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Port Regulations – 2020 Edition / Page 1
PORT REGULATIONS
- English version -
VALIDITY & LIABILITY
This Manual furnishes updated information about Terminales Marítimas Patagónicas
(TERMAP S.A.) as of October 1st, 2020. This edition will be frequently reviewed and updated
by the Maritime Superintendent and its coming into effect will be authorized by the General
Manager on the date shown below.
TERMAP S.A. neither warrants nor assumes any liability for the completeness of its contents
or any additional information that the company may provide in the future, through duty
updating.
The instructions and procedures included in this document must be fulfilled by the personnel
of TERMAP S.A., as well as by the personnel employed by contractors and companies working
in the Terminals.
Nevertheless, the information comprised in this Manual does not supersede nor does it replace
any other current information or rules enacted by local or international competent authorities,
nor does it release Owners, Charterers, Pilots or Masters of Vessels from their legal liability
and obligations.
The terms and conditions governing the use of the Caleta Córdova and Caleta Olivia Terminals
are included in this Manual and acceptation by all users of the Terminals is obligatory. Copies
of these rules shall be delivered to Ship owners, Charterers and Masters of Vessels that load in
these facilities.
José Luis Marzocca Daniel A. Scalise
Maritime Superintendent General Manager
TERMAP S.A. TERMAP S.A.
Update: Day: 01 Month: October Year: 2020
Valid from: Day: 01 Month: October Year: 2020
Port Regulations – 2020 Edition / Page 2
PORT REGULATIONS
Note of Reception
I hereby acknowledge receipt of the manual entitled “Port Regulations”, Edition 2020, updated
to 1st of October 2020, and “Conditions for the use of the Terminal and Services” of Terminales
Marítimas Patagónicas S.A. (TERMAP S.A.).
On behalf of the Tanker’s Owners and/or Charterers, I hereby accept the requirements and rules
set forth in said manual and in “Conditions for the use of the Terminal and Services”.
Capitán / Master: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Buque / Vessel: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Fecha / Date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Hora / Time: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Port Regulations – 2020 Edition / Page 3
Foreword
This Manual is intended for Ship Owners, Charterers, Pilots and Masters of Vessels using the
Terminals, since it contains information on general conditions, facilities, services and rules that
must be strictly complied with. It may also be used as a reference by maritime agencies, cargo
surveyors companies or any other organization or company related with the operation of the
SPM terminals of TERMAP.
The Port Regulations Manual is divided into the following sections:
- Section A: Comprises all relevant warnings and major precautions to be considered
when operating.
- Section B: Details in primers of quick access all emergency procedures and how the
company manages emergencies.
- Section C: Reports the Terminal operational limits.
- Section D: Specifies the roles and responsibilities of key members of staff involved in
operations.
- Section E: Contains a step by step description of the operations carried out in the
Terminal.
- Section F: Contains general information about the Terminal.
- Section G: Contains glossary and definitions.
- Section H: Contains annexes, main documents relating to the operation, general
information and descriptive figures.
- Section I / OCIMF: Contains links of this Port Regulations Manual with the sections
suggested in the document Marine Terminal Information Booklet / OCIMF, Guidelines
and Recommendations - First edition 2018.
Port Regulations – 2020 Edition / Page 4
INDEX
A WARNINGS
A.1 Tanker’s Master Responsibility
A.2 Surge Pressure
A.3 Pollution
A.4 Hydrogen Sulfide (H2S)
A.5 Alcohol & Drugs
A.6 Smoking
A.7 Operations Stop
B EMERGENCIES
B.1 Emergency Procedures
B.1.01 Emergency Communications
B.1.02 Emergency Signal
B.1.03 Loading Interruption
B.1.04 Electric Storm
B.1.05 Quick reference sheets of Emergency Procedures
B.2 Emergency Management
B.2.01 Documents
B.2.02 TERMAP S.A.’s Emergency Plan (Oil Spills at sea)
B.2.03 Contingency Plan
B.2.04 Oil Tanker Emergency Plan
B.2.05 Emergency Departure
B.2.06 Crude Oil Spill Response
C OPERATIONAL LIMITS OF CALETA CORDOVA AND CALETA OLIVIA
TERMINALS
C.1 Operational limits set out by the Argentine Naval Prefecture (PNA)
C.1.01 Minimum visibility for mooring and unmooring
C.1.02 Hydrometeorological Conditions for mooring
C.1.03 Hydrometeorological Conditions for operations
C.1.04 Mooring maneuvers time
C.1.05 Maximum allowed draft
C.2 Design And Construction Limits
C.3 Mooring System And Hose Layout Limits
C.3.01 General Limits
C.3.02 Deck equipment:
C.3.03 Manifold equipment
C.4 Operational Safety Limits – Cargo Stoppage and unmooring due to bad weather
conditions
C.5 Limits considered by the Loading & Mooring Master
C.6 Tanker’s trimming
C.7 Navigation Limits
C.8 Additional Limits
Port Regulations – 2020 Edition / Page 5
D OPERATION ROLES
D.1 Tanker’s Master
D.2 Pilot
D.3 Senior Mooring & Loading Master
D.4 Junior Mooring & Loading Master
D.5 Mooring Service Assistants
D.6 Tug’s Master
D.7 Mooring Boat’s Coxswain
D.8 Shore Base Boatswain
E DESCRIPTION OF MAIN OPERATIONS
E.1 Description of Mooring, Hose Connection/Disconnection, And Unmooring Maneuvers
E.1.01 Scope
E.1.02 Evaluation
E.1.03 Embarking condition
E.1.04 Main Engine Condition
E.1.05 Safety and Environmental Care
E.1.06 Necessary Tanker’s hardware readiness prior to mooring
E.1.07 Main Steps For Mooring
E.1.08 Main Steps for Hose connection.
E.1.09 Main steps for Hose disconnection
E.1.10 Main Steps for Unmooring
E.1.11 Operations stop and unmooring due to bad weather. Limits and Considerations
E.1.12 Illustrations
E.2 Loading Operations
E.2.01 Scope
E.2.02 Safety while loading
E.2.03 Loading Procedure – Minimum flow rate of operation
F PORT INFORMATION
F. 1 General
F.1.01 Introduction
F.1.02 Object
F.1.03 Termap’s Management System
F.1.04 Responsibility
F.1.05 Facilities, Official Address, Location and Main Characteristics
F.1.05.01 Comodoro Rivadavia
F.1.05.02 Caleta Cordova Terminal
F.1.05.03 Caleta Olivia Terminal
F.2 Terminal facilities
F.2.01 Facilities
F.2.02 Monobuoy
F.2.03 Design conditions for operations at the Terminal and Tanker
F.2.03.01 Maximum draft:
F.2.03.02 Maneuvering area restriction
F.2.03.04 Deballasting and Slops at the Terminal
F.2.03.03 Deballasting to the sea
F.2.04 Operational restrictions for pressure-Loading rate
Port Regulations – 2020 Edition / Page 6
F.2.05 Minimum Closing Time of Tanker’s Valves
F.3 Weather
F.3.01 General
F.3.02 Winds
F.3.03 Tides
F.3.04 Meteorological Characteristics (from Document: Derrotero Argentino-
Argenitne Course)
F.3.05 Caleta Córdova
F.3.06 Caleta Olivia
F.3.07 Forecast
F.4 Approach to Terminal, Navigation Aids and Restricted Areas of Operation
F.4.01 Approach to Terminal and Navigation Aids
F.4.02 Restricted area at the Terminal
F.4.03 Anchorage Area
F.4.04 Mooring & Loading Master Boarding Area
F.4.05 Mooring & Loading Master embarking/ disembarking
F.4.06 Mooring & Loading Master Generalities
F.5 Mooring and Loading
F.5.01 Tanker’s Equipment
F.5.02 Tanker’s readiness
F.5.03 Mooring Priority
F.5.04 Note Of Readiness (NOR), LayTime And NOR Acceptance
F.5.05 Mooring Operations
F.5.06 Hose Connection
F.5.07 Loading- Safety and Responsibility
F.5.08 Loading- Control of oil transfer
F.5.09 Pressure surge - Sanctions to Responsible Ship
F.5.10 Flag Signals
F.5.11 Request for Variation Of Committed Volume
F.5.12 Services and Facilities Provided by TERMAP
F.5.13 Flushing of the Terminal’s Oil Transfer System
F.6 Ballast, Air Pollution
F.6.01 Precautions and regulations
F.6.02 Minimum Ballast required
F.6.03 Surveillance and control
F.6.04 Simultaneous loading and deballasting
F.6.05 Maritime Ordinances for Vessels
F.6.06 Liability for Contamination
F.6.07 Ballast Water Management Plan
F.6.08 H2S & Mercaptans
F.6.09 Stability of Vessel during liquid transfer
F.6.10 Restriction of use of exhaust gas treatment systems with discharges to the sea
(scrubber - open loop)
F.7 Safety & Security
F.7.01 Safety
F.7.02 Ship/Shore Safety Check List (SSSCL)
Port Regulations – 2020 Edition / Page 7
F.7.03 Precautions to take by the Vessel during operations
F.7.04 Safety actions taken by the Company
F.7.05 Departure from the facilities
F.7.06 Operational Safety
F.7.07 Environmental Protection
F.7.08 ISPS Code – International ship and Port Facility Security Code
F.7.09 Access to the Facilities
F.8 Port Services and Requirements
F.8.01 Documents
F.8.02 Flag
F.8.03 Repairs and/or Inspections
F.8.04 Government Agencies
F.8.05 Authorities or Government Agents permanence on board
F.8.06 Quarantine Provisions
