the disconnection of loading arms will be completed before the wind speed reaches the maximum limitation for operating the loading arms (21 m./sec.). Emergency Shut-Down System (ESD): Berths No. 1, 2 and 3 are equipped with the ESD system. In an emergency at Berth No. 1, 2 and 3, the Operator or vessels crew can push a single button to stop the loading/ discharging operations at the berth. This button will stop the loading pump and close all valves concerned. It is imperative that a Duty Officer/watch is maintained on deck while loading/discharging. In case of emergency shut-down, vessels have to stop immediately all cargo pumps. Emergency Release Coupling (ERC): The loading arms at Berths No. 1, 2 and 3 are equipped with the Emergency Release Coupling (ERC) system which hydraulically allows disconnection of arm flanges from ships manifold in the following cases: 1. When loading arm moves beyond the disconnection alarm point. 2. When the emergency disconnection button is pressed at the jetty control room, at the loading arm control console or on the ship. In the event of mishaps, the loading at the related berth will be stopped by the emergency shut-down sequence. The closing speed (2-5 seconds) is controlled to restrict the water hammer effect. After the disconnection, the loading arm will be returned to the safety area and locked.

Flow Rate and Pressure: Maximum flow rate and pressure allowed: LPG: Initial Rate (first 5 min.): 40 cu.m./hr. Pressure 3 kg./sq.cm. (min.) Max. Rate: 400 cu.m./hr. Pressure 10 kg./sq.cm. (max.) NGL: Max. Rate: 520 cu.m./hr. Pressure 10 kg./sq.cm. (max.) HSD: Max. Rate: 520 cu.m./hr. Pressure 10 kg./sq.cm. (max.)

Berth No.4:
Cargo: Loading Arms Limitations: Size of Ship Flanges: Height from Sea Level: Distance from Rail: Drifting: Surging: Spacing: Fuel Oil 312 in. 150 ASA 15.0 m. (max.), 1.3 m. (min.) 3.0 m. (max.), 1.5 m. (min.) 2.6 m. 2.6 m. 3.5 m. (max.), 2.5 m. (min.)

2528

Readers are encouraged to send updates/additions (see p. xi for details)

SRIRACHA - PTT OIL TERMINAL


Emergency: In case of fire on board, discharging/loading operations must be stopped immediately. The general alarm should be given to the Terminal for Terminals assistance to vacate the berth. In a case where the ship has moved away from its original mooring position, the following procedure should be conducted to protect the loading arms from being damaged: (a) Stop cargo pumps. (b) Shut off manifold valve. (c) Promptly utilise tug(s) for pulling/pushing the vessel into its original position. (d) Activate ERC to release loading arm. Terminal Approval: The vessel may be requested, subject to daylight, to carry out a visual inspection prior to loading/discharging. BALLAST: See Loading Cargo Operational Requirements and Restrictions. POLLUTION: Prevention of Sea Pollution: The Master will always be responsible to ensure that no oil or oily mixtures are discharged or spilt into the sea. In the event of any discharge or spillage from the vessel, the Master will without delay take all reasonable measures to contain or remove oil and to minimise or mitigate damage to private and public properties or interest, including sea life. Without prejudice to the foregoing, the Terminal reserves the full right to take, without consent of the Master, any measures it considers necessary to contain or remove oil discharged or spilt from the vessel and to minimise or mitigate damage to private and public properties or interests, including sea life. All costs and expenses incurred therefore by the Terminal shall be borne and promptly refunded by the Shipowners. Oil Pollution: In the event of an oil spill, assistance from the Terminal can be provided. Use of dispersants is permitted. Three boats with spraying equipment and booms are available. Stocks of dispersants are also maintained ashore. FRESH WATER: Available by barge at the anchorage only. Advance notice of fresh water requirement shall be given. It is suggested to obtain confirmation of fresh water upon arrival. Failure to do so may cause cancellation or delay in supplying the requirement. FUEL: All bunkers are available by barge at the anchorage only. Also see Fresh Water. FIRE PRECAUTIONS: Vessels Firefighting Equipment: The vessels firefighting equipment must be in constant readiness at all times with sufficient people on board to effectively operate it. Shore Firefighting Equipment: The firefighting system on the jetty consists of elevated and telecontrolled monitors. There are 2 monitors installed on each berth. The monitors are mounted at sufficient elevation to cover the manifold from the smallest vessel at fully loaded (lowest tide) and the largest vessel in light condition (highest tide). The monitors and fire engine pumps are remote-controlled and can be used with foam and/or water compound. Also monitors on Berths No. 1, 2 and 3 can be used with dry powder. Fixed water spray systems are provided for both monitor tower and gangway tower in order to protect them from heat radiation. The water spray system is also installed on the monitor with piping extending from the spray header. A spray water tunnel along the berth handrail is provided to ensure an uninterrupted escape from the loading arm operation cubicle and from the gangway up to the access bridge. Several hydrants, portable fire and dry powder extinguishers are installed on the operating platform and access bridge. All tugs and mooring boats are fitted with firefighting monitors. REPAIRS: See General Shipboard Work Control and Part (C). GANGWAY/DECK WATCHMEN: Elevator Ladder: Elevator ladder consists of tower, lifter, gangway, bulwark ladder and power winch gangway. The lifter is adjustable in accordance with the level of vessels deck. Operating angle of gangway is comparatively small. The upward/downward movement of the lifter as well as the looking up and down of the gangway are performed by one power winch. Length of gangway is adjustable for safety reason. Operational Limitations of Shore Gangways:

