Dulang Marine Terminal Port Information Rev3 May 2020

Prepared by: Reviewed by: Endorsed by: Approved by:

Date: 17/5/2020 Date:17/5/2020 Date: Date: 17 May 2020

Capt Das Capt Shahrizan Zaharuddin B Nor Isham B
Shahrir / Capt. Muhammad Abdullah
Marine Nickson
Supervisor, Devathanjam Field Manager Head, Production
FSO Puteri Dulang, Oil,
Dulang FSO Master, Production Oil Peninsular Malaysia
FSO Puteri Peninsular Malaysia Asset
Dulang Asset

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TABLE OF CONTENT

1.0 GENERAL
1.1 The Terminal Position and Description
1.2 Addresses
1.3 Mooring Method
1.4 Acceptance Criteria for Mooring
1.4.1 Mooring Equipment
1.4.2 Hose Connection
1.5 Ballast
1.6 Heating Coils
1.7 Services

2.0 PRIOR TO ARRIVAL

2.1 Arrival Advice
2.2 VHF-Communication
2.3 Arrival Procedure
2.4 Preparations
2.4.1 Pilot Ladder
2.4.2 Mooring Equipment
2.4.3 Crane
2.4.4 Manifold
2.5 Documents
2.6 Navigation
2.6.1 Restricted Area
2.6.2 Waiting Area
2.6.3 Anchoring
2.6.4 Pilot/Mooring Master
2.6.5 Weather & Currents

3.0 FACILITIES AND OPERATIONS

3.1 Floating Storage and Offloading Vessel (FSO)
3.2 Notice of Readiness
3.3 Mooring
3.4 Hose Connection
3.5 Loading Operations
3.5.1 Transfer Plan
3.5.2 Crude Transfer Rate
3.5.3 DULANG Crude Oil Properties
3.5.4 Flow Assurance of Cargo Hose / Tanker’s manifold
3.6 Hose Disconnection
3.7 Unmooring

4.0 SAFETY AND FIRE

4.1 Ship/Shore Safety Checklist
4.2 Deck Watch and Mooring Management
4.3 Unmooring Due to Weather/Emergency
4.4 WHF/Communications Failure

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 4.5 Electrical Storms
4.6 Fire

5.0 LOCAL LAWS AND REGULATIONS

5.1 Caution
5.2 Deballast
5.3 Vapour Return
5.4 Oil Spills
5.5 Garbage Disposal
5.6 Local Laws: Exclusive Economic Zone Act & Environmental Quality Act
5.6.1 Section 10 (1), Economic Zone Act, 1984
5.6.2 Section 27 (1), Environment Quality (Amendment) Act, 1985
5.7 Removal of Wrecks

6.0 CONDITIONS OF USE OF THE OIL TERMINAL

7.0 APPENDICES

Appendix A DULANG Marine Terminal: Tanker Waiting Area

Appendix B Tandem Mooring Initial approach (Case 1)
Appendix C Tandem Mooring Initial approach (Case 2)
Appendix D Tandem Mooring Final berthing position
Appendix E Hose Connection
Appendix F Hose Handling (1st step)
Appendix G Hose Handling (2nd step)
Appendix H Hose Handling (Final connection)

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FOREWORD

This booklet is intended to acquaint Masters, owners and Charterers of Tankers calling at the
DULANG Marine Terminal with general conditions, facilities and regulations in force at the
terminal.

The terminal is operated by FPSO VENTURES SDN BHD and the field with associated
production platform is operated by PETRONAS CARIGALI SDN BHD. It is used for storage and
offloading crude oil on behalf of PETRONAS.

Every effort has been made to ensure that all information given in this booklet is accurate at the
date of issue but is not guaranteed or intended in any way to replace other official publication
relating to this. The Company does not accept any responsibility for any errors, omission, or for
the consequences of using it for any purpose whatsoever. Masters are; of course, free to ask for
clarification on any items relating to terminal operation.

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1.0 GENERAL

1.1 The Terminal-Position and Description

The DULANG Marine Terminal is situated in the South China Sea off the East
Coast of Peninsular Malaysia. It is approximately 70.2 nautical miles (130 Km)
Northeast of Kuala Terengganu in position:

Latitude 05° 48.6' N

Longitude 104° 10.1' E

There is a tanker waiting area to the Southwest in position:

Latitude 05° 44.0' N

Longitude 104° 00.0' E

The time at the terminal is GMT +8 hours.