F.8.07 Consulates
F.8.08 Visitors and Change of Crew
F.8.09 Supplies
F.8.10 Emergency Medical Care
F.8.11 Maritime Agents
F.8.12 Smuggling
F.8.13 Waste
F.8.14 Disembark of Cargo Commission
F.8.15 Absence of Authority
F.9 Port fees
F.10 Communications
F.10.01 Notice of Arrival (ETA)
F.10.02 Pre. Arrival Information to be sent by the Tanker
F.10.03 Pre. Arrival Information to be sent by the Terminal
F.10.04 Initial radio communications
F.10.05 Ship-Shore Communication
F.10.06 Radio Watch
F. 11Additional Information and Documents
F.11.01 Maintenance of facilities
F.11.02 Monobuoy’s Maintenance windows
F.11.03 Information for Vessel’s nomination
G GLOSSARY
H ANNEXES, INFORMATIVES DOCUMENTS & FIGURES
Annex 1 Conditions for the use of the Terminals and services
Annex 2 Terminal’s Safety Requirements
Annex 3 Tanker’s Safety Check List
Annex 4 Fire Prevention Rules and Smoking Restrictions
Annex 5 Monobuoy and Terminal Equipment Verification Check List
Annex 6 5 minutes safety meeting
Annex 7 Vessel’s lifiting equipment verification check list
Port Regulations – 2020 Edition / Page 8
Annex 8 Pre Cargo Agreement
Annex 9 Pressure surge in Ship-Shore Pipe System
Annex 10 Tanker’s Pre Arrival Information
Annex 11 Letter of complaint due to lack of or defect on the Vessel’s deck equipment
Annex 12 Letter of complaint due to failure of the Vessel’s inert gas system
Annex 13 Letters of complaint from the Terminal
Annex 14 Reply to Vessels’ letter of complaint
Annex 15 Segregated ballast statement
Annex 16 Time Log and Flow and Pressure Control Vessel-Terminal
Annex 17 Ballast water reporting form
Annex 18 Vessel Performance Report (VPR)
Annexo 19 Terminal Pre-Arrival Information
Annex 20 Loading Procedure – POSGI 08
Annex 21 Environmental conditions for operation design and Buoy survival
Annex 22 Letter form for Vessels to request first response to oil spill
Annex 23 Location of Caleta Córdova SPM
Annex 24 Location of Caleta Olivia SPM
Annex 25 General arrangement of the Terminal
Annex 26 General arrangement of the Monobuoys SOFEC CC & MHI CO
Annex 27 Floating Hose System
Annex 28 Vessel’s connecting hose
Annex 29 Mooring System
Annex 30 OCIMF Manifold Arrangement
Annex 31 OCIMF Arrangement of Ship Mooring Equipment
Annex 32 Mooring Maneuver
Annex 33 Hose Connection Maneuver
Annex 34 Statement of compliance of Port Installation – Caleta Olivia – ISPS Code – Expiration
23/09/24
Annex 35 Statement of compliance of Port Installation – Caleta Córdova – ISPS Code – Expiration
23/09/24
Annex 36 Emergencies at the docks of TERMAP, Caleta Córdova and Caleta Olivia
Annex 37 Mooring procedure and hose connection - OP SGI OM 21
Annex 38 MSDS Cañadon seco crude oil
Annex 39 MSDS Escalante crude oil
I SECTION OCIMF
LINKS BETWEEN DOCUMENTS OF THIS PORT REGULATIONS WITH
SUGGESTED ONES BY OCIMF IN THE MARINE TERMINAL INFORMATION
BOOKLET
Port Regulations – 2020 Edition / Page 9
A) WARNINGS
A.1 Tanker’s Master Responsibility
The Tanker’s Master shall be at all times solely responsible for the safety of the vessel and its
crew, while berth at the Terminal.
A.2 Pressure Surge
The Vessel will be held responsible for any damage to the facilities and /or the environment
resulting from the wrong or negligent manipulation of the Tanker’s valves. TERMAP S.A. has
the right to penalize the Tanker, canceling the load, unmooring it from the Terminal and /or
vetoing the ship for other operations
VESSEL’S TANKS WILL NOT BE REFILLED OR VALVES CLOSED BEFORE
LOADING PUMPS HAVE BEEN STOPPED, OR THE LOADING RATE
DECREASED, AND ALL THESE ACTIONS CONFIRMED BY THE L&M MASTER.
A.3 Pollution
It is an offence to:
• Spill oil
• Dump garbage
• Pour contaminated ballast
• Emit excessive funnel smoke
A.4 Hydrogen sulfide (H2S)
Tankers arriving with cargo tank atmosphere of more than 5 ppm in H2S will not be moored.
If on arrival alongside the Terminal tanks atmosphere is found to contain a higher than
acceptable concentration, the Vessel will be required to vacate the berth. All delays and costs
associated with this condition will be on Vessel’s account.
A.5 Alcohol & Drugs
Masters are advised that operations will cease when the actions of a person or persons involved
in operations are not under proper control as a result of the use of alcohol and/or drugs.
Operations will not be resumed until the situation has been reported to and fully investigated
by relevant authorities and the company considers it safe to do so.
A.6 Smoking Restrictions
Port Regulations – 2020 Edition / Page 10
On board the Vessels moored at the Terminal, smoking is strictly prohibited except in
enclosed spaces specially indicated by the Master and the M&L Master as “smoking areas”.
Not following these rules will lead to the cease of operations and may result in the vacating
of the Vessel until a full investigation is carried out and a written assurance from Vessel’s
Master that effective controls have been taken is received.
A.7 Operations Stop
UNDER NO CIRCUMSTANCES TANKER’S CREW WILL CLOSE
VALVES AGAINST THE CARGO FLOW RATE OR
WILL REDUCE THE NUMBER OF TANKS FOR LOADING, WITHOUT
FIRST INFORMING TO THE M&L MASTER.
THE PROCEDURE OF LOADING INTERRUPTION MUST BE
FOLLOWED AT ALL TIMES.
ALL INCIDENTS SHALL BE INVESTIGATED BY LAW.
Port Regulations – 2020 Edition / Page 11
B) EMERGENCIES
Response to emergencies due to spills originated in the Tanker while staying at TERMAP
S.A.’s terminals will be managed following our Emergency Plan contributing to PLANCOM
(Argentine National Contingency Plan - Maritime Ordinance 8/98) from the Argentine Naval
Prefecture (PNA – Prefectura Naval Argentina). This plan aims to provide the first response
with Support Vessels working for the company.
All actions following the first 24 hours will be carried out by the companies in charge of the
Tanker’s emergency response system.
B.1 Emergency Procedure
B.1.01 Emergency Communications
MEANS
SPM CALETA
CORDOVA SPM CALETA OLIVIA
TERMINAL
PRINCIPAL VHF CHANNEL 68 VHF CHANNEL 69
SECONDARY VHF VHF CHANNEL 19 VHF CHANNEL 11
TELEPHONE (+54) 297-459 0056 (+54) 297- 485 2686
TUG
VESSEL
(T/V)
PRINCIPAL VHF CHANNEL 68 VHF CHANNEL 69
SECONDARY VHF VHF CHANNEL 19 VHF CHANNEL 11
T/V El Chaltén (+54) 297 154645575 (+54) 297 154645575
T/V El Maitén (+54) 297 155171814. (+54) 297 155171814.
Replacement T/V Ranquel: (+54) 291 154192533.
SERVICE
COMPANY
ANTARES
NAVIERA S.A.
PRINCIPAL VHF CHANNEL 68 VHF CHANNEL 69
TELEPHONE (+54) 297-459 0133
(+54) 297-459 0138 (+54) 297- 485 4934
Port Regulations – 2020 Edition / Page 12
B.1.02 Emergency Signal
Hoots of foghorn of no longer than 10 seconds, and continuous hoots of Tanker general alarm.
B.1.03 Loading Interruption
The unplanned and unforeseen interruption of loading operation from the Tanker is forbidden.
The Tanker’s Master may request the loading interruption in the following ways:
• Requesting to M&L Master
• Requesting directly to Terminal via radio or telephone
• Requesting via Assistance Tug
• Requesting via Mooring and Service Company based at shore
• Requesting via Assistance Tug by activating the ESD (Emergency Shut Down) of the
telemetry unit on board.
As a last resource, under the authorization of the M&L Master, by manually closing the
Manifold main valve as follows:
2/3 of the valve shall be closed in no more than one (1) minute.
The remaining 1/3, in no more than three (3) minutes.
B.1.04 Electric Storm
In case of electric storm all operations will be stopped and the Tanker must comply with the
requirement stated in REGINAVE, Title 4, Chapter 8, Section 8 from Argentine Naval
Prefecture which establishes the “Suspension of all loading and unloading of products
operations”
B.1.05 Quick reference sheets of Emergency Procedures
B.1.05. 01 Emergency on board or in the Tanker’s vicinity
B.1.05. 02 Fire on board the Tanker
B.1.05. 03 Fire or spill at Terminal
B.1.05. 04 Oil spill from Tanker or SPM
B.1.05. 05 Security thread and/or incursion in 500 meters area
Port Regulations – 2020 Edition / Page 13
TERMAP S.A.
Terminales Marítimas Patagónicas S.A. EMERGENCIES ON BOARD OR IN THE PROXIMITIES OF THE TANKER
INSTRUCTIONS IN CASE OF: EMERGENCIES ON BOARD OR IN THE PROXIMITIES OF THE TANKER
ACTIONS ON BOARD • GENERAL NOTICE
• NOTIFY PREFECTURA NAVAL ARGENTINA (PNA) COMODORO RIVADAVIA OR
CALETA OLIVIA.
• NOTIFY THE TERMINAL:
- Caleta Olivia: VHF maritime channel 69 or 11 Telephone: +54 297 485-2686
- Caleta Córdova: VHF maritime channel 68 ot 19 Telephone: +54 297 459-0056
- Operation Duty: +54 297 156 240 958
REPORT:
- Type of Emergency
- Level of Emergency
- Location of the Emergency
- Additional information
PERSON WHO DETECTS THE
EMERGENCY
VESSEL’S COMMANDING
OFFICER M&L MASTER
SUPPORT TUG’S COMMANDING
OFFICER
▪ Confirm own and others safety in the
proximities.
▪ Notify the Vessel’s Officer and/or the
M&L Master.
▪ Provide first information regarding
origin and extent of the emergency.
▪ Provide first response if possible.
▪ Notify the M&L Master and/or the
Terminal.