THAILAND
SHORE LEAVE: Shore leave is permitted. The ships Agent is responsible
for the crew transfer to outside and to get permission from Terminal security in advance. WEATHER: Tide: The Royal Thai Navy tide tables provide hourly forecasts for the height of tide at Ko Si Chang. The B.A. tables give daily forecasts of times and heights of HW and LW at Bangkok Bar. To obtain Sriracha (Ko Si Chang) tidal conditions, the following corrections should be applied: Time difference HW 3 min. and LW 11 min. Height difference HW 0.1 m. and LW 0.2 m. Current: According to the morphology of the coastal area, the main direction of the current runs more or less parallel to the shore line in North to South direction. The flood currrent is from South to North with mean rate 0.2 0.5 m./sec., the ebb current is from North to South and the mean rate is 0.1 0.3 m./sec. Waves: In stormy weather, the maximum height of waves into jetty is 2.5 m. at wave period of 6 seconds. Wind: Predominant direction: November to January: N.E. Monsoon and variable February to March: S.E. April: Variable June to October: S.W. Monsoon

GENERAL: Shipboard Work Control: Shipboard work while the vessel is


at berth must be closely observed. Approval must be obtained in advance from the Loading Master for any maintenance work, repairs, and include the following: (a) Work that could affect the performance of the ships main engines, deck steam or firefighting equipment. (b) Inert Gas System. (c) Cargo pumping equipment, cargo tank cleaning equipment. (d) Ballasting facilities. (e) Mooring facilities. (f) Any work concerning shipboard safety control or radio. (g) Any hot work. However, it remains the responsibility of the Master to insure that the work can be safely undertaken. Cathodic Protection: Ships impressed current cathodic protection system, if fitted, must be switched off at least 3 hours before mooring operations. Security: Unauthorised visitors are not allowed on board during the time moored at PTT SPT. Failure to follow this rule will be considered a serious violation of the safety regulations, and discharging/loading operations will be suspended. Any time lost or delay will be for the ships account. Authorised visitors are Government Officials, PTT staff, ships Agent representative and PTT Contractors. PTT staff and PTT Contractors will be identified with an appropriate badge. Marine Police are normally requested by the ships Agent to guard the vessel. Other guards are not acceptable. AUTHORITY: Operator: PTT Sriracha Petroleum Terminal, P.O.Box 55, Laem Chabang, Sriracha, Cholburi 20231, Thailand. Tel: 66 (38) 493725-32 Ext. 5301, 493710. FAX: 66 (38) 493711. Contact: Terminal Operations Manager.

TANTAWAN: 10 05' N 101 25' E

(See Plan)

Berth No. 1:
Weather Conditions: Max. wind speed in operation: Vessel Conditions: Max. deck upper platform: Min. deck lower platform: Gangway Load Conditions: Gangway: Bulk ladder: Other load conditions floor: 10 m./sec. 10.75 m. 7.08 m. 5 persons (75 kg./person) 2 persons (75 kg./person) 3.5 kg./sq.m.

Berth No. 4:
Weather Conditions: Max. wind speed: Vessel Conditions: Max. deck upper platform: Min. deck lower platform: Gangway Load Conditions: Gangway: 20 m./sec. 10.5 m. 8.5 m. 5 persons

Restrictions: When operating the lifter and gangway, it is strictly prohibited to place persons or objects on them. When operating the gangway, the maximum number of persons allowed on bridge at the same time is 5. When any danger is threatened due to strong wind, cease all operations. Rough walking on the bridge is prohibited and resonance by walking should be prevented. In case the shores elevator ladder is out of commission, the ships gangway should be ready for substitution. CUSTOMS ALLOWANCES: See Part (A). REPATRIATION: See Part (C). BANKS: See Part (D). STORING: Fresh provisions are available in ample quantities and of good quality. Deck/engine stores are usually available in reasonable quantities. However, selection is limited.

LOCATION: General Description: Tantawan Oil Terminal is located offshore Thailand in a water depth of 73.7 m. (LAT). The terminal consists of the tanker-based Floating Storage, Production and Off-Loading system, FPSO Tantawan Explorer, of 136,960 tonnes d.w.t., moored by means of a Single Point Mooring turret at the bow. The terminal is designed to accept export tankers up to 110,000 tonnes d.w.t., under certain conditions of weather. The Tantawan Explorer has export quality crude oil storage capacity of some 155,000 cu.m. and contains equipment necessary for dehydration, storage and transshipment of crude oil and for the export of natural gas. The terminal is loading crude oil and exporting gas continuously. The marine terminal offices and accommodation for terminal and platform personnel are also located onboard the Tantawan Explorer. To comply with international regulations, during the hours of darkness, the Tantawan Explorer will show lights with the distinctive characteristics of the Morse code letter U. In periods of poor visibility, the fog signal will sound the Morse code for the letter U. Vessels using the terminal will be moored in tandem, offtaking vessels bow to Tantawan Explorer stern and loading will be by means of a floating hose arrangement between the vessels. Charts: Navigation charts and publications for the area are as follows: BA Charts No. 3963, 3983, 2414 and 66. China Sea Pilot Volume 1. United States Government Chart No. 93010; Gulf of Thailand. Thailand DOCUMENTS: Customs and Health Requirements: Government Customs, Immigration and Port Health officials will board the vessel at the same time as the SBM Mooring Master. They will provide Inward Clearance and Free Pratique services. The following forms are required by Customs and Health Officials: 5 Vessel Certificates of Registration 5 General Manifest Inwards 5 Inward Cargo Manifests 5 Through Cargo Manifests Safety Equipment Certificate (for inspection) Safety Construction Certificate(for inspection) Safety Certificate (for inspection) Safety Radio Certificate(for inspection) Current Freeboard Survey Certificate (for inspection) ISM Safety Management Certificate and Document of Compliance (for inspection) 5 Derat Certificates Last Port Outward Clearance (Original) 5 Crew Lists 5 Passenger Lists 5 Through Passenger Lists 5 Crew and Passenger Declarations

See guidelines on how to compile and submit information to us (page xi).