The terminal consists of a Floating Storage and Offloading vessel (FSO) named
“FSO PUTERI DULANG”. It is located 1 NM south of the Dulang B Production
Platform which processes and stabilizes the DULANG crude oil prior to pumping
to the FSO via a submarine pipeline

The position of the platforms are as follow:

Dulang “A” Lat 05° 49.3' N Long 104° 11.8’ E

Dulang “B” Lat 05° 52.0' N Long 104° 11.0’ E

Dulang “C” Lat 05° 50.5' N Long 104° 08.0’ E

Dulang “D” Lat 05° 50.4' N Long 104° 05.8’ E

The FSO has an integral Single Point Turret (SPT) attached to the bow which
permits it to pitch, roll and weathervane 360 degree according to wind and current
conditions. It is permanently moored in 77 meters of water by means of six pre
tensions anchor chains attached to subsea pillars

The terminal is operated by FPSO VENTURES SDN BHD and the field with
associated production platform is operated by PETRONAS CARIGALI SDN BHD.
It is used for storage and offloading crude oil on behalf of PETRONAS.

FSO is equipped with fog horns and navigation lights. The navigation lights can
be seen from a distance of 2 miles and flash in sequence the Morse code letter
“U”. The DULANG B Platform can be seen for several miles due to its flare. The
platforms are approximately 15 meters above sea level and can easily be detected
by radar.

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 Caution: Dulang B flare may not be lit and should not be relied upon for navigation.

1.2 Addresses

PETCO Trading Labuan Company Limited (PTLCL)

Level 62 Tower 2
PETRONAS Twin Towers
Kuala Lumpur City Center
50088 Kuala Lumpur

PETRONAS Carigali Sdn Bhd

Peninsular Malaysia Assets
Kompleks Operasi PETRONAS
24300 Kertih, Kemaman
Terengganu

1.3 Mooring Method

The terminal is equipped as per Oil Companies International Marine

Forum(OCIMF) standard tandem mooring only at aft.

1.4 Acceptance Criteria for Mooring

At the discretion of CARIGALI, tankers up to 150,000 Tonnes Summer DWT with

a length of up to 281 metres and a full load displacement of 196,000 Tonnes can
be moored astern of the FSO provided they comply with the following minimum
standards:

1.4.1 Mooring Equipment

The tanker must be equipped with correct mooring equipment relevant to
its size as recommended in the “OCIMF Standards of Equipment
employed in the Mooring of Ships at Single Point Mooring”. The minimum
dimensions of the centre bow fairlead should be not less than 400mm wide
and 150mm deep in order to accommodate the FSO hawser chafing chain.

Tankers which do not comply with “OCIMF Standards of Equipment

employed in the Mooring of Ships at Single Point Mooring” will not be
accepted for mooring.

Forward winches/windlasses must be in good condition and have sufficient

capacity (10 Tons SWL) to lift the mooring hawser assembly. Tankers not
equipped with self-towing winches are not acceptable the terminal.
Tankers not fitted with a bow chain stopper will be considered “unsafe” for
normal mooring operations and will not be accepted for mooring at
DULANG Marine Terminal.

1.4.2 Hose Connection

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 The tanker is to be equipped with a loading manifold in accordance with
the “OCIMF Standards for Oil Tanker Manifolds and Associated
Equipment. It is to have one 16 inch 150# ANSI flange connection ready
at portside midship manifold.

1.5 Ballast

Tanker owners and their matters are responsible for complying with all
International Convention Laws and Local Regulatory Body Requirements
concerning pollution o the sea, having particular regard for this area.

There are positively no facilities for disposal of dirty ballast. It is the tanker’s master
responsibility to see that no oil of any kinds is pumped or spilled overboard from
his ship. This includes oily water from bilges, crude residues from previous
voyages or any matter that may result in pollution of the sea. Any fines imposed
and cleaning costs shall be for tanker’s account.

If evidence of oil appears during deballasting, the tanker 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 the progress of
loading it is revealed that the tanker’s tanks are not tight or that oil is leaking from
the ship, the tanker may be rejected or refused further loading. The tanker will not
be accepted later for loading, unless satisfactory evidence of repair is submitted,
duly certified by a recognized classification society.

All tanker rejected because of dirty ballast or sea pollution will automatically nullify
her “Notice of Readiness” and will lose any priority of position for loading.

Each export tanker must arrive with and at all times has sufficient ballast or cargo
on board for safe handling having due regard to existing weather and sea
conditions. The propeller is to be fully immersed and the trim should not be more
than 3 metres by the stern. The tanker must also ensure that its forward draft is
such that the loading hose cannot be caught under the export tanker bow.

Tankers equipped with a separate system of ballast tanks will be allowed to

discharge ballast and load oil simultaneously, provided that approval is first
obtained from the Representative.

All spillage of oil must be reported immediately to the DULANG Marine Terminal
Representative and a detailed report must be written, signed and submitted by the
Master of the tanker concerned.