▪ Activate the Vessel’s Emergency Plan.
▪ Do NOT stop loading by activating the
Vessel’s valves.
▪ Request loading interruption to the
M&L Master and/or the Terminal.
▪ Coordinate hose disconnection with
the M&L Master.
▪ Prepare to leave the SPM.
▪ Keep permanent contact with the M&L
Master to coordinate actions and
possible support to the Terminal.
▪ Confirm safety of personnel.
▪ Notify the Terminal, Tug and Maritime
Superintendent.
▪ Activate the Terminal’s Emergency
Plan.
▪ Request loading interruption to the
Terminal.
▪ Coordinate valves closure and hose
disconnection.
▪ Coordinate the possible vacating from
the SPM
▪ Coordinate the possible assistance to
the Tug.
▪ Coordinate the possible assistance to
the Mooring Boat.
▪ Keep contact with the Maritime
Superintendent for possible support to
the Terminal or to receive instructions.
▪ Activate the Tug’s Emergency Plan to assist
others.
▪ Give priority to safety of people at all times
(This is general, not exclusive of the Tug).
▪ Notify the Office on shore at Dock of Caleta
Olivia or Caleta Córdova.
▪ Warn or request the approach of the Mooring
Boat.
▪ Prepare equipment, materials and personnel
according to the emergency.
▪ Prepare Tug System.
▪ Prepare equipment and crew to disembark
injured personnel and/or to carry out the Search
and Rescue.
TYPE OF EMERGENCIES
- MEDICAL EMERGENCY
- MAN OVERBORAD
- VESSEL’S COLLISION TO THE SPM
- TANKER’S GROUNDING
- LOSS OF TANKER’S PROPULSION AND/OR STEERING
- MOORING HAWSER BREAK
- BREAKAWAY ACTIVATION DURING OPERATIONS
- ASSISTANCE TO A VESSEL IN EMERGENCY
Port Regulations – 2020 Edition / Page 14
TERMAP S.A.
Terminales Marítimas Patagónicas S.A. FIRE ON BOARD THE TANKER (page 1 of 2)
INSTRUCTIONS IN CASE OF: FIRE ON BOARD THE TANKER
ACTIONS ON BOARD
• GENERAL NOTICE
• NOTIFY THE PREFECTURA NAVAL ARGENTINA (PNA), COMODORO RIVADAVIA OR CALETA OLIVIA.
• ACTIVATE THE VESSEL’S FOG HORN WITH LONG HOOTS OF NO MORE THAN 10 SECONDS AND CONTINUOUS HOOT OF THE VESSEL’S GENERAL
ALARM.
• NOTIFY THE TERMINAL
- Caleta Olivia: VHF maritime channel 69 or 11 Telephone: +54 297 485-2686
- Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 297 459-0056
- Operation Duty: +54 297 156 240 958
PERSON WHO DETECTS THE FIRE VESSEL’S COMMANDING
OFFICER
M&L MASTER SUPPORT TUG’S COMMANDING
OFFICER
▪ Confirm own and others safety in the
proximities of the fire.
▪ Notify the Vessel’s Officer and/or the
M&L Master.
▪ Provide first information regarding origin
and extent of the fire.
▪ Provide first response in case of minor fire
that may be controlled with portable
extinguishers.
▪ Require the activation of alarm.
▪ Notify the M&L Master and/or the
Terminal.
▪ Activate the Vessel’s Emergency Plan.
▪ Do NOT stop loading by activating the
Vessel’s valves.
▪ Request loading interruption to the M&L
Master and/or the Terminal.
▪ Coordinate hose disconnection with the
M&L Master.
▪ Prepare Tanker to leave the SPM.
▪ Keep permanent contact with the M&L
Master to coordinate the departure from
the SPM and the possible support to the
Terminal.
▪ Confirm safety of personnel.
▪ Notify the Terminal, the Tug and the
Maritime Superintendent.
▪ Activate the Terminal’s Emergency Plan.
▪ Request loading interruption to the
Terminal.
▪ Coordinate valves closure and hose
disconnection.
▪ Coordinate the possible vacating of the
SPM with the Tanker’s Officer.
▪ Coordinate the possible assistance of the
Tug Vessel for towing or firefighting.
▪ Coordinate the possible disembarking of
the personnel and/or abandoning the
Tanker.
▪ Keep contact with Maritime
Superintendent to coordinate the possible
support to the Terminal or to receive
instructions.
▪ Activate the Tug Emergency Plan to assist
others.
▪ Give priority to safety of people at all
times.
▪ Notify the Office on shore at Dock of
Caleta Olivia or Caleta Córdova.
▪ Warn or request the approach of the
Mooring Boat.
▪ Prepare firefighting equipment.
▪ Prepare equipment and crew to disembark
injured personnel and/or to carry out the
Search and Rescue.
Port Regulations – 2020 Edition / Page 15
TERMAP S.A.
Terminales Marítimas Patagónicas S.A. FIRE ON BOARD THE TANKER (page 2 of 2)
INSTRUCTIONS IN CASE OF: FIRE ON BOARD THE TANKER (continued)
ACTIONS AT THE TERMINAL
• PROCEED WITH THE NOTIFICATIONS INDICATED IN THIS DOCUMENT.
• NOTIFY THE TERMINAL
− Caleta Olivia: VHF maritime channel 69 or 11 Telephone : +54 0297 485-2686
− Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 0297 459-0056
− Operation Duty: Telephone: +54 297 156 240 958
CALETA OLIVIA / CORDOVA TANK
FARMS
CHIEF OF MARITIME
OPERATIONS
CHIEF OF LAND OPERATIONS INCIDENT COMMANDING
OFFICER
Tank Farm Chief/ Supervisor
C. Córdova: Juan Cortada +54 297 459 0056
C. Olivia: Marcelo Vilche +54 297 485 2686
Operation Duty: +54 297 156 240 958
Maritime Superintendent
José Luis Marzocca +54 297 447 4400
extension 113
Cell phone: +54 297 156 248 676
Operations Manager
Darío Puebla: +54 297 447 4400
extension 111
Cell phone: +54 297 156249 919
General Manager
Daniel Scalise: +54 297 447 4400
extension 110
Cell phone: +54 297 154526004
Management Duty: +54 297 156 249
919
• Stop loading.
• Close valves at the SPM and the Terminal.
• Notify the Operations Manager working as
Operations Commanding Officer.
• Stay alert to additional requirements from
the M&L Master.
• Coordinate local external support upon
request from the Chief of Maritime
Operations (Maritime Superintendent),
Supervisor of Maritime Operations
equipment (Maritime Maintenance
Leader), or the Chief of Onshore
Operations.
• Keep permanent contact with the M&L
Master.
• Coordinate aids and first assistance
with the M&L Master and the
representative of the mooring and
maintenance contractor Company.
• Inform and coordinate additional
actions with the Chief of Operations
and the Incident Commanding Officer.
• Keep permanent contact with the
Chief of Maritime Operations and the
Chief of Tank Farm.
• Coordinate additional aids and first
assistance.
• Inform and coordinate additional
actions with the Incident Commanding
Officer.
• Keep permanent contact with the
Chiefs of Maritime and Onshore
Operations regarding the development
of the incident and the result of the
actions taken.
• Establish the extent of the assistance
actions to the Tanker.
• Notify the Local, Provincial and
National Authorities and the Safety
Organisms.
• Notify the Directory.
• Notify the Producer Company that has
nominated the Vessel and its Ship
Owner.
Port Regulations – 2020 Edition / Page 16
TERMAP S.A.
Terminales Marítimas Patagónicas S.A.
FIRE OR OIL SPILL AT THE TERMINAL
INSTRUCTIONS IN CASE OF:
FIRE OR OIL SPILL AT THE TERMINAL
ACTIONS ON BOARD
▪ THE TERMINAL WILL ACTIVATE THE FIRE ALARM CONTINUOUSLY.
▪ CONFIRM THE ALARM
▪ COMMUNICATE WITH THE TERMINAL
− Caleta Olivia: VHF maritime channel 69 or 11 Telephone : +54 0297 485-2686
− Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 0297 459-0056
− Operation Duty: Telephone: +54 297 156 240 958
VESSEL’S COMMANDING OFFICER M&L MASTER SUPPORT TUG’S COMMANDING OFFICER
▪ Confirm the alarm with the Terminal.
▪ Communicate the M&L Master.
▪ Do NOT stop loading by activating the Vessel’s
valves.
▪ Request loading interruption to the M&L Master
and/or the Terminal.
▪ Coordinate hose disconnection with the M&L
Master.
▪ Prepare the Vessel to leave the Monobuoy.
▪ Keep permanent contact with the M&L Master to
coordinate departure from the Monobuoy.
• Establish contact with the Terminal, confirming the
emergency.
• Notify the Tanker, Support Tug and Maritime
Superintendent.
• Activate the Emergency Plan.
• Request loading interruption to the Terminal.
• Coordinate valve closure and hose disconnection.
• Coordinate Tanker unmooring and departure from
the Monobuoy.
• Keep contact with the Maritime Superintendent to
coordinate or receive instructions.
• Activate the Tug Emergency Plan to assist others.
• Keep permanent contact with the M&L Master.
Port Regulations – 2020 Edition / Page 17
TERMAP S.A.
Terminales Marítimas Patagónicas S.A.
OIL SPILL FROM THE VESSEL OR THE SPM
INSTRUCTIONS IN CASE OF:
OIL SPILL FROM THE VESSEL OR THE SPM
▪ GENERAL NOTICE
▪ NOTIFY THE PREFECTURA NAVAL ARGENTINA (PNA), COMODORO RIVADAVIA OR CALETA OLIVIA.
▪ NOTIFY THE TERMINAL
− Caleta Olivia: VHF maritime channel 69 or 11 Telephone : +54 0297 485-2686
− Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 0297 459-0056
− Operation Duty: Telephone: +54 297 156 240 958
PERSON WHO DETECTS THE
SPILL
VESSEL’S COMMANDING
OFFICER
M&L MASTER SUPPORT TUG’S COMMANDING
OFFICER
▪ Confirm own and others safety in
the proximities of the spill.