2529

THAILAND
5 5 5 5 5 Deck Stores Lists Engine Stores Lists Ships Equipment and Stores Lists Provisions and Bonded Stores Lists Arms, Ammunition and Restricted Drugs Lists Cargo Lifting Gear Certificate (for inspection) Cargo Equipment Certificate (for inspection) 5 Foreign Currency Lists.

TANTAWAN
Pre-Arrival Questionnaire: The following Pre-Arrival Questionnaire message will be sent from the terminal to the offtaking tanker after receipt of the 72 hours prior arrival advice: From: Tantawan Explorer Terminal Superintendent. To: Master, Offtaking Tanker. (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) Advise the name of tanker, flag and radio call sign. Advise the name of the Master. Advise the cargo nomination quantity and loading window. Advise the voyage number when leaving Tantawan Explorer. Advise the ETA at Tantawan Terminal Anchorage. Confirm tanker is in possession of valid SOLAS, Safety Management and Document of Compliance (ISM Code) Certificates. Advise the estimated draft forward and aft on arrival and the distance from bridge front to bow. Advise the Summer deadweight, length overall and beam. Advise the last port of call and departure destination. Advise previous vessel name(s) and date of building. Advise the quantities of clean ballast and permanent ballast on arrival. Can loading of cargo and discharging of ballast be carried out concurrently? If not, state reasons. How long is needed for deballasting? Note: Vessel must maintain sufficient forward draft to prevent the floating hose going under the bow. Confirm that vessel valves, heating coils and tanks are sound and not leaking. Advise the loading rate in cubic metres with one 16 in. hose. Confirm the manifold is fitted with one 16 in. 150 ANSI (ex-ASA) flange. Confirm the bow fairlead and stopper are suitable to accept 76 mm. mooring chain. Give the distance between the fairlead and the stopper. Advise the hose derrick/crane lifting capacity safe working load and confirm availability of cleats and bits in the manifold area for lashing of the floating hose. Confirm that the cargo and slop tanks will be under inert gas on arrival. Advise any Owners/Charterers instructions regarding particular inclusions or special remarks to be added to the cargo loaded Bill of Lading. Advise the quantity and quality of slops onboard, if any. Advise if the load on top procedure is to be followed on this loading. Advise vessel experience factor calculated as follows: Total of vessel (ships) figures, divided by the total B/L figures for the previous 10 voyages. Advise if vessel has any reportable sickness onboard or if Master advises clean bill of health. Advise distance from the bow to the cargo manifold connection. All vessels shall confirm their ETA 24 hours and 4 hours distant and at any time a 1 hour change of ETA is determined.

PILOTAGE: The Pilot will generally board 2 miles north of the terminal or
at the anchorage. The boarding point will be defined by the Berthing Master when VHF contact is first made. Also see Berthing Mooring and Unmooring. ANCHORAGES: Safe Mooring Area: 1.5 nautical miles radius centred on position Lat. 10 07' 00" N, Long. 101 20' 00" E. Depth of water 74 m. (approx.).

ESSENTIAL REQUIREMENTS:
The following is a summary of the Most Essential Requirements to be met by Tankers Lifting Oil at the Tantawan Oil Terminal: 1. Charterers must give the Company a minimum of 10 days notice prior to loading, in order to allow time for obtaining the necessary clearances and approvals from the Thai Authorities. 2. Vessels must be fitted with at least one bow chain stopper and fairleads suitable for 76 mm. chain. 3. Vessels must arrive with not less than 30% ballast/cargo onboard and be able to maintain this condition during the loading period. 4. Vessels must arrive trimmed not more than 2.0 m. by the stern with the propeller fully submerged. 5. Normally the terminal towing vessel will provide a tow wire, but vessels must provide and make ready for use a mooring line in good condition suitable for towing by the stern. 6. Berthing and unberthing shall be at the discretion of the SBM Terminal Superintendent. The presence of SBMs Mooring Master shall be compulsory. 7. The terminal has no facilities for the disposal of vessels dirty ballast. 8. Vessels are required to communicate arrival times to the terminal (See Radio). 9. SBMs Mooring Master together with Government Officials will meet vessels in the designated anchorage area whilst at anchor or near the anchorage whilst underway. 10. Vessels are required to be stopped in the water and to make a lee for SBMs Mooring Master and the officials to board safely. 11. Vessels are required to have ready for use 2 messenger lines forward, the hose handling derrick on the port side, the port manifold with 116 in. hose to manifold spool or reducer connection. 12. The Masters of vessels visiting the terminal are responsible for the safety of their own ship at all times. 13. The crews of vessels visiting the terminal are required to perform all operations of mooring, connecting and disconnecting hoses, and unmooring. 14. Vessel crew must not close vessel valves against loading crude flow. 15. In the event of normal communications failure, the emergency loading stop signal is the continuous sounding of either the vessels or the terminals whistle. 16. Shore leave and crew changes are not permitted on visiting vessels to the terminal. 17. Arriving vessels are required to display the following signals: By Day: Fly International Code Flag Q. By Night: Display red light over white light for Quarantine Service. 18. The anchors of visiting vessels shall be positively secured at all times against accidental movement from the time the SBM Mooring Master boards. 20. Vessels shall exhibit the Kingdom of Thailand national ensign from their foremast from arrival until departure from the terminal vicinity. 21. During loading, vessels shall display: By Day: Fly International Code Flag B. By Night: Display red light. 22. The cargo tanks of vessels must be fully inerted at all times. Note: Local time is GMT plus 7 hours throughout the year. No supplies of any kind or medical services (except in case of emergency and subject to a doctor being available), or other services of any kind are available at the terminal. The Terminal Typhoon Contingency Plan becomes effective when storm centres are reported within a distance of 450 550 miles. The Terminal Superintendent will communicate to the Masters of visiting vessels during the pre-arrival period through to berthing and final departure if at any time the terminal is closed for weather. The decision to close and open the terminal is that of the Terminal Superintendent, notwithstanding the rights of vessel Masters to decide not to berth or to depart. RESTRICTIONS: Berthing in daylight only, unberthing at any time. MAX. SIZE: 110,000 d.w.t. HEALTH: See Documents. Tel: 66 (2) 618 1263 (land line). Fax: 66 (2) 618 1264 (land line). Email: sbmtwe@chevrontexaco.com Also see Telex or Telefax. 1. Telex or Telefax: It is most important that arriving tankers advise their ETA 72 hours, 48 hours, 24 hours and 4 hours in advance of arrival, described in GMT or in local time. The terminal contact procedure is given as follows: Terminal Name: Tantawan Explorer. Call Sign: C6NP9. Terminal VHF Channel 6. Terminal Inmarsat Telex: 330948314. Terminal Inmarsat Telephone: 330948310, 330948311. Terminal Inmarsat Fax: 330948312. Helideck DF Beacon: 380 kHz, call sign C6N. Terminal Inmarsat Ocean Area: Indian or Pacific.