1.6 Heating Coils

Tankers shall be equipped with cargo tank heating coils able to maintain DULANG
crude oil at a temperature at least 50 deg C during the voyage or as instructed by
the Owner, Charterer or Consignee.

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1.7 Services

The DULANG Marine Terminal is located offshore and the only means of transport
to and from the shore is via helicopter to Kertih or by supply boat/fast crew boat
from Kemaman Supply Base (KSB) and Pulau Duyong Jetty Terminal Kuala
Terengganu (PDJT). The terminal therefore cannot provide logistical support to
tankers calling at the terminal and there is:

No shore leave
No crew change
No provision or stores
No bunkers or fresh water
No Consulates/Embassies
No engine repairs/spare parts
No dirty ballast/slop disposal
No doctor or clinic.

However, in emergencies exceptions may be permitted for humanitarian reasons.

Only authorized personnel are permitted to board tankers while at the Terminal.

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2.0 PRIOR TO ARRIVAL

2.1 Arrival Advice

Immediately after having received instructions to proceed to the DULANG Marine

Terminal, the Master is required to email or fax PETRONAS Carigali, Kertih and
the tanker’s own local agent the following:

AAA Tanker name, previous name (if any), call-sign and flag

BBB ETA date and local time (GMT+8 hours). ETA to be confirmed 72,
48 and 24 hours prior to arrival. If there are any major changes, the
ETA should be reconfirmed.

CCC Master’s name and nationality

DDD GRT, NRT, SDWT, light and full load displacement tonnage

EEE Last discharge port and intermediate ports

FFF Next discharge port and intermediate ports

GGG Number of crew and nationality

HHH Number of passengers

III Grade and quantity of cargo on arrival, previous cargo and cargo
to be loaded at DULANG Marine Terminal and loading rate per
manifold

JJJ Whether previous cargo or any cargo on board has high H2S
content and H2S concentration in tank vapour spaces

KKK Malaysian light dues receipt and date

LLL Arms on board

MMM Confirmation that the tanker is able to load and discharge

segregated ballast simultaneously

NNN Arrival draft

OOO Any leaks which could cause pollution or affect loading

PPP Pratique granted: Place/Date. If any sickness on board or clean bill

health

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 QQQ Confirm inert gas system operational and cargo tanks inerted on
arrival

RRR Confirm cargo heating system operational and able to maintain

DULANG crude at 56°C during loaded voyage

SSS Length overall and the distances from the bow to centre of the
midship manifold

TTT i) Confirm that a 16” 150# ANSI flange is available at port midship
manifold.

ii) Confirm that the tanker complies with “OCIMF Standards of

Equipment Employed in the Mooring of Ships at Single Point
Moorings” and that the minimum dimensions of the centre bow
fairlead is not less than 400mm wide and 450mm deep.

iii) The tanker will be required to supply the necessary reducer for
the above

iv) In each case confirm that the manifold arrangements comply

with “OCIMF Standards for Oil Tanker Manifolds and Associated
Equipment”

UUU Confirm that combination of gangway and pilot ladder will be ready
on arrival. Only the pilot ladder will be required if freeboard is less
than 9 meters

VVV Whether the tanker is diesel or steam turbine powered.

2.2 VHF – Communication

DULANG Marine Terminal keeps 24 hours watch on VHF channel 12 and back
up channel 08 during offload operation.

Communication language of the terminal is English or Bahasa Malaysia.

2.3 Arrival Procedure

Masters should endeavour to establish contact with DULANG Marine Terminal as

soon as they are within VHF radio range. Instructions will, thereafter, be given for
further approach and also the berthing schedule.

2.4 Preparations

Prior to arrival vessels should prepare the following:

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 2.4.1 Pilot ladder
For the freeboard less than 9 meters, a pilot ladder (with 2 side ropes) in
combination with the tanker’s accommodation ladder, complying with
SOLAS recommendations, should be safely and securely rigged prior
personnel boarding. Boarding personnel can first use the pilot ladder until
part way up the tanker’s side and then transfer safely and easily to the
accommodation ladder.

Tankers with a freeboard of less than 9 meters need to only rig-up the pilot
ladder with the 2 side ropes. Air operated pilot hoists are not acceptable.
Responsible officer and competent personnel are to attend the pilot ladder
when the Pilot/Mooring Master and lifting crew boards and leaves. A light
heaving line and canvas bag should be ready to take on board the
Pilot/Mooring Master’s equipment.

During the hours of darkness, the pilot ladder and adjacent deck areas are
to be adequately illuminated.

The tanker will provide a lee for the Mooring Master and lifting crew boat
when boarding and leaving.