▪ Notify the Vessel’s Master and/or
the M&L Master.
▪ Provide first information
regarding origin and extent of the
spill.
▪ Provide first response in case of
minor spill. (SOPEP)
▪ Notify the M&L Master and/or the
Terminal.
▪ Activate the Vessel’s Emergency Plan to
control the spill.
▪ Do NOT stop loading by activating the
Vessel’s valves.
▪ Request loading interruption to the M&L
Master and/or the Terminal.
▪ Formally request the M&L Master the
Terminal’s cooperation to control de spill at
the sea.
▪ Coordinate hose disconnection with the
M&L Master.
▪ Prepare Tanker to leave the SPM.
▪ Keep permanent contact with the M&L
Master to coordinate the departure from
the SPM.
▪ Confirm safety of personnel.
▪ Notify the Terminal, the Tug and the Maritime
Superintendent.
▪ Activate the Maritime Terminal’s Emergency Plan.
▪ Request loading interruption to the Terminal.
▪ Coordinate valves closure and hose disconnection.
▪ Coordinate the possible vacating of the SPM with
the Tanker’s Officer.
▪ Coordinate the possible assistance of the Tug and
Mooring Boat for response to spill.
▪ Coordinate with the Tanker’s Master the Terminal’s
assistance.
▪ Keep contact with the Martitime Superintendent to
coordinate the possible support to the Terminal or to
receive instructions.
▪ Keep communications with the PNA representative
on board.
▪ Become “Supervisor of Maritime Operations
Equipment”, according to the Emergency Plan.
▪ Refer to the Emergency Plan of TERMAP SA,
contributing to the PLANACOM.
▪ Activate the Tug Emergency Plan for
spill management.
▪ Notify the Office on shore at Dock of
Caleta Olivia or Caleta Córdova.
▪ Warn or request the approach of the
Mooring Boat.
▪ Prepare the equipment for spill
management.
▪ Keep permanent contact with the M&L
Master.
▪ Become the “Maritime Response Team
Leader”, according to the Emergency
Plan.
Port Regulations – 2020 Edition / Page 18
TERMAP SA
Terminales Marítimas Patagónicas S.A:
HAZARD TO PROTECTION AND/OR INTRUSION TOTHE AREA OF 2 MILES
INSTRUCTIONS IN CASE OF:
HAZARD TO PROTECTION AND/OR INTRUSION TO THE AREA OF 2 MILES
▪ GENERAL NOTICE
▪ NOTIFY THE PREFECTURA NAVAL ARGENTINA (PNA), COMODORO RIVADAVIA OR CALETA OLIVIA.
▪ NOTIFY THE TERMINAL
− Caleta Olivia: VHF maritime channel 69 or 11 Telephone: +54 0297 485-2686/7739/5015/9683 – extension 114 Property Security
− Caleta Córdova: VHF maritime channel 68 or 19 Telephone: +54 0297 459-0056/0095/0148 – extension 104 Property Security
− TERMAP S.A. Port Facilities Protection Officer Telephone: +54 0297 154935691 or 156259408 or 156249722 or 156248676
− - PNA: VHF maritime channel 16
−
PERSON WHO DETECTS THE
HAZARD
VESSEL’S COMMANDING
OFFICER
M&L MASTER SUPPORT TUG
COMMANDING OFFICER
▪ Notify the M&L Master and/or the
Vessel’s Master and/or Support
Tug’s Master.
▪ Provide the first information
regarding the incident and details.
▪ Notify the Loading/ Mooring Master.
▪ Contact and warn the intruder vessel.
▪ Activate the Vessel’s Emergency
Plan.
▪ Do NOT stop loading by activating
the Vessel’s valves.
▪ Request loading interruption to the
M&L Master or the Terminal.
▪ Coordinate the hose disconnection
with the M&L Master.
▪ Prepare the Vessel to leave the
Monobuoy.
▪ Keep permanent contact with the
M&L Master to coordinate the
departure from the Monobuoy.
▪ Contact and warn the intruder vessel.
▪ Notify the Port Facility Protection Officer, the
Terminal, the Tug Vessel, the Maritime Superintendent
and the PNA representative on board, if present.
▪ Keep contact with the Port Facility Protection Officer
to coordinate actions with the Terminal or to receive
instructions. Same with the Vessel’s Master, Tug’s
Master, the Terminal and the Maritime Superintendent.
▪ Get ready to:
▪ Request loading interruption to the Terminal.
▪ Coordinate valves closure and hose disconnection.
▪ Coordinate with the Vessel’s Master the possible
departure from the Monobuoy.
▪ Coordinate Tug’s assistance.
▪ Coordinate with the Vessel’s Master the Terminal’s
assistance.
▪ Keep communications with the PNA representative on
board.
▪ Contact and warn the intruder
vessel.
▪ Activate the Vessel’s Protection
Plan.
▪ Keep permanent contact with the
M&L Master.
Port Regulations – 2020 Edition / Page 19
B.2 Emergency Management
B.2.01 Documents
TERMAP S.A. is organized and prepared to properly manage those emergencies that may arise
in its facilities. This section describes the documents that the authorities and representatives of
the Company have in case of need.
▪ Emergency Plan - Oil spills at sea
▪ Contingency plan - Emergencies at the Tank farm
- Emergencies at docks)
- Emergencies on board or on Tanker’s vicinity
B.2.02 TERMAP S.A.’s Emergency Plan (Oil Spills at sea)
TERMAP S. A. has an Emergency Plan authorized and audited by the Argentine Naval
Prefecture (Prefectura Naval Argentina) in case of oil spills from the loading maritime
terminals at Caleta Córdova and / or Caleta Olivia. This Emergency Plan meets the
requirements of the Maritime Ordinance 8/98.
The Plan considers the response to possible spills that may occur in the facilities of each
maritime terminal (SPM, Pipeline, Hoses, etc) and the first response to those spills originated
at the Tankers or any other spill it is responsible for. In those cases, the Emergency Plan
contemplates to carry out the first response until the Ship-Owner Company takes charge of the
situation.
B.2.03 Contingency Plan
The emergencies that may arise in the Terminal facilities of TERMAP S.A (except for those
referred to as Oil Spills at sea) are evaluated and their response is organized in the document
“Contingency Plan for Onshore Facilities”.
This Plan meets the requirements envisaged in the Resolution 342/93 of the Secretary of
Energy of Argentina, currently the Argentine Ministry of Energy and Mining.
In annex J, presented in this document as Annex 36, this Contingency Plan comprises the
management of those emergencies that may occur in TERMAP’s docks. Moreover, in annex
k, the emergencies that may take place on board the Tanker or its vicinity. These last
emergencies are outlined in this regulation as quick reference sheets of emergency procedures
(item B.1.05).
B.2.04 Oil Tanker Emergency Plan
All Tankers operating at the Company’s facilities must have the Onboard Emergency Plan
approved by the corresponding Maritime Authority, in agreement with Rule 26 of Annex I of
MARPOL Agreement 73/78. Therefore, Argentine flagships must have the Emergency Plan in
compliance with the Maritime Ordinance 8/98 of Argentine Naval Prefecture.
Furthermore, the Tanker shall prove its affiliation to the International Tanker Owners
Port Regulations – 2020 Edition / Page 20
Pollution Federation Ltd. (ITOPF), be member of some Protection and Indemnity Club (P&I
Clubs) that covers the risks of contamination with hydrocarbons, have the demanded Certificate
by the International Agreement about Civil Liability for Hydrocarbons Contamination (CLC
92) and declare in the process of its nomination (to be completed on the website
https://nominaciones.termap.com.ar/) that it has a Company that will provide the response to
Oil Spills and that will be ready to operate within 24 hours in case of occurrence of water
contamination that could be caused by the Tanker.
B.2.05 Emergency Departure
The Mooring and Loading Master (M&L Master) may, at his own discretion and if deemed
necessary, proceed to the emergency departure of the Tanker, both for safety reasons and to
protect the Terminal facilities. In this situation, loading operation must be stopped, following
the instructions of the M&L Master in order to stop oil transfer, disconnect the loading hose
and vacate the SPM.
In case the ship is not able to maneuver or sail on its own, (failure of electric generators,
propellers or steering system, for example) it will be towed off the SPM by the Support Tug
up to the nearest safest anchorage area, if conditions allow to do so.
B.2.06 Crude Oil Spill Response
According to the Emergency Plan, TERMAP has its own equipment to start the crude oil spill
response.
In case the Tanker causes an oil spill, this document includes a standard application form for
the Master of the Tanker to request a first response to TERMAP S.A. This form is shown in
Annex 22, Letter form for service request for spill control to TERMAP S.A.
In compliance with Maritime Ordinance 8/98 of the Argentine Naval Prefecture (PNA), for
foreign Tankers performing unusual trips, the Maritime Agent is in charge of presenting, with
sufficient anticipation, information referred to the availability of the necessary response
resources for a hydrocarbon spill or, alternatively, informing which hydrocarbon spill control
company was nominated to attend a possible situation of pollution produced by the Tanker.
The jurisdictional dependencies of PNA will evaluate the acceptability of this information.
Those Tankers usually operating in both terminals will have to present the appropriate
Emergency Plan approved by the PNA.
In addition, TERMAP SA requests for the Tanker nomination, the identification of the oil spill
response company in the nomination of the vessels carried out only in the website
https://nominaciones.termap.com.ar.
Port Regulations – 2020 Edition / Page 21
C) OPERATIONAL LIMITS OF CALETA CORDOVA AND CALETA
OLIVIA TERMINALS
C.1 Operational Limits set out by P.N.A. – Argentine Naval Prefecture
“Particular navigation safety rules applicable to SPM Monobuoys, Annex Alfa of SNAV
Regulation, NA 9 Nº 34/99”.
C.1.01 Minimum visibility for mooring and unmooring:
Minimum visibility to start mooring: 5 nautical miles
Minimum visibility to unmoor: 3 nautical miles.