(13) (14) (15) (16) (17) (18) (19) (20) (21) (22) (23)

2. 3.

4.

5. 6. 7.

The terminal maintains a listening watch on VHF Channel 6. On receipt of the first message from the offtaking vessel, Companies will respond to the tanker giving the preliminary terminal requirements. Vessels Masters shall comply with these requirements in all details in order to facilitate vessel turnaround and Government formalities. Vessels Masters will also be informed of the status of the terminal if the terminal is closed or in typhoon alert status according to the Terminal Storm Contingency Plan. Once vessels are within 4 hours of the terminal, communications should be available with Tantawan Explorer on international marine VHF Channel 6. When contact has been established on this channel, further communication will be conducted on a working channel advised by Tantawan Explorer. The SBM Mooring Master carries a hand-held VHF radio on Channel 6 after leaving Tantawan Explorer to board the offtaking vessel. The 4 hour signal shall confirm a firm ETA. Masters of visiting vessels are informed that insufficient or inaccurate ETA messages can cause delays since Government officials are not based at the terminal and arrive from elsewhere. Acceptance of Notice of Readiness may be affected by such insufficiency or inaccuracy of information.

VHF: See Radio. TUGS: Mooring Launches: The terminal maintains boats to assist in
mooring and unmooring vessels. These boats are directed by the Mooring Master, to whom requests by the offtaking vessel for action or assistance must be directed. Also see Berthing Terminal Facilities and Services No. 2.

BERTHING: Terminal Facilities and Services:


Vessels using the terminal will be moored bow to stern of the Tantawan Explorer by means of a nylon mooring rope approximately 50 m. in length at the end of which is a 3.5 m. length of 76 mm. diameter chafe chain. The chain will be made fast to vessels by means of vessels bow stoppers. Note that the Oil Companies International Forum (OCIMF) recommend that all ships securing to a single point mooring be fitted with at least one bow chain stopper. Details of the bow chain stopper are given in the booklet Recommendations for Equipment Employed in the Mooring of Ships at a Single Point Mooring (OCIMF 1993 Edition). During the period when vessels are moored at the terminal, a tug/supply boat provided by the terminal will remain secured to the stern of the offtaking vessel. The tug/supply boat will be directed by the Mooring Master. Should the Master of the offtaking vessel disagree with the Mooring Masters directions, he shall provide his reasons for the disagreement promptly and in writing to the Terminal Superintendent. The loading hose connections are 16 in. I.D. Terminal loading rates to offtaking vessel are governed by either the offtaking vessels maximum loading rate, or the maximum pumping rate of the Tantawan Explorer (24,000 bbls./hr.) whichever is the lesser.

RADIO: Tantawan Explorer Contact Numbers:

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TANTAWAN
Vessels Gear:
SBMs Mooring Master may reject a ship if it is not, upon inspection, properly equipped or if it is not suitably manned or if he deems it to have dirty ballast or tanks unsuitable for receiving the cargo. A vessel is suitably manned only if it has a full complement of officers and crew in a sober condition, competent and willing to carry out their duties and orders, and sufficient English is spoken so that SBMs Mooring Master can understand and be understood. The Companies shall in no circumstances be liable for any loss, damage or delay arising or resulting from any decision, justified or not, by the Mooring Master to reject a ship pursuant hereto. All vessels must be equipped with a good working propulsion unit as passed by an appropriate classification society. Inoperative vessels or partially inoperative vessels will be rejected. Should vessels become inoperative whilst moored at the terminal, they may be removed from the terminal area by the Companies at the expense of the Owners or Charterers of the vessel. Additionally, a vessel must have both anchors and ground tackle in good working condition and in such sizes and amounts as to meet either Lloyds, ABS or Bureau Veritas standards although they may be in fact classified by other societies. When underway and whilst moored at the terminal, the vessels anchors must be properly secured against accidental dropping. All vessels must carry suitable stoppers for mooring use. All vessels must have suitable winches or capstans in good operating condition on the forecastle and poop decks for the purposes of being moored and unmoored. All vessels must be adequately equipped with a 15 tonne SWL derrick boom, blocks, tackles, wire runners and sundry equipment on both sides to efficiently hoist the hoses to the loading position. Equipment and tools shall include wrenches, drift pins, nuts and bolts, wire and fibre strops, drip pans, gaskets, hammers, shackles, etc. To assist in vessels turnaround, the vessel should have all necessary derricks or cranes and cargo gear rigged and ready before being boarded by SBMs Mooring Master. This does not relieve the vessel of the necessity to provide adequate lifting gear as already described for Tantawan Terminal operations. The vessels loading manifold should be prepared for 16 in., 487 ASA hose connection prior to vessels arrival. Where no crossover valves exist on loading manifolds, it is recommended that loops between loading lines on the starboard side of these manifolds be fitted. Vessels equipped with smaller than 16 in. hose connections at the loading manifold should arrive with such hose connections suitably adapted for 16 in. hose so that maximum flow through the 16 in. cargo hose will be achieved. Vessels equipped with larger than 16 in. hose connections at the loading manifold should provide their own reducers. 3.