2.4.2 Mooring Equipment

The winch storage drum is to be emptied to accept the 3” messenger rope

200m long. The chain stopper and hawser handling equipment are to be
inspected and readied for operation.

2.4.3 Crane

The crane is to be rigged on the port side to pick up a tool-basket from the
tug/support vessel for the hose connection. This crane will be
subsequently be used for lifting, connecting and securing the cargo hose.
The crane shall be in accordance with “OCIMF Standards for Tanker
manifold and Associated Equipment”.

2.4.4 Manifold

The manifold on the port side is to be readied for connecting a 16-inch

cargo hose with a camlock coupling. At least 200mm clear space behind
the flange is necessary for connecting the camlock coupling.

2.5 Documents

The following documents are required to be prepared prior to arrival in order to

achieve speedy clearance.

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 Quantity Description
16 Crew Lists
2 Store Lists
2 Personal Effect Lists
6 Passenger Lists
2 Cargo Manifests
4 Drugs/Narcotics List
4 Arms/Ammunition Lists
2 Vaccination Lists
4 Voyage Memo/Itinerary
2 De-ratting Certificate or De-ratting Exemption Certificate (copies)
2 Tanker’s General Information
1 Last Port Clearance
1 Tanker’s Certificates (for Inspection)

2.6 Navigation

2.6.1 Restricted Area

Due to the presence of numerous platforms, submarine obstructions

and pipelines, a Restricted Area has been established:

Refer to Navigation chart No. USNOA 71024, BA 2660(a), BA 2414 and

BA 3543.

A 5° 30' N 104° 34'E

B 5° 10' N 105° 34' E
C 5° 20' N 105° 40' E
D 5° 46' N 105° 14' E
E 5° 46' N 104° 48' E
F 5° 56' N 104° 04'E
G 5° 46' N 104° 04' E

Tanker bound for the Dulang Marine Terminal should approach the awaiting area
keeping well clear of the restricted area.

Tanker should, under no circumstances enter or anchor in or near the restricted

area.

The platforms are good radar targets, normally detectable on the Plain Position
Indicator [PPI] at a range of 20 miles. However, due to the possible presence of
drilling vessels and construction work taking place in the area, platforms not be
used as navigational aids except when positively identified and the position
confirmed by other means.

Tankers which have received VHF instructions from the FSO shall proceed to the
pilot boarding position and must maintain a distance of not less than two [2] miles
from all oil platforms, structures, work or crane barges within the Restricted Area.

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Should this distance need to be increased they will be so advised by Dulang
Marine Terminal and the attending Mooring Master

2.6.2 Waiting Area

A waiting area for tankers has been established at a position centred on

position 5° 44' N 104° 00' E with a radius of five [5] nautical miles. See
Appendix A.

2.6.3 Anchoring
The water depth at the waiting area ranges between 60 and 90 meters.
The sea bottom consists of fine mud and sand and provides poor anchor
holding
ground. Anchoring in the Waiting Area is therefore not recommended.
Tankers waiting to berth at DULANG Marine Terminal are advised to drift
or slow-steam in the waiting area or in the area Southwest of the waiting
area while keeping in VHF radio contact with the terminal.

2.6.4 Pilot/Mooring Master

The Pilot/Mooring Master will normally board tanker from a tug at port
midship via pilot or combination ladder. Tankers will be informed by VHF
prior to berthing of the boarding position, which is typically 2 NM aft of the
FSO depending on the heading. Bear in mind that the FSO is turret
mounted and may change heading anytime depending on the current and
wind direction.

2.6.5 Weather and Currents

Reference: China Sea Pilot Vol. 1.

Southwest Monsoon (May to September)

Winds are generally from South or Southwest during this period and can
reach gale force in local squalls.

Northeast Monsoon (November to March)

Winds are generally from the Northeast during this period intermittent bad
weather occurs during this monsoon and high sea and swell conditions
can persist for extended periods.

Transition Periods (April and October)

Winds are generally variable during the transition periods, but may freshen
in the late afternoon and early evening. Occasionally, local gale force
squalls may occur, but these are generally short in duration.

Currents

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Ocean currents are variable except in the Northeast monsoon period when
a 1 to 1.5 knot south-west setting current predominates.

Caution
Severe squalls often occur suddenly and without warning. It is therefore,
important when moored, that a 24-hour watch be kept during the lifting.

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3.0 FACILITIES AND OPERATIONS

3.1 Floating Storage and Offloading Vessel (FSO)

The FSO is a flat (slab) sided barge, fitted with fenders, cranes, mooring hawser
and hose for loading. Its overall length is 242 metres and the total crude oil
capacity is 856,370 barrels (98% full). The FSO is fitted with a meter and prover
system for the measurement of the crude.