C.1.02 Hydrometeorological Conditions for mooring:
Maximum admissible wind speed: 15 m/s (wind coming from the West)
Maximum wave height: 1.8 m
For winds coming from other sectors or quadrants, the permitted speed must be lower, so that
the related wave does not reach the maximum height indicated.
C.1.03 Hydrometeorological Conditions for operation:
Maximum admissible wind speed: 25 m/s (wind coming from the West)
C.1.04 Mooring maneuvers time:
Vessels under 70,000 DWT: They can moor at night when the wind speed does not
exceed 5 m/s and/or the wave height does not surpass
0.5 meters.
Vessel above 70,000 DWT: They can only moor during daylight time.
C.1.05 Maximum allowed draft: 18 meters (59' 02")
Notes:
- TERMAP SA assigns the value of the wind speed to average value of wind during a
period of one minute measured at a height of 10 meters above sea level.
- Daytime is considered the time intervals of the morning and evening nautical twilight.
Port Regulations – 2020 Edition / Page 22
C.2 Design and Construction Limits
Caleta
Córdova SPM Olivia SPM
• Maximum admitted DWT 160,000 DWT 160,000 DWT
• Minimum admitted DWT 39,000 DWT 39,000 DWT
Expected environmental conditions:
• Depth 37.14 m (121.8') 42.34 m (138.9')
• Tide range 5.98 m (19.6') 5.98 m (19.6')
• Wind speed 25.72 m/s (50 knots) 25.72 m/s (50 knots)
• Current speed 0.55 m/s (1.07 knots) 0.55 m/s (1.07 knots)
• Maximum wave height 6.30 m (20.6') 5.00 m (16.4')
C.3 Mooring System And Hose Layout Limits
C.3.01 General Limits
Both SPMs
Maximum allowed draft 18.0 m (59')
Maximum Bow-Manifold Distance 148.5 m (487.2')
Minimun Bow-Manifold Distance 92.0 m(301.8')
Minimum Hose Lifting Equipment Capacity (SWL)
Dead weight tonnage 39,000 to 60,000 DWT 10 tons
Dead weight tonnage 61,000 to 150,000 DWT 15 tons
Connection Flange for Tanker Hose 16"
Manifold Arrangement OCIMF
76mm Chain Stopper According To OCIMF 1 x SWL: 200 tons.
Floating Hose Connection To Vessel:
- Caleta Olivia SPM (#) Port/ Starboard
- Caleta Cordova SPM Starboard
Tankers shall have mooring systems and manifold arrangements as required by the OCIMF
(Oil Companies International Maritime Forum) in agreement with the following publications:
- “Recommendations for equipment employed in the bow mooring of conventional
tankers at single point moorings”, fourth edition 2007, and “Mooring equipment
guidelines” (MEG4), third edition 2018.
Port Regulations – 2020 Edition / Page 23
- “Recommendations for Oil and Chemical Tanker Manifolds and Associated
Equipment”, First Edition 2017
(#) Note: Refer to M&L Master information upon Arrival.
The following features are highlighted in the above publications:
C.3.02 Deck equipment:
▪ Distance between stopper - forward fairlead: 2.7 to 3.7 m.
▪ Stopper characteristics: SWL 200 tons, to secure 76mm chain. Throat section: 322 -
330 mm x 356 - 360mm.
▪ Since only a single chain is used for mooring, it is deemed advisable to use a stopper
and a central fairlead.
▪ A Smith Bracket may not be used.
C.3.03 Manifold equipment:
▪ Horizontal distance between manifold flange-side of ship: 4.6 m
▪ Maximum height of flange center on main deck: 2.1 m
▪ Minimum distance between manifold flange centers: 2.0 m
▪ Distance between connection flange center to drip trays: 0.9m (#)
(#) Due to the use of a 16" double carcass connection hose (1.4 m outside diameter),
Vessels failing to comply with this last requirement shall not be connected.
C.4 Operational Safety Limits – Cargo stoppage and unmooring due to bad
weather conditions
The mooring service provided by the Terminal includes a mooring Vessel and a Support
Tugboat.
All mooring and loading operations are performed with the permanent support of the Tugboat
in order to keep the mooring system tight and the Tanker’s bow at a safety distance from the
Monobuoy during the entire operation.
The Monobuoys have a system that controls the operational parameters, which is radio-linked
to the Tank Farm and the Support Tugboat. This telemetry system has automatic warning levels
in which reference values have been set for the M&L Master.
Section E.1.11 outlines those considerations that M&L Masters should take into account to
stop the operations and unmoor when weather conditions are inadequate.
In short, operations shall be suspended and loading shall be stopped, hose shall be disconnected
and Tanker unmooring shall be started when wind speed reaches 25 m/s (average wind value
in a period of one minute measured at 10 meters above sea level), and/or the mooring stress
repeatedly exceeds 81 tons, the mooring tension trend is increasing and the immediate weather
forecast is not favorable.
Port Regulations – 2020 Edition / Page 24
It is required that all Vessels have an inert gas system for treating their tank atmosphere.
Moreover, M&L Masters shall only authorize mooring of Vessels having tank atmospheres
with 8% or less Oxygen content by volume.
Vessels that, due to their number, volume and layout of cargo tanks, cannot operate at the
minimum loading rate (2,500 m3/h, according to item E.2.03 Loading Procedure – Minimum
volume of operation) may be unmoored in order not to delay the next Vessel coming up and
finish loading when the schedule of Vessels allows to do so (Minimum flow rate required).
In order to avoid a new nomination of Vessels failing to comply with the requirements of the
Company, the Vessel Commanding Officer, Producers or Ship owners, Charterers or Maritime
Agents, shall be duly advised of the reasons why they are disqualified from operating with the
Company.
The Vessel Commanding Officers shall accept in written, the “Conditions for Use of the
Terminals and Services”, as indicated in the new forms and annexes of the Port Regulations
that will be presented in due course.
C.5 Limits considered by the Mooring & Loading Master
All Vessel operations shall be decided by the Loading and Mooring Master, who will consider
whether the mooring and/or staying conditions of the Vessel at the Terminal are safe for the
staff, the environment and the facilities, and whether the vessel meets the requirements
established by TERMAP S.A. in its Port Regulations.
C.6 Tanker’s Trimming
The maximum trim accepted by the Terminal in segregated ballast condition (25% of the
DWT) is of 3 meters by stern. The vessel must always guarantee a safe evolution, keeping its
propeller and rudder 1/3 above the surface of the water as maximum.
C.7 Navigation limits
The Vessel Master must have special consideration to the short distance between the Loading
Buoy and the grounding line.
For safety reasons TERMAP S.A. recommends that Tankers at no time, under condition of
maximum draft, shall sail in the vicinity of its facilities, in areas of less than 22.5 meters depth.
Please, refer to the information included in official charts and nautical publications of the Naval
Hydrographic Service of Argentina (SHN – Servicio de Hidrogafía Naval).
C.8 Additional limits
TERMAP S.A. reserves the right to establish new limitations at its Maritime Terminals
whenever conditions are detected during the operations of Vessels that may threaten the
environment or the safety of the facilities.
Port Regulations – 2020 Edition / Page 25
D) OPERATION ROLES
D.1 Tanker’s Master
Under all circumstances and cases, Tankers shall be under the sole responsibility of their Master,
who shall provide at all times the necessary equipment and crew to perform loading maneuvers
and operations safely and in compliance with the procedure established by the Mooring/Loading
Master. Tanker’s Master shall instruct an appropriate schedule of duties and readiness on deck
and engine room that assure a prompt response in case of emergency.
D.2 Pilot
All foreign flagships required by Argentine Naval Prefecture to take a Pilot, shall board it before
starting mooring maneuvers. This Pilot must be authorized and registered by Argentine Naval
Prefecture.
The Pilot Service is not carried out by TERMAP S.A. and the companies that provide such service
have no representatives in the area of operation. Therefore, it should be required with enough
anticipation to the Maritime Agent, so that all necessary previsions are carried out in order not to
delay the operations.
The Pilot will remain on board during all cargo operation and will provide guidance to the
Tanker’s Master in all concerning maneuvering and navigational matters, unless special
exceptions authorized by the Argentine Naval Prefecture.
D.3 Senior Mooring & Loading Master
Professional designated by the Company to act as a mooring and loading advisor during crude
loading operations. Tankers shall not be allowed to approach the SPM without the assistance
of the M&L Master.
The M&L Master has, included but not limited to, the following responsibilities:
• Provide all the required instructions to the Tanker’s crew when approaching the SPM
for safe mooring, unmooring, loading and any other operation within the area where
crude loading is carried out.
• Ensure the state and condition of the Tanker and all the equipment. If the Master finds
it unsatisfactory, it shall be immediately reported to the Marine Superintendent.
• Perform the appropriate inspections on board the Tanker, for instance, the Oil Record
Book must be available for the M & L Master to check upon his boarding the Tanker.
• Be directly in charge of all communications among the Tankers involved in the
operations and on shore.
• Provide proper instructions during maneuvers to be followed by the Boats and Support
Tug.
• Ensure the compliance of all relevant safety regulations, recommendations indicated in
the Port Regulations, emergency procedures and adherence to the policy statement of
TERMAP S.A.
• Be responsible for the activities of the mooring assistance service team, and ensure that
he and the crew have enough rest periods during loading operations. Both M&L Master
Port Regulations – 2020 Edition / Page 26
and the team supervisor shall be at all times available. When the position is delegated
to another Senior or Junior M&L Master, it must be ensured that all aspects of the
operation were transferred and completely understood.
• Set the round frequency of mooring assistants in each point of interest (Tanker’s bow,
manifold and stern) and ensure their passage through each station at least three times
per hour.
• Ensure that all relevant information concerning loading/discharging operation is
received, imparted and exchanged with the Tanker’s Master, Officers and the relevant
staff on duty in the cargo control room. This shall include the completion of the safety
checklist between the Tanker and shore (SSSCL) and the safety documentation before
starting any operation.
• Coordinate with Tanker’s Master and Support Tug the pass out and take off of the
towline in order to avoid unsafe situations during rope handling in the Tanker’s
bollards, or when handling the towline linkage with the ropes in the Tug.