THAILAND
The embarkation and disembarkation of the Mooring Master is entirely the responsibility of the Master of the offtaking vessel. (1) On all vessels in which the distance from the sea level to the point which permits access to or departure from the vessel exceeds 9.0 m., it should be anticipated that the Mooring Master will embark and disembark by means of an accommodation ladder together with a pilot ladder on each side, unless it is not possible to carry one. (2) The ladder should be orientated towards the stern. When it is utilised, the lowest extremity of the ladder should rest solidly against the side of the vessel, set back in relation to the midships part of the vessel and set back in relation to the half midships section and away from any discharge outlets. Configurations which conform better to particular types of vessels and which present the same degree of safety shall be acceptable. (3) The length of the accommodation ladder should be sufficiently long so that its gradient does not exceed 55. (4) The bottom landing of the accommodation ladder should be positioned horizontally when the ladder is in service. (5) Intermediate landings, if there are any, should automatically position themselves horizontally. The dimensions of the steps and the treads of the accommodation ladder should permit placement of the foot in a correct and sure fashion given the gradient of the accommodation ladder. (6) The ladder and the landing should be equipped with 2 stairway sides and rigid hand-railing, but if ropes are utilised, they should be well tightened and correctly placed. The vertical space between the hand-railing or the ropes and the side of the ladder shall be close enough for safety. (7) The pilot ladder should be positioned immediately alongside the bottom landing of the accommodation ladder and its top should be at least 2.0 m. above the bottom landing. (8) There must be a night light which permits proper illumination along the entire length of the ladder. (9) If a trap door in the bottom landing of the accommodation ladder is used to rig the pilot ladder, this door should be no smaller than 750 mm. 750 mm. In this case, the aft part of the bottom landing should be enclosed as described in paragraph 6 above and the pilot ladder should extend from the bottom landing up to the level of the hand-railing. (10) The accommodation ladder, including the hoisting mechanism, must be approved by the vessels country of registry. The SBMs Mooring Master will be in direct control of all the vessels communications while in the terminal area. Any unauthorised communications will, at the option of SBMs Mooring Master, cause the cessation of all operations except clearing of the berth, and the vessels Notice of Readiness will immediately be nullified. Raising, lowering, connecting and disconnecting of oil loading hoses, as well as all other labours and duties on shipboard, will be performed by the vessels crew under the control of a responsible ships officer (See Loading Connecting Hoses). The Mooring Master may refuse to accept a vessel for loading, if he considers the vessels condition to be unsatisfactory. In the event the Master of the lifting vessel and SBMs Mooring Master cannot agree to a procedure by which the vessel can meet satisfactory loading conditions, both Company and the Charterer of the vessel shall be immediately contacted so that corrections can be made. Time required to bring the vessel into satisfactory condition shall not count as used laytime. The services of SBMs Mooring Master are provided without charge upon the express understanding and condition that when the Mooring Master goes on board the vessel for the purpose of assisting such vessel, he becomes for such purposes the servant of the Owners or Charterers of the vessel, and the Companies shall not be liable for any damage or injury resulting from any advice or assistance or actions given or made by the Mooring Master.

4.

Berthing:
Offtaking vessels will normally be accepted and berthed in chronological order of arrival provided such vessels have current nomination for cargo valid at the time of tender of Notice of Readiness, carry clean ballast, if any, and have cargo tanks in a fit condition to receive cargo. Also, they must be in all respects properly equipped, manned and ready to moor. Vessels required to leave the terminal area on account of bad weather should keep in contact with the terminal via the Radio Telephone Station at the terminal, in order that they may be available when the weather is fit for resumption of operations. Companies reserve the right to load vessels out of turn following the return of good weather. Further, SBM reserves the right to decline to moor a specific vessel if its condition or facilities are unsafe for mooring or loading even though the terminal may be open to other vessels. The decision of SBMs Terminal Superintendent on berthing shall be final. An offtaking vessel will be expected to have ready on the forecastle head operational bow chain stoppers capable of accepting 76 mm. chain and rated in accordance with OCIMF recommendations. The Mooring Master will require to inspect the Test Certificate for such stoppers on boarding the vessel. On approaching the berth, the messenger line is to be lowered to the small mooring tender boat. This boat will take the end of the messenger line and attach it to the end of a floating pick-up rope. The ships crew under the control of a responsible officer will then heave in the ropes successively until the mooring hawser chafe chain is drawn through a fairlead and in a position to be secured in the chain stopper. 5.

6.

7.

8.