A dedicated tug is in close attendance for assisting in the berthing and mooring of
the tankers.

Tankers up to 150,000 Summer DWT, can be moored in tandem astern of the

FSO by means of a mooring hawser secured via a chafe chain to the bow chain
stopper of the tanker. Dedicated tug and support vessel will assist in the mooring
operation whereby the crude oil is transferred from the FSO by a single 16” floating
hose string to the midship manifold of the tanker.

3.2 Notice of Readiness (NOR)

Tankers calling at DULANG Marine Terminal are to be in all respects ready to

commence loading. The NOR will be acknowledged at the time of the Mooring
Master boarding. The NOR shall be tendered only when the vessel arrives at Pilot
Boarding Point or when the Mooring Master boards whichever is earlier. NOR will
not be accepted when the terminal is “CLOSED” due to unfavourable weather/sea
conditions.

Allowed laytime as used herein shall unless otherwise agreed by the Parties to be
forty-eight (48) hours, inclusive of the thirty-six (36) running hours allowed for
loading.

3.3 Mooring

Prior to mooring, the Pilot/Mooring Master will discuss with the Master of the
tanker the intended mooring operation and make sure that the tanker is fully
manoeuvrable. He will also inspect the tanker’s ballast to ensure that only clean
ballast is carried and that its disposal overboard will be safely carried out if done
simultaneously with the loading of the cargo.

Mooring is carried out only during daylight hours and cut off time for pilot boarding
is 1600hrs night time, whereas unmooring can take place at any time of the day
or night.

After ensuring the manoeuvring area is clear of other traffic, and that weather and
sea conditions are suitable, the Pilot/Mooring Master will manoeuvre the tanker
for the approach to the FSO. The heading of the tanker will normally be such that
she will have the wind ahead, but current may have to be taken into account.

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Mooring Master, Mooring Supervisor and other essential personnel will board the
tanker for clearance and tanker inspection. The Mooring Master will be the
CARIGALI representative on board the tanker. The Mooring Supervisor will advise
the tanker’s crew in hooking up the hawser and hose. The Malaysian Officials will
clear the tanker and the surveyors will inspect the tanker’s cargo tanks and take
ullages.

Immediately after all personnel are on board, a tool basket will be lifted on board
at the midship manifold area. The tanker should have the crane plumbed 3 metres
off the ship’s side/ a guide line should be connected to the crane lifting hook.
Sufficient crew must be available on deck at that time to expedite the lifting of tool
basket onboard.

The following equipment, provided by the tanker, shall be in position and ready
for use when the Mooring Master and Mooring Supervisor boards:

On the forecastle-head:
(1) One messenger line, minimum 3-inch circumference x 200m long
(2) A selection of shackles, strops and tools (sledge hammer, crowbar, etc.)

On the poop-deck:
(1) One messenger line, minimum 3-inch circumference x 200m long

When the approach to the FSO commences, the support vessels and tug will be
in attendance to assist.

APPROACH TO THE FSO INVOLVES MANOEUVERING AT CLOSE

QUARTERS TO THE FSO. IT IS IMPERATIVE, THEREFORE, THAT ALL
MEASURES ARE TAKEN TO ENSURE THAT THERE IS NO LOSS OF
STEERING DURING MANOEUVERING. The Mooring Master will test the tanker’s
engine ahead and astern and also the full port to starboard rudder before
commencing his approach run.

The hawser messenger line which is connected to the 10” pick up rope followed
by a 76mm or 54mm chafe chain (depending upon the size of tanker). This chain
in turn, is shackled to a 24” circumference nylon hawser shackled to a 76mm
chafing chain which is secured to the stern and bow of the FSO.

During the approach of the tanker to the FSO, the tanker’s crew, under the advice
of the Mooring Supervisor, will prepare the forecastle for the mooring operation.
This will include passing one messenger rope through the centre bow fairlead (or
other fairlead designated by the Mooring Master) ready to be sent to the
tug/support vessel.

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3.4 Hose Connection

The hose connection will be done by the tanker’s crew, supervised by a

responsible officer from the tanker. The FSO Mooring Supervisor will oversee the
operation to ensure proper procedures are followed.

Upon completion of the mooring operation, a single cargo hose will be connected
to the tanker’s port midship manifold which must be prepared prior to the mooring
to accept the 16-inch hose with a 150# ANSI camlock fitting.

Depending upon the freeboard of the tanker, the weight of the hose string to be
lifted could approach 8.5 tons. All tankers calling DULANG Marine Terminal must
have their either port or starboard crane rigged which is reachable during the
operation with minimum safe working load of 15tons.