D.4 Junior Mooring & Loading Master
Professional designated by the Company (if available) to act as assistant to the Senior Mooring
& Loading Master during crude loading operations.
The Junior M & L Master has, included but not limited to, the following responsibilities:
• Assist the Senior M/L Master in all the required tasks.
• Assist in the Tanker’s bow during maneuvers of approaching, mooring and unmooring.
• Supervise the cargo hose connection.
• Supervise the safety towing connection.
• Supersede the Senior M&L Master during his resting periods.
D.5 Mooring Service Assistants
Personnel designated by the contracted Company to act as assistants to the Senior and Junior
Loading Masters.
The Mooring assistant personnel have, included but not limited to, the following
responsibilities:
• Assist in the Tanker’s bow during maneuvers of approaching, mooring and unmooring.
• Control the Tanker’s mooring, towing and lifting equipment to be used in the
maneuvers, alerting the M&L Master of any deviation detected.
• Perform the Tanker’s hose connection.
• Assist in the towing connection.
• After cargo hose connection, control the behavior of the floating hoses string, specially
the first hose off the Monobuoy, reporting to the M&L Master any irregular setting
detected. This control shall be carried out at regular intervals throughout loading
operation.
• Be on duty in the Tanker’s bow checking the relative Tanker-Buoy position and the
strength of the mooring hawser. This position will be alternated as indicated by the
M&L Master with the duty in the Manifold (checking the hose connection
Port Regulations – 2020 Edition / Page 27
performance) and in the Tanker’s stern, checking the performance of the safety towing
lines.
• Check any sign of pollution on water in the proximities of the Monobuoy, Hoses and
Tanker.
• Keep in communication with the M&L Master, reporting any risky situation
immediately.
• Take on board the Tanker all the necessary tools and equipment for the Tanker Rail
Hose connection.
• Set and control the pressure recorder in the appropriate device at the head of the
connection hose.
D.6 Tug’s Master
If available, an assistant Tug will be provided by the Company contracted to assist the Tanker
during maneuvers of approaching, mooring and unmooring and to keep the Vessel with a safety
tug throughout the loading operation.
The Tug master has, included but not limited to, the following responsibilities:
• Follow M&L Master’s indications during operations.
• Tow the floating hoses string if required, as indicated in OCIMF guidelines, respecting
the usual practices and hose manufacturer’s recommendations, avoiding forces that
may cause excessive tension or kinks and keeping an appropriate hose line
configuration.
• Control the telemetry display equipment to check the behavior of the mooring system
and the configuration of the Buoy – Tanker – Tug system, reporting to the M&L Master
on any unusual condition detected.
• Keep communications with the mooring assistant personnel in the Tanker’s bow, the
Vessel’s loading control room, the Terminal, Boats and the on shore base of the
Company contracted for mooring.
• Be in a condition of immediate response to assist the Tanker with all the available
resources in case of emergency.
• Control the type and capacity of the Tanker’s towing lines, regarding number, capacity
(SWL) and the general condition of the them, in order to ensure a safe towing at all
times.
• Make sure that before and after operations, the safety stand-by is met for those tasks
performed by the Boat/s, especially in bad weather conditions, reduced visibility or
during night time.
• Inform the M&L Master about any condition concerning operation, weather and/or
tugboat that may affect the continuity of the support/tug activity.
D.7 Mooring Boat’s Coxswain
The contracted Company supplies with one Boat (occasionally two boats, if no Support Tug is
available) to assist the Tanker during maneuvers of approaching, mooring, cargo hose lifting,
Port Regulations – 2020 Edition / Page 28
unmooring and transferring to/from the Tanker all the personnel involved in loading
operations. Moreover, it shall be in a stand by position at shore base throughout the operation.
The Mooring Boat’s Coxswain has, included but not limited to, the following responsibilities:
• Follow all M&L Master’s indications during operations.
• Check that all embarking personnel have all the personal protection elements and meet
the safety precautions related to electronic devices.
• Coordinate with Tanker’s Master all maneuvers of embarking/disembarking meeting
the recognized maritime standards.
• Tow the floating hoses line according to OCIMF guidelines, respecting the usual
practices and hose manufacturer’s recommendations, avoiding forces that may cause
excessive tension or kinks and keeping an appropriate configuration, reporting to the
M&L Master on any deviation detected.
• Stay alert and ready during stand by condition so as to provide immediate assistance to
the Tanker if required.
D.8 Shore based Boatswain
The shore base has enough personnel on duty to meet the operation requirements for 24 hours
a day in shifts of 12 hours.
The shore based boatswain has the following responsibilities:
On shore:
• Be responsible for the duty shift.
• Be in charge of communications related to operation and shore base.
• Prepare the readiness of the shore-based means involved in the operation.
On board the Mooring boat:
• Be in charge of deck maneuvers.
• Check Buoy and its equipment before mooring, before hose connection and a after
Tanker’s departure, as requested by M&L Master.
• Inform M&L Master about the results of the checks and any abnormality detected.
Port Regulations – 2020 Edition / Page 29
E) DESCRIPTION OF MAIN OPERATIONS
E.1 Description of Mooring, Hose Connection/Disconnection and Unmooring
Maneuvers
E.1.01 Scope
This section outlines the general guidelines to safely carry out mooring, hose connection and
disconnection and unmooring maneuvers with Tankers. The complete procedure is detailed in
Annex 37, PO OM 21 Mooring and hose connection procedure.
The instructions represent a guide for the best operational use of the maritime facilities of the
Company, regarding mooring and hose connection maneuvers to the Vessel and they consider
OCIMF guidelines recommendations. These are instructions of compulsory implementation in
all mooring, hose connection/disconnection and unmooring maneuvers carried out at the
Terminals of Caleta Cordova and Caleta Olivia.
Nevertheless, it must be pointed out that the M&L Master has the authority to implement
changes in the procedures and/or respond before unexpected situations, whenever they occur
during maneuvers.
E.1.02 Evaluation
The M&L Master will evaluate the situation and decide if conditions are given to start a safe
mooring, using all available resources as well as his own personal experience.
During periods when activities are suspended due to bad weather conditions and a Ship is
awaiting for conditions to improve, the M&L Master will permanently evaluate the mooring
conditions and keep a direct contact (via telephone or radio) with the Ship Master, in order to
have the best coordination for operation commencement.
If mooring operations need to be postponed (as considered by the M&L Master, or as requested
by the Ship Master or the Pilot or Mooring Boat Master) due to bad weather conditions or poor
safety conditions, the M&L Master is the only person authorized by TERMAP S.A. to provide
any information related to the interruption and the later possibility to continue maneuvers,
reporting on such event via fax to TERMAP’s administration and via radio to the Supervisor
on Duty in the corresponding Tank Farm.
E.1.03 Embarking Conditions
The Ship shall present a “Combined Pilot Ladder”, according to the international rules and to
the satisfaction of the M&L Master in the leeward side of the Ship.
The M&L Master will embark at least one nautical mile from the Monobuoy to facilitate the
Ship leeward and also, once on board, to evaluate the appropriate distance for the best final
approach to the Monobuoy.
Port Regulations – 2020 Edition / Page 30
E.1.04 Main Engine Condition
Once moored and during its entire stay at the Terminal, the Tanker shall keep at all times an
engine and generators setting that can ensure propulsion in the shortest time possible in cases
of emergency.
E.1.05 Safety and Environmental care
Taking into consideration those maneuvers carried out by the Tankers, prior to initiate any
maneuver, the following actions shall be performed:
• Safety Meeting: Prior to embarking, the M&L Master shall hold an inductive safety
meeting with the personnel involved in mooring/unmooring maneuvers in TERMAP’s
base. This meeting shall be duly documented.
• Safety Meeting: The Mooring Boat’s Master and the Support Tug’s Master shall hold
an inductive safety meeting with the personnel involved in the maneuvers in each of
the vessels. This meeting shall be duly documented.
Furthermore, the following safety or commissioning verifications of the equipment and/or
materials shall be performed:
• List of verifications of Monobuoy and equipment.
The M&L Master or the base Boatswain on board the Mooring Boat shall perform a
visual safety inspection to the monobuoy as indicated in the check list, especially made
for this purpose. When operations are finished, a similar inspection shall be carried out.
These verifications shall be duly documented.
• List of verifications for Safety and Prevention of Pollution, according to Maritime
Ordinance 1/93 of PNA (Argentine Naval Prefecture) and the SSSCL included in the
ISGOTT.
The M&L Master together with the Tanker’s Master/Chief Officer shall perform the
safety verification established in Maritime Ordinance 1/93 and in the SSSCL of
ISGOTT in the “Terminal-Tanker” interface. These verifications shall be duly
documented.
• List of verifications of the Tanker’s lifting equipment
The mooring personnel shall perform a visual safety verification of the Tanker’s (Boom
or Crane) lifting system used to connect/disconnect the hose of the Terminal. This
verification shall be duly documented.
• Turn on the Monobuoy Telemetry System. The system constantly provides the strength
value in the mooring line (mooring tension), the residual resistance of the mooring
hawser, the Monobuoy excursion and the wind speed intensity and direction, the main
variables the M&L Master shall consider during the operations. Additionally, the
system includes a display that represents the configuration of the Monobuoy-Tanker-
Tug Boat system that is provided with angle alarms of mooring line, tow line and tanker
to monobuoy distance, all necessary for the safety condition control of such
configuration throughout the operation. If this equipment is unavailable, each tug vessel
is equipped with the Coastal Explorer software, which provides similar information to
control those aspects related to the system configuration.
Port Regulations – 2020 Edition / Page 31
The information will be recorded just in case an analysis is required once the operations
are finished. The absence of such information does not imply that operations cannot be
carried out, since they can be performed without these references or aids.
• Moreover, if available and weather conditions allow its installation, the Terminal will
provide for mooring maneuvers a pick up rope of special characteristics (MBL: 250
tons)
E.1.06 Necessary Tanker’s hardware readiness prior to mooring
• One messenger line manufactured with a floating rope with a minimum diameter of 1
inch and a length of no less than 100 meters.