Mooring and Unmooring:


1. The terminal is normally open 24 hours a day, 7 days a week, weather conditions permitting with only unberthing operations being carried out during the hours of darkness. The Terminal Superintendent shall be the final authority as to when the terminal is open or closed. Vessels to be moored, anchored or manoeuvred at the terminal will be boarded by SBMs Mooring Master in the close vicinity of the anchorage area (See Safe Mooring Area on Plan). Vessel Masters should exercise caution within the anchorage area as unlit mooring buoys are occasionally present. No vessel may enter the terminal area unless SBMs Mooring Master is on board. The Mooring Master will advise the vessels Master on approaches to the berth, mooring, unmooring, tug handling, connecting and disconnecting of the hose and hawser and other operations within the anchorage and terminal area. All such manoeuvring of vessels shall be carried out only in accordance with the advice of SBMs Mooring Master, except where the vessels Master believes such advice to be contrary to the proper navigation and safety of the vessel and crew, and subject to the understanding that in all cases and circumstances the Master of the vessel being manoeuvred shall remain solely responsible on behalf of his vessels Owners or Charterers for the safety and proper manoeuvring of the vessel. The vessels Master or one of his designated qualified Deck Officer specifically appointed by him at the time must be on the navigation bridge at all times while the vessel is being manoeuvred.

2.

SBMs Mooring Master may require the vessel to unmoor at any time he deems it necessary for the safety of the vessel or terminal or both, or for infringement of these Oil Terminal regulations. 9. Various combinations of wind, sea and tidal conditions, also the size, length, ballasted trim and handling qualities of a vessel can affect the decision to berth/unberth a vessel at the Tantawan Terminal. All these factors have to be evaluated before a final berthing/ unberthing decision is made and agreed by the vessels Master and SBMs Mooring Master. 10. In the event of a storm nearby, loading shall be suspended if necessary. In the event of a fire onboard a vessel moored in the terminal area, the Master shall give the alert by means of short and rapid blasts for the whistle. He is responsible for making use of all methods at his disposal of fighting the fire. He shall undertake all measures to get underway if necessary.

MEDICAL: Assistance only available in an emergency. CARGO OPERATIONS: Connecting Hoses:


After the vessel is securely moored, the cargo hose will be hoisted aboard, normally on the port side. The berth is equipped with a single 16 in. loading hose string, the weight of the hose lift being approximately 10 tonnes. All lifting equipment and tackle should have a safe working load of at least 15 tonnes. The hose is lifted by vessels gear and crew, and all connecting of the hose will be carried out by them. The lifting derrick, equipment, tackle, etc., should be topped-off and ready on arrival. The terminal loading hose is fitted with ASI 150, 16 in. ASA 487 flat face flanges with Camlock couplings, and vessels should have adapters and fittings to enable the hose to be connected to the vessels manifold. SBMs Mooring Master advises the vessels personnel on hose lifting and connecting procedures. However, either the vessels Master or his designated Deck Officer must be present and must direct the vessels crew in all handling. SBMs Mooring Master may reject the vessel for unsatisfactory hose handling.

See guidelines on how to compile and submit information to us (page xi).

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THAILAND
When SBMs Mooring Master is assigned to a vessel, the vessel at her cost will supply him with meals at the same time and in the same manner as for comparable personnel of the vessel. The vessel will also provide him with a suitable, clean and tidy cabin.