The tug will tow the end of the hose string to the tanker’s port or starboard midship
manifold area and connect the tanker’s cargo hook to the hose pick-up chain. The
hose will then be lifted to a position sufficiently above the main deck so that the
hang-off chain can be connected to the snubbing chain which will be secured to
the manifold bits. The blind will be removed and the hose connected to the
manifold by means of a camlock coupling.

When the hose is connected, the length between the manifold and the rail will be
supported by a nylon sling suspended from the tanker’s crane. This is to ensure
that there is no undue strain on any part of the manifold or hose string.

3.5 Loading Operations

3.5.1 Transfer Plan

Prior to commencement of loading, an agreed oil transfer plan must be
established and understood by both parties. This will include loading rates
for start-up, maximum bulk, tank top-off rates and also the emergency stop
procedure.

When the tanker is ready, the responsible officer will advise the Mooring
Master who will in turn advice the FSO cargo control room by VHF that
loading may commence. The FSO will then commence the loading at the
agreed start-up rate and adhering to start-up procedures. The rate will not
be increased to the bulk loading rate until it has been established that there
are no leaks or significant rise in pressure on the loading line(s).
Loading operations will be controlled by VHF radio communication
between the FSO and tanker control rooms.

Tankers are required to maintain a 24-hours watch on the bow, midship

manifold and bridge/cargo control room during the lifting and
communications procedures are to be established to provide for prompt
stoppage of the transfer in case of overflow or another emergency.

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 When the tanker is at the terminal, the boiler tubes are not to be blown.
Every precaution must be taken that no sparks escape from the funnel.

3.5.2 Crude Transfer Rate

Dulang Marine Terminal maximum pumping rates is 3300 m3 per hour
with TWO cargo oil pumps. Total available cargo oil pumps onboard are
FOUR units.

In order to expedite turn-around time, tankers are encouraged to take

maximum loading rate when they can safely do so. Care must be taken
not to overload or underload. The lifting tolerance is +/-5%.

Caution:

Warning is given of the danger of closing valves against an incoming oil

stream. This will create excessive pressure which may result in damage
to the loading hoses and terminal facilities. Tankers will be held liable for
damage resulting from failure to observe this precaution.

DULANG Crude Oil Properties

Stabilised DULANG crude oil loaded from the FSO will have the following
approximate characteristics:

API Gravity 37
Specific gravity 0.8399
Temperature 48 - 50°C

It is a waxy crude with a pour point of about 36 oC and requires heating.

3.6 Hose Disconnection

The hose disconnection will be done by the tanker’s crew, with the FSO Mooring
Supervisor monitoring the operation to ensure it is done correctly.

During the last few minutes of loading insignificant quantity of pour-point

depressant chemical shall be injected at the manifold to prevent crude
solidification, for crude that will remain inside the hose string after the loading.
This treatment will have negligible effect on the crude properties. Upon completion
of loading, the tanker will then be advised to first close the manifold valve followed
by the hose end butterfly valve. The hose will then be disconnected, blanked and
lowered into the water with the hose pick up rope secured to the tanker's manifold
bit while waiting for unmooring.

3.7 Unmooring

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Prior to unmooring, the Mooring Master will discuss the procedure with the
master of the tanker to ensure a safe disconnect. Tanker required to be cast off
as soon as possible upon receipt cargo documents or standby at waiting area if
any issue regarding cargo figures which may cause delay in receipt of cargo
documents.

Immediately after the hose is disconnected, unmooring of the tanker will

commence. The support vessel at the stern or bow of the tanker will be released
at the discretion of the Mooring Master. On the instruction of the Mooring Master,
the mooring hawser will be
hove in to disconnect the chain from the chain stopper. The mooring chain and
hose will then be released and the tanker will be allowed to drift away from FSO.
While the tanker moves away with or without the assistance of the tug/support
vessel, the mooring hawser will be lowered into the water by easing back on the
pick-up rope.

When the tanker is safely clear of the FSO, the tool basket will be lowered to the
tug and the personnel will disembark. Allowed laytime shall cease upon
completion of loading. For the avoidance of doubt, time for tank calculation,
documentation and cargo hose disconnected after loading completed shall not be
counted in laytime period and no demurrage shall be payable.

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4.0 SAFETY AND FIRE

4.1 Ship/Shore Safety Check List

A Ship/Shore Safety and Pollution Check List is used at the terminal and all
operations closely follow the recommendations contained in the “International
Safety Guide for Oil Tankers and Terminals”.

4.2 Deck Watch and Mooring Management

It is imperative that a continuous deck watch, with a responsible officer, be kept

at all times.