• One 15 tons lifting power winch with an empty storage drum to stow the Monobuoy´s
pick up rope of no less than 100 meters in length and with an 80 mm diameter (10”
circumference) and the thick rope connected to it.
• The fairlead, the bow chain stopper, roller pedestals and winch drum shall be rightly
aligned to avoid unsafe conditions and pick up roper damage.
• Two tow lines at stern manufactured with floating material of 80 to 100 meters length
each one of no less than 70 tons of break load, or one of equivalent strength.
E.1.07 Main steps for mooring
• The Tanker will be aligned with the wind and sea component.
• During approaching, the Tanker will leave the Monobuoy on the port or stardboard
bow, depending on the side where the hose will be connected.
• In the area of 1,000 meters from the monobuoy, vessels shall sail respecting the
Government Minimum Speed (VMG). Normally, this minimum speed is approximately
1 knot within the 1,000 meters area of distance to the Monobuoy and no more than 0.5
knots within the 500 meters area.
• The Support Tug will separate the hose line and the Mooring Boat will take the end of
the Monobuoy´s pick up rope, keeping it clear and extended towards the Tanker. This
maneuver demands special attention from the tug’s master in order to keep at all times
the correct floating hose line configuration, avoiding excessive bending or pulling
efforts that may jeopardize the integrity of the hoses and breakaway coupling.
• At 150 meters from the Monobuoy, the Mooring Boat will take the Tanker’s messanger
line and connect it to the Monobuoy’s pickup rope. Tanker’s speed in this transition
period shall be a minimum speed.
• The Tanker will start to pull the pickup rope of the Monobuoy.
• The Mooring Boat will take the end of the hoses line provided by the Support Tug,
keeping at all times an appropriate configuration, avoiding a bending radius or
excessive pulling effort that may kink one of the hoses or activate the breakaway
coupling.
• The Tanker will continue approaching at minimum speed and picking up really slowly
the pickup rope without using strength, until the chafe chain is in position to be secured
in the chainstopper.
• The Tanker shall not be pulled ahead when it is at 40 to 50 meters from the Monobuoy.
• The Support Tug will take two towing lines from the Tanker’s stern, both lines passing
through a central fairlead and will connect them to its towing line.
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• The Support Tug will remain towing during the operation at a proper distance and
tension, according to the current weather conditions and the evolutionary capacity of
the Tug vessel. Normally, the tension required to keep a stable condition in the
Monobuoy-Tanker-Tug configuration is that tension in which the telemetry system
registers tensions in the mooring line between 6 and 20 tons.
• The force applied by the Tug Vessel to the Tanker shall be transferred gradually and
under control in order to prevent overstress in the buoy mooring system and
consequently preventing, as far as possible, Tanker speeds above 0.3 knots and tensions
in the mooring system that exceed 40 tons.
Note: During or prior to adverse meteorological conditions, the M&L Master could request
that towing lines are passed before completing the mooring, or start the hose connection before
passing the towing lines.
In the case in which, occasionally, the Terminal does not have a Tug Vessel available, the
hoses line shall be towed by another Mooring Boat and, only if completely necessary, the
Monobuoy-Tanker position wil be kept with a Tanker’s engine. For this purpose, the Tanker’s
engine shall be ready for service in the shortest time possible, as agreed with the M&L Master.
In the case in which a Tug Vessel is available, the mooring maneuver for Vessels of over
80,000 DWT will use a pick up rope with special features, supplied by TERMAP S.A.
(Diameter: 66mm – MWL: 250 Tons)
E.1.08 Main steps for Hose connection
• The Mooring Boat will tow the end of the floating hose to the Tanker’s Manifold area.
• The crane’s hook will be lowered to the position in which the Mooring Boat’s personnel
can secure the hose sling to it.
• The hose sling will be connected to the crane’s hook.
• The hose will be lifted to a position where the hose chain can be secured to a bollard
by means of the quick release pelican hook.
• Once the chain supports the weight, the hose could be bended towards the Manifold.
• The length of the snubbing chain shall be controlled to keep it “short”, in order to make
the hose bend clearly over the Tanker´s rail, and that it does not support the weight of
adjacent hoses “tail hoses”. The snubbing chain shall support these hoses.
• Support elements will be included between the hose and the upper end of the Tanker’s
rail.
• When the hose end is on the Manifold’s drip tray, the mooring personnel shall take the
hose blind flange off to verify the condition of the seal connection (o ring).
• The connection of the hose camlock bridle to the Tanker’s Manifold flange will be
performed using tirfors and the Tanker’s crane.
• Later, auxiliary belts will be installed to keep the hose tight against the Tanker’s rail,
checking that the applied force does not collapse the hose structure and allows keeping
an appropriate bending radius. For this purpose, it is important to check if the quantity
of the support material used should be adjusted, usually mooring lines floating elements
in disuse.
E.1.09 Main steps for Hose disconnection
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• Once connection tubing has been drained, Manifold and end of line valves have been
closed, the Manifold Camlock coupling shall be disconnected from the Tanker´s
manifold.
• The hose should be moved using the crane on the drip tray towards a position where
the blind flange can be installed.
• The hose fastening straps will be released from the rail and the hose will be hoisted
until the boom or the crane can hold the hose weight. In this position, the hose snubbing
chain will be released from the Tanker.
• The hose will be softly lowered until it can freely float in the water.
• The Mooring Boat personnel will disconnect the hose lifting sling from the hook.
Note: Under good weather conditions, it is possible to carry out this maneuver without the
assistance of the Mooring Boat. In this case, the hose will be lowered into the sea using a
holding line passing through the hose chain master link. The rope will be handled from a
Tanker’s bollard and retained until the Mooring Boat assistance or, if no Mooring Boat is
available, retained until Tanker’s unmooring, releasing one end of the rope so that it passes
through the hose Master link.
E.1.10 Main steps for Unmooring
• It shall be previously ensured that the Tanker’s messenger line during mooring
maneuver has been moved away from the winch drum and that only the Monobuoy´s
pick up rope stowed on it.
• The mooring system will be loosen (in band) using main engine ahead, if necessary.
• Once tension in the mooring system has decreased, the bow chainstopper will be
opened and the chain will be lowered in a controlled way against winch turn.
• The Monobuoy´s pick up rope will be lowered until chain and buoy are in the water.
• The Vessel will start to move slowly astern while the pick up rope is hauled out.
Note: The role of the Service/Tug Vessel during Tanker’s unmooring shall be subordinated to
hydrometeorological conditions and the relative Vessel-coast position. In such cases, the M&L
Master will coordinate with the Tanker’s and Tug’s Masters the possibility to tow the Tanker
astern after releasing the chainstopper.
E.1.11 Operations stop and unmooring due to bad weather. Limits and considerations
The main aspects M&L Masters shall consider to decide to stop loading and unmoor a Tanker
at the buoy are the following:
• Wind speed
Regulation 34/99 DPSN of the PNA (Argentine Naval Prefecture) establishes that the Tanker
shall not remain moored when wind speed is higher than 25 m/s (average wind speed over a
one minute period, measured at 10 meters above sea level).
• Mooring system efforts
The “HiHi” alarm level of mooring effort of the monobuoy’s telemetry system is set for 70
tons.
The Tanker shall not stay moored if:
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• The effort has repeatedly exceeded 70 tons and it is not possible to detect if it may
diminish in the short term. For this purpose, an evaluation will be carried out over
a period of no more than 10 minutes.
• The effort has exceeded 81 tons and the trending line of “Prediction” of the
telemetry system indicates that the effort will continue increasing.
• Equipment performance
The Tanker shall not stay moored if the M&L Master observes that the floating hoses are
strongly impacting the vessel’s hull, and/or there are significant vibrations transmitted to the
manifold, and/or there is excessive bending of the buoy’s first off hose or any other of the
floating system.
• Adverse conditions to continue operating
The Tanker shall not stay moored if the M&L Master observes that the prevailing
hydrometeorological conditions, or those conditions that could arise according to available
forecasts, represent risks to people, environment, equipment and/or vessels during
disconnection, unmooring and their maneuvers.
None of these considerations is exclusive, and it is to the discretion of the M&L Master to
consider any other reason that, based on his personal judgment and professional experience,
may establish the need to stop operations for safety reasons.
E.1.12 Illustrations
The following figures outline the mooring maneuvers and hose connection.
Annex 32 – Detail of mooring maneuver and Annex 33- Hose connection maneuver.
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E.2 Loading Operations
E.2.01 Scope
The general outline to perform a safe loading operation with the Tanker is detailed in Annex
20, OP SGI 08 Tanker’s loading procedure.
The loading operation shall be coordinated and supervised in the Tanker by the M&L Master,
for which he shall be informed about the Tanker’s Loading Plan and will agree with Tanker’s
Officers and Terminal’s Supervisors on the exchange of information regarding pressures,
flows, volumes, array of pumping and valve maneuvers equipment.
Every valve opening and closing operation to enable or close tanks in the Tanker must be
performed with the M&L Master’s consent, who will inform the Tank Farm Supervisor in
advance.
Likewise, every change in the array of the pumping equipment, as well as any change in the
tanks to be loaded from the Terminal, will be informed in advance by the Tank Farm Supervisor
to the M&L Master and the Vessel.
Only the Tank Farm Manager, the Supervisor in charge of the operation and/or the M&L
Master are authorized by TERMAP S.A. to agree and introduce changes in the procedure
and/or to solve unexpected situations, whenever it is necessary to implement them during the
operation.
The communications between the Terminal and the Vessel will be performed through the Plant
Supervisor or Operator authorized by the latter, who will keep radial contact with the M&L
Master and the Vessel Officer he had authorized.
E.2.02 Safety while loading
The risks during Tanker’s loading operations at a maritime terminal are of high severity and
the facilities, as well as automatic protection equipment and the loading procedure will not be
enough to fulfill a safe operation if the personnel involved do not understand how important
their performance is while operating valves or maneuvering in loading operations.
Actions prior to loading
• Safety Induction
The M&L Master will give a talk on safety induction to the personnel in charge of
Tanker’s loading operations.
• Establishment of safety condition, before starting loading operation
The Terminal Supervisor will request, by radio, that the Tanker sends an
“Understood” message after TERMAP’s message of “establishment of safety
condition”.
• The M&L Master will install on the Control Room console, a Precaution Warning
regarding the prohibition of unauthorized operation of valves.
• The M&L Master and the Terminal Supervisor will exchange and contrast every
two hours the operation main details and parameters that shall be documented in
their corresponding Loading Control Forms (date, time, equipment, pressures,
flows, volumes and differences).
Simultaneously, but automatically, the main operating variables will be recorded continuously
using the following instruments:
Port Regulations – 2020 Edition / Page 36
• Recorder permanently installed in the exit tubing of the Tank Farm to record pumping
pressure, flow, oil temperature and suction pressure of pumps. This instrument will be
started up as soon as crude oil recirculation begins inside the Terminal and it will be
disconnected once loading is finished.
• Portable recorder, installed in the Tanker’s Manifold by the mooring personnel to
record the incoming pressure of oil to the Vessel. This instrument will be started up
before opening the Vessel’s Manifold valve and it will be disconnected once loading is
finished. According to its availability, this recorder could be of different types: circular
chart, digital storage or a gauge tree; and it is used to record the maximum pressure
reached in the Manifold during the operation.
• Telemetry System, installed in the Tank Farm and connected with the Monobuoy’s
sensors and the Oil pipeline to record mooring, pressure and flow rate parameters in the
Monobuoy and the Tank Farm.
Additionally, all the loading operation shall be documented not only in the “Boarding Control”,
“Tank Measurement” and “Recirculation” forms, prepared by the Terminal Supervisor, but
also in the “Time Log”, “Loading Plan” and “Rate’s sheet” forms prepared on board by the
M&L Master.
E.2.03 Loading Procedure – Minimum flow rate of operation
According to the Loading Procedure, TERMAP requires that any type of Tanker can receive a
minimum flow rate of 2,500 m3/h through a connection in its manifold, where only one hose
of 16” will be connected.
Nevertheless, since vessels operating in TERMAP frequently operate at a global average rate
of 3,500 m3/h, a continuous operation at a minimum flow rate of 2,500 m3/h will imply a
longer occupation of the monobuoy. In this case, TERMAP may reject a new nomination of
the vessel with such characteristic in order to preserve the proper crude oil evacuation in the
terminals and prevent delays in the operation of other vessels.
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F) PORT INFORMATION
F.1 General
F.1.01 Introduction
Caleta Córdova and Caleta Olivia Terminals are operated by Terminales Martítimas
Patagónicas S.A. (TERMAP S.A.), 24 hours a day and 7 days a week, weather permitting.
Mooring, loading and any other uses and services of the Terminals are subject to the
“Conditions for Use of Terminals and Services” that the M&L Master will supply to Masters
of Tankers. Refer to Annex I, Conditions for Use of Terminals and Services.
F.1.02 Object
This manual is not intended to replace any official maritime publication, currently in force.
Therefore, it is advisable to refer to the publications of the Naval Hydrography Service, as well
as to all regulations, laws or ordinances in effect.
F.1.03 TERMAP’s Management System
TERMAP S.A. operates according to an Integrated Management System, periodically certified
and audited by the American Bureau of Shipping (ABS), fulfilling the requirements of the ISO
14.001:2015 and ISO 9001:2015 Standards. Additionally, the Company has implemented a
Occupational Health and Safety Management System, according to OHSAS 18001 Standard.
F.1.04 Responsibility
Best efforts were made to provide accurate information at the moment of this publication;
however, in some cases the information is based on sources which accuracy cannot be
guaranteed. For this reason, the Company does not guarantee nor accepts responsibility for it
or for the consequences derived from the use of the information in this Manual, whatever its
purpose.
This Manual does not grant exemption, nor limits the responsibility of Masters and crew
members of vessels from safe practices, in compliance with standards universally recognized
in this profession, as well as meeting the laws and instructions emitted by regulating authorities
of the Argentine Republic.
The criterion that must prevail in case of inexistent or conflictive legislations, regulations or
instructions is that of the safety of people, environmental and property care.
The terms and conditions for the use of Caleta Córdova and Caleta Olivia Terminals, of
compulsory acceptance by users of Terminals are presented in Annex 1, “Conditions for Use
of Terminals and Services”, which can be summarized in the following text:
TERMAP S.A. PROVIDES ALL THE EQUIPMENT, FACILITIES AND SERVICIES,
INCLUDING MOORING SERVICES AND M&L MASTERS. THE TANKER SHALL
ASSUME THE RISKS DERIVED FROM THEIR USE.
Port Regulations – 2020 Edition / Page 38
THE PROVISION OF SUCH SERVICES, FACILITIES AND EQUIPMENT SHALL NOT
BE INTERPRETED AS A CONTRACT. TERMAP S.A. AND ITS CONTRACTORS HAVE
THE RIGHT TO LIMIT THEIR RESPONSIBILITY ACCORDING TO THE DUE
LEGISLATION OF THE ARGENTINE REPUBLIC.
F.1.05 Facilities, Official Address, Location and Main Characteristics
F.1.05.01 Comodoro Rivadavia
The administrative headquarters of the Company are located in the city of Comodoro Rivadavia, in the
Province of Chubut, with its official address at:
TERMINALES MARITIMAS PORTUGAL 322
PATAGÓNICAS S.A. 9000 COMODORO RIVADAVIA
TERMAP S.A. CHUBUT, ARGENTINA
The administrative, operative and technical management of the Company is concentrated in
these offices. Further information about the services may be required at:
Mr.: José Luis Marzocca / Maritime Operations Superintendent
Phone number: 0297-447-4400 – Extension 113
Fax number: 0297-447-9291
E-mail: [email protected]
In addition, the Company has a Website to provide information:
http// www.termap.com.ar
F.1.05.02 Caleta Córdova Terminal
Caleta Córdova Terminal is located in San Jorge Gulf, 20 km north of the city of Comodoro
Rivadavia, in the Province of Chubut, and it consists of:
- A Tank Farm with facilities over the coast with a storage maximum capacity of 283,800
m3 of crude oil and a reception of approximately 25,500 m3 per day.
- An offshore loading berth that consists of a SPM (Single Point Mooring) Monobuoy
geographically located at: Latitude 45º 46’ 28,178” S; and Longitude: 067º 19’ 14,070”
W, connected to the Terminal with a 32” pipeline.
- The loading hose consists of a 20” floating hose, reduced at its end to a 16” hose with
a connection flange of same diameter.
- A Maritime Station with dock for Mooring Boats, where M&L Master and crew can
embark to reach the Tanker.
F.1.05.03 Caleta Olivia Terminal
Caleta Olivia Terminal is located in San Jorge Gulf, in the city of Caleta Olivia, in the Province
of Santa Cruz, 70 km south of the city of Comodoro Rivadavia, and it consists of:
Port Regulations – 2020 Edition / Page 39
- A Tank Farm with facilities on the coast, with storage maximum capacity of 209,800
m3 of crude oil and a reception of approximately 12,200 m3 per day.
- An offshore loading berth that consists of a SPM (Single Point Mooring) Monobuoy,
geographically located at: Latitude: 46º 25’ 36,340” S and Longitud: 067º 28’ 32,095”
W; connected to the Terminal with a 36” pipeline.
- The loading hose consists of a 20” floating hose, reduced at its end with a 16”
connection flange of same diameter.
- A Maritime Station with dock for Mooring Boats, where M&L Master and crew can
embark to reach the Tanker.
Annexes 23 and 24 contain figures that show the geographical position of the SPMs.
F.2 Terminals Facilities
F.2.01 Facilities
The Terminals of Caleta Córdova and Caleta Olivia are SPM Monobuoys (Single Point
Mooring) of “CALM” type (Catenary Anchor Leg Mooring).
Each Monobuoy is connected to its corresponding shore facility by means of a set of 20”
diameters hoses and submarine pipelines of 32” in Caleta Córdova and 36” in Caleta Olivia.
The Monobuoy is connected to the Tanker by means of a line of 20” floating hoses, reduced to
16”.
Both Terminals have the highest classification of the American Bureau of Shipping (ABS) for
Terminals of these characteristics, in accordance with the document: “Rules for building and
Classing Single Point Moorings”. For this reason, annual inspections are carried out, according
to ABS requirements.
Annex 25 presents the General Arrangement of both Terminals.
F.2.02 Monobuoy
Monobuoys at both Terminals are cylindrical, built in steel, secured to the sea bed with six
catenary anchor chain lines of 76 mm of diameter, each of them ending in its corresponding
anchor of more than 15 tons. Monobuoy at Caleta Olivia was supplied by MHI (Mitsubishi
Heavy Industries) and the monobuoy at Caleta Córdova by SOFEC. The Company has a spare
MHI Monobuoy available for a possible replacement.
For further information, refer to Annex 26.
F.2.03 Design conditions for Operations at the Terminal and Tanker
Maritime Terminals have been designed to provide a safe mooring and operate Vessels ranging
from 39,000 and 160,000 DWT according to environmental conditions in the area.
Nevertheless, in order to foresee situations that may prevent from starting/continuing
operations due to safety reasons, and /or the care for the environment, facilities and/or Vessels,
Port Regulations – 2020 Edition / Page 40
the Terminal requires that Tankers are nominated in advance by means of a website in which
the Vessel’s main characteristics should be provided.
Likewise, TERMAP S.A. has prepared documents to present operation conditions and
limitations, according to the characteristics of the Terminal facilities (Annex 21).
It must be pointed out that besides the arrangements mentioned in the documents, ships must
comply with the following requirements in order to be admitted to the Loading Monobuoy:
F.2.03.01 Maximum Draft: Vessesl are required to have at all times a draft with
adequate clearance between its keel and the sea bed. Water depth at the Terminals is
approximately 120 feet (36.5 m)
Under no circumstances the Tanker’s draft shall exceed 53 feet (18m).
F.2.03.02 Maneuvering