TANTAWAN
Physical Environment: The Gulf of Thailand covers an area of approximately 350,000 sq.km., opens to the South China Sea and extends from Miu Bai Bung (Lat. 8 37' N, Long. 104 40' E) on the SW. tip of Vietnam to Sungai Kelantan (Lat. 6 13' N, Long. 102 14' E on the east coast of the Malaysia Peninsular). The Gulf is one of the major coastal indentations of South East Asia being 550 km. across at its widest point and approximately 835 km. in length. Four countries share coastlines on the Gulf; Vietnam and Cambodia on the east, Thailand to the NE and NW, and Malaysia to the SW. Thailand occupies by far the greatest proportion of land adjacent to the Gulf (1,870 km. of coast). The smaller embayment, known as the Bight of Bangkok or Upper Gulf, has an area of about 10,000 sq.km. Currents: Currents in the Gulf are generally weak and variable. From October to May, during the NE monsoon, wind-driven, mainly near shore surface currents in the Gulf circulate in a counter clockwise direction. These currents are reversed by prevailing SW winds from June to September and develop a clockwise flow. Current speeds of greater than 1.35 knots have been reported in the NE Gulf, but average speeds are usually less than 0.54 knots. Wind: The Gulf is fairly sheltered from the winds of the two monsoons and as a result has a high percentage of calm to light conditions throughout the year. The direction of prevailing winds is determined by monsoonal activity. Between May and September, the SW monsoon period, SW winds are predominant. Wind direction is variable in October and then during the NE monsoon from October to January, the winds are from the north to east. In February and March, the dominant wind direction is SE and in April, winds are again variable with the transition from the winter to summer monsoons. Shelter from the Asian land mass has an effect on wind speeds in the Gulf, such that during the NE monsoon, wind speeds are lighter in the north of the Gulf than in the south. In the SW monsoon, light winds are less frequent in the north than in the south. Storm winds are more frequent during the NE monsoon than the SW monsoon. In an average year, storm winds may exceed 73 km./hr. Typhoons, which can create wind speed over 200 km./hr. are not uncommon in the Gulf and tropical disturbances of varying magnitudes are regularly present in the period from October through to December. Squalls, associated with rapid increases in wind speed change in direction, heavy rain and electrical activity are prevalent during the change in summer to winter monsoons. Waves: Sea conditions are generally calm to slight in the sheltered conditions of the Gulf. In February, when sea conditions are bad in the China Sea, the frequency of sea waves less than 1.0 m. in height is more than 80%. It is reported that over an average year, most waves in the central Gulf were less than 2.0 m. with a period of about 5 seconds. Storm waves can reach 7.0 m. The greatest proportion of waves in the central Gulf region in an average year approached from the east to SE and from the west to SW. Climate: The region, influenced by the NE and SW monsoonal systems, is subject to seasonal wind shifts. The SW or summer monsoon period, which extends from May to September, is characterised by prevailing SW winds and high rainfalls (about 160 mm./month). The NE winter monsoon, from October to January, is a period of predominantly NE winds and lower rainfall (about 80 mm./month). During the change from the winter monsoon to the summer monsoon (February to April), winds are variable and rainfall is low (about 35 mm./month). Sea Water Temperature and Salinity: The average monthly sea surface temperature in the central Gulf region range from 27.2C in January to 29.4C in May and June. In general, surface salinities in the Gulf are between 30.5 and 33 parts per thousand (ppt). Salinities at the deepest part of the central basin, where South China Sea water flows in, are generally higher (33-34 ppt or above). Weather Reports: Weather reports from the Singapore Weather Centre are available from the terminal twice daily on request. SAFETY: Safety Precautions:
1. Vessels personnel are responsible for the safety of their vessel and themselves and must take all necessary precautions whether or not so advised by SBMs Mooring Master or other terminal personnel. The Mooring Master may refuse to accept for loading, or may suspend or delay the loading of, or may unberth vessels when the conditions and/or the vessel do not comply with the Tantawan Terminal User Regulations and Procedures, and/or safety precautions imposed by SBMs Terminal Superintendent. The time required to bring the vessel into compliance shall not count as used laytime. A responsible English speaking ships officer is required to be on deck or in the control room at all times. 2. When a vessel is moored at the terminal or in the vicinity thereof, its engines must remain on stand-by with full power always available for immediate use. Deck machinery shall be kept at immediate readiness. Positively no repair of any sort affecting the availability of vessels machinery or engines are permitted. Other repairs (including all painting) which present any hazard to the loading operation are strictly prohibited. The vessels whistle shall be kept at instant readiness at all times. 3. The bridge and/or control room area shall be kept unlocked and so arranged to allow immediate entry at all times by the Terminal Superintendent. 4. Vessels shall be adequately and properly manned at all times. Not less than one Deck Officer and 3 seamen shall be on duty equipped with hand-held radios, sober, alert and available at all times. One of the seamen shall be kept always on look-out duty on the bow to observe and report on the relative distance and aspect between the vessel and the terminal. The export hose manifold shall further be continuously manned by a competent seaman to tend the export hose so as to avoid chafing, kinks or rubbing, which could cause the hose damage and to report any manifold leakages whatsoever. 5. Offtaking vessel fire hoses shall be fully connected to fire main hydrants and nozzles, and charges under fire main operating pressure at the stern of the vessel and in way of the port manifold. Foam monitors forward and aft of the port manifold shall be directed toward the port manifold. 6. No person under the influence of alcohol or drugs shall be permitted on deck. The opinion of SBMs Mooring Master on the fitness of any individual shall be final unless an independent medical physician present at the time decides otherwise. 7. No electrical appliances of any kind may be used on deck unless certified for use in hazardous petroleum areas and subject to the approval of SBMs Mooring Master.

Loading Readiness and Arrival Time:


SBM will make every effort to moor offtaking vessels upon arrival in daylight, weather permitting. Notice of Readiness will be accepted as the time the vessel is securely moored to the Tantawan Explorer, providing the vessel is in all respects ready to load in compliance with all terms of these Terminal Regulations. Notice of Readiness shall be tendered in English. During loading, the International Code Flag B shall be displayed from a top-most signal halyard during daylight hours. During hours of darkness, a red light shall be displayed, visible at a distance of at least one mile and show an unbroken light all around the horizon. A comprehensive loading plan shall be provided to the Mooring Master by the offtaking vessel Master. The cargo inspector will accompany a ships officer to gauge the vessels tanks before and after loading. The terminal will deliver onboard the vessel sealed samples representative of the cargo loaded. The Master of the offtaking vessel is held entirely responsible for the operation of the vessel valves. Should the Mooring Master decide that the mooring hawser tension is too high, then he may decide to: stop loading, disconnect hoses, unmoor. The decision to resume loading will be taken case by case after agreement between the Mooring Master and the Master of the offtaking vessel. Not less than 30 minutes before the end of the loading, the vessel shall inform and give due notice to the terminal control room to stop the cargo pumps in good time. During this time, the vessel shall inform the terminal of the intended cargo valves to be closed and shall only use them after confirmation of receipt of this advice by the terminal. In the case of emergency, pollution or serious incident, which may require urgent stoppage of cargo export, the offtaking tanker shall inform the terminal before closing her manifold valve. BALLAST: Disposal of Ballast: Owners and Masters are responsible for complying with all international conventions and the laws of Thailand concerning pollution of the sea, having particular regard for the Offshore sector environment. Any infringement of the International or National law regarding pollution of the sea by oil may be dealt with most severely. Pollution of the sea by dirty ballast water, bilge discharge or any other means may result in heavy fines being imposed, and in severe cases may result in imprisonment of the Master or the arrest of the vessel concerned. Vessels must arrive with clean ballast only. There are no facilities for the disposal of dirty ballast. It is the Masters responsibility to see that no oil of any kind is pumped, spilled or leaked overboard from his vessel. This includes oily water from bilges, decks, crude residues from previous voyages, or any other matter that may result in pollution of the sea. Any fines imposed on or third party claims against the Companies or any of them shall be for the vessels account. In addition to the lights usually displayed, vessels discharging ballast or loading cargo during darkness shall illuminate the area around the vessel to the satisfaction of the SBM Mooring Master, in order that any oil on the surface of the sea may be readily detected and the appropriate action taken. Vessels unable to illuminate the sea satisfactorily shall not discharge ballast during darkness. Vessels shall provide suitable floodlights for working on deck during night operations. If evidence of oil appears during deballasting, the vessel will be rejected forthwith and will not be accepted until satisfactory evidence is produced that such ballast was disposed of in a proper manner. If during inspection or during progress of loading it is revealed that the vessels tanks are not tight or that oil is leaking from the vessel, the vessel may be rejected or refused further loading. The vessel will not be later accepted for loading, unless satisfactory evidence of repair is submitted, duly certified by Lloyds, ABS, Bureau Veritas or other recognised surveyors. Any vessel rejected because of dirty ballast or pollution of the sea will automatically nullify her Notice of Readiness and will lose any priority of position for loading. Companies may suspend, delay or unberth any vessel which is under suspicion of oil pollution. The Companies will not be liable for any demurrage, loss claims or demands resulting from such suspension, delay or unberthing. Vessels shall arrive with sufficient clean ballast and normal trim in order to be able to manoeuvre safely. Such ballast shall not be less than 30% of the Summer deadweight. Deballasting may only be carried out with the agreement of the SBM Mooring Master. If a vessel cannot comply with the above conditions, then it should arrive at the terminal at least 30% laden with cargo and not trimmed excessively to permit safe manoeuvring. All spillages and leakages of oil must be reported immediately to the SBM Terminal Superintendent, and a detailed report must be written, signed and submitted by the Master of the vessel concerned to the Terminal Superintendent. FRESH WATER: Not available. FUEL: Not available. SURVEYORS: Independent surveyors will board with the Pilot, Government officials and Agent. REPATRIATION: Not permitted. AIRPORT: Bangkok International. TIME: GMT plus 7 hours throughout the year. EMERGENCY CO-ORDINATION CENTRE: See Authority. SHORE LEAVE: Not permitted. GARBAGE DISPOSAL: There are no garbage disposal facilities and it is expressly forbidden to dump garbage. WEATHER: Tides, Currents, Wind and Weather and Seas: The navigator is referred to published sailing instructions for this area for information on winds, tides and currents, namely: British Admiralty: China Sea Pilot Vol. I, published by the Hydrographer of the Navy.