The quantity of cargo received by the tanker and the pressure at the loading
manifold should be recorded and compared with those of the FSO at regular
intervals.

4.3 Unmooring Due to Weather/Emergency

If wind and sea conditions or the load on the mooring hawser reach designed
limits for the terminal, loading will be suspended and, where necessary, the tanker
unmoored.

The tanker’s engines should be on stand-by at all times for immediate evacuation
of the berth in case of an emergency. Below are the weather requirement
guidelines for mooring, loading and unmooring operations. However, final
decision to declare port close shall be made under the jurisdiction of FSO Master.

4.3.1 Mooring and Loading Operations

Maximum Wind Velocity 20 to 25 knots

Maximum Sea/Swell Height 2.0 to 2.5 meters

4.3.2 Remaining at Berth

Maximum Wind Velocity 30 knots

Maximum Sea/Swell Height 3.5 meters

4.4 VHF Communication Failure

VHF radio communications should be maintained at all times. Loading operations

will be stopped if contact is lost.

4.5 Electrical Storms

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 Electrical storms- loading will be stopped during thunderstorms/electrical storms
in the immediate vicinity.

4.6 Fire

In the event of fire on board, immediately advise the FSO cargo control room to
stop loading, and prepare to disconnect the hose and evacuate the berth. The tug
standing by may assist if required, under the FSO Mooring Master’s guidance. In
case of VHF communication failure, sound ten short blasts on the ship’s whistle.

4.7 Hydrogen Sulphide

Dulang field is currently operating under H2S condition where H2S reading
already detected from reservoir and also in processing facility. H2S reading
detected in tanks. In the event of lifting operations, marine team from both side
need to equipped with necessary PPE (half face mask, H2S personal detector,
escape set) to be ready at site. The personnel also required to attend necessary
H2S competency training to handle the operations.

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5.0 LOCAL LAWS AND REGULATIONS

5.1 Caution

The terminal is located within Malaysia’s Exclusive Economic Zone. The Master
or Owner of the tanker is subject to prosecution if oil is discharged or escapes into
the sea. The Master and Owner will be held liable for all clean-up costs and third-
party claims. Applicable laws are Exclusive Economic Zone Act and
Environmental Quality Act.

DULANG crude oil is high wax content oil which solidifies at sea temperatures. It
is imperative that escape of oil, whether from the cargo or otherwise is prevented.

5.2 Deballast

Ballast water pumped overboard should not contain oil or mixtures containing oil
(a mixture with an oil content of one hundred parts or more in one million parts of
the mixture) in accordance with Section 27(1) of the Environmental Quality
(Amendment) Act, 1985 with regard to Malaysian Waters and Section 20(1) of the
Exclusive Zone Act, 1984 with regard to the Exclusive Economic Zone.

The tanker’s ballast tanks will be carefully inspected. Tankers with dirty or doubtful
ballast water will not be accepted unless analysis samples for oil content show
otherwise.

5.3 Vapour Return

There is no facility or requirement to return vapour to the FSO through a vapour

return line. Tanker will vent tank vapour into the atmosphere during loading.

5.4 Oil Spills

Should an overflow or hose leak occur during loading, immediately advise the
FSO to stop loading; retain the spillage on board and clean up or recover the oil.
All spillage of oil must be reported immediately to the DULANG Marine Terminal
Representative and a detail report must be written and submitted by the master
of the tanker concerned.

5.5 Garbage Disposal

Dumping of any garbage overboard, of whatever kind, is strictly prohibited which

includes CAT A, B, C, D, E, F, G, H, I, J and K as per MARPOL Annex V

5.6 Local Laws: Exclusive Economic Zone Act & Environmental Quality Act

5.6.1 SECTION 10(1), EXCLUSIVE ECONOMIC ZONE ACT, 1984

If any oil, mixture containing oil or pollutant is discharged or escape into
the exclusive economic zone from any vessel, land-based source,

22
 installation, device or aircraft, from or through the atmosphere or by
dumping:

(a) The owner or master of the vessel, if the discharge or escape is from
a vessel

(b) The owner or occupier of the place on land, if the discharge or escape
is from land

(c) The owner or person in charge of the installation or device, if the

discharge or escape is from installation or a device; or

(d) The owner or pilot of the aircraft, if the discharge or escape is from an
aircraft,

Shall each be guilty of an offence and shall be liable to a fine not exceeding
one million ringgit.

5.6.2 SECTION 27(1), ENVIRONMENTAL QUALITY (AMENDMENT) ACT,

1985
No person shall, unless licensed, discharge or spill any oil or mixture
containing oil into Malaysian waters in contravention of the acceptable
conditions specified under Section 21.