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TANTAWAN
8. All scuppers shall be plugged and witnessed by SBMs Mooring Master and the vessels Master. Refusal to plug scuppers will result in the vessel being rejected. Drain trays and all materials necessary to clean up any oil spillage on deck shall be available for immediate use. 9. After completing the discharge of ballast, a Petroleum Inspector will witness closing and sealing of pump room sea suctions. 10. The presence of unauthorised craft alongside the vessel will render the vessel unacceptable for loading. It is the duty of the vessels personnel to see that the vessels sides are kept clear of any such craft at all times. 11. The Mooring Master is authorised to shut-down loading operations during electrical storms, or if another vessel or craft of any description comes alongside the loading vessel, and under any other circumstances which in the opinion of SBMs Mooring Master may imperil or endanger the loading operations. The Companies shall not be liable for any demurrage loss, claims or demands resulting from such shut-down. 12. Firefighting equipment shall be kept at instant readiness throughout the vessel with additional equipment available at the loading manifold whilst the vessel is moored. Fire water shall be available on the deck service main at all times, and fire hoses connected and flaked out at all fire stations ready for immediate use. 13. No radio transmissions are permitted on board except with the express permission of SBMs Mooring Master in each case. This regulation shall apply during the period the vessel is in the terminal area or under the direction of SBMs Mooring Master. 14. When vessels are moored and in the vicinity of the terminal, boiler tubes shall not be blown. Every precaution must be taken that no sparks escape from the funnel and every other source of hot exhaust. 15. Smoking shall not be permitted on deck whilst vessels are moored and will only be permitted in places approved jointly by the Master and SBMs Mooring Master. There may be occasions when smoking will be entirely prohibited. Cigarette butts, etc., shall not be thrown overboard or through port holes at any time. 16. Lifebuoys shall be available throughout the vessel and in particular in the loading manifold area and at all points of entry and exit, e.g. at pilot ladder. 17. Vessel personnel are to be adequately instructed by the vessels Master to avoid breathing any vented gas. 18. All accommodation doors, port holes and ventilators shall be closed during loading operations and doors and openings to machinery spaces in vicinity of vessels tanks shall be closed. 19. If an emergency stop of loading is required and communications between the vessel and Terminal fail, the vessels whistle shall be continuously sounded. This signal stops all loading. 20. No swimming in the sea is permitted. 21. No fishing is permitted. 22. When manoeuvring and at anchor in the terminal area, vessels shall comply with all aspects of the International Regulations for the Prevention of Collisions at Sea.

THAILAND NOTES
Please also advise Shipping Guides Ltd.

GENERAL:
1. Should it be necessary to supply divers, a boat, materials, equipment or labour, to carry out repair work to enable the vessel to continue loading, any costs involved will be charged to the vessels account at rates to be established at that time. These services will only be provided in emergencies. 2. Crew members cannot leave the vessel at the Tantawan Oil Terminal except in cases of extreme urgency. A valid passport is required. No crew changes will be permitted during the period a vessel is in the terminal area. 3. After each tanker lifting, the terminal will prepare all necessary loading documents. Documentation will be finalised onboard the offtaking vessel as soon as practicable after loading operations are completed. AGENCY: The Companies do not perform general agency functions. Owners or Charterers of vessels calling at the terminal must arrange for their own Agents. AUTHORITY: Chevron Offshore (Thailand) Ltd, 27th Floor, Suntower B, 123 Viphavadi-Rangsit Road, Kwaeng Ladyoa, Khet Jatujak, Bangkok 10900, Thailand. Tel: 66 (2) 618 1001. FAX: 66 (2) 618 1001. Contact: Tantawan Explorer Superintendent.

See guidelines on how to compile and submit information to us (page xi).

2533