(I) SECTION 21, ENVIRONMENTAL QUALITY ACT, 1974

The minister, after consultation with the council, may specify the
acceptable conditions of the emission, discharge or deposit of wastes or
the emission of noise into any area, segment or element of the
environment within which the emission, discharge or deposit is prohibited
or restricted.

(II) SECTION 2, ENVIRONMENTAL QUALITY ACT, 1974

“Mixture containing oil” means a mixture with such oil content as may be
specified by the Minister or, if such oil content is not specified, a mixture
with an oil content of one hundred parts or more in one million parts of
the mixture.

5.7 Removal of Wrecks

Should any tanker or craft sink or become an obstruction in any part of the terminal
or approaches thereto or the area of the submarine pipelines, CARIGALI shall be
empowered and shall have the right to take steps it may deem necessary to
remove the obstructions without notice to the owners. All expenses of such
removal shall be borne by the vessel or craft or by those owning the time of the
accident causing the obstruction and CARIGALI shall be entitled to
reimbursement by them for any such expenses incurred by it.

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6.0 CONDITIONS OF USE OF DULANG MARINE TERMINAL

All facilities and assistance of any sort, whatsoever, provided by PETRONAS CARIGALI
SDN BHD (hereinafter called the Operator) in connection with the port, whether or not
any charge is made by the Operator therefore, are provided subject to the following
conditions:

Neither the Operator nor its servants (in whatsoever capacity they may be acting) shall
be responsible for any loss, damage or delay from whatsoever cause, arising in
consequence of any assistance, advice, or instructions whatsoever, given, or tendered in
respect of any vessel, whether by the way of pilotage or berthing services, the provision
of navigational facilities including buoys or other channel markings, or otherwise. In all
circumstances the master of any vessel shall remain solely responsible on behalf of his
Owners for the safety and proper navigation of his vessel.

While the Operator endeavours to ensure that the berths, premises, facilities, property,
gear, craft and equipment provided by the Operator are safe and suitable for vessels
permitted or invited to use them, no guarantee of such safety or suitability is given and
the Operator shall not be responsible for any loss, damage, or delay of any sort that may
be sustained by, or occur to any vessel, or her Owners, or her cargo, or any part thereof,
(whether such cargo is on board or in the course of loading or discharge) by whomsoever,
or whatsoever cause, such loss, damage or delay is occasioned and whether or not it is
due in whole or in part to any act, neglect, omission or default, on the part of any servant
or agent of the Operator, or by any fault or defect in any of the Operator’s berths,
premises, facilities, property, gear, craft or equipment of any sort.

The Operator will not be responsible for any loss, damage, or delay, directly or indirectly
caused by, or arising from, strikes, lockouts, or labour disputes, disturbances, whether
the Operator or its agents are parties thereto or not.

If, in connection with, or by reason of the use by any vessel of any berth, or any part of
the Operator’s premises, or of any gear, or equipment provided by the Operator, or of any
craft or of any facility, or property, of any sort whatever, belonging to or provide by the
Operator, any damage is caused to any such berth, premises, gear, or equipment, craft,
or other facility or property, from whatsoever cause such damage may arise, and
irrespective of whether or not such damage has been caused or contributed to by
negligence of the Operator, of its servants, and irrespective of whether there has been
any neglect, or default of the vessel, or the Owners, in any such case the vessel and the
Owners shall hold Operator harmless from, and indemnified against all such damage,
and against all loss sustained by operator consequent thereon. Further the vessel, and
her Owners shall hold the Operator harmless from, and indemnified against, all and any
claims, damages, costs and expenses arising out of any loss, damage or delay caused
to any third party by the vessel, or by her Master, or crew, or by any servants, or agents
of the Owners.

If any vessel sinks, or grounds, or otherwise becomes in the opinion of the Operators,
and obstruction or danger in any part of the port of the approaches thereto, and the Owner
of the vessel fails to remove the obstruction or danger within a period to be stipulated by

24
the Operator, the Operator shall be empowered to take any steps it may deem to be
necessary to remove the obstruction or danger, and any expenses of such removal shall
be recoverable from the Owner of the vessel at the time of the accident causing the
danger or obstruction.

The Master, or the person in charge of the vessel, shall, from time to time, place,
transport, and remove the vessel at, or to such jetty, or berth as the Operator Terminal
Representative or any servant of Operator in charge of the Operator’s premises and the
Operator’s property shall reasonably require for the proper and efficient use of the same.

These conditions shall be construed according to the laws of Malaysia and if so, required
by the Operator, the vessel and her Owners shall submit to the jurisdiction of the
Malaysian Courts.

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APPENDICES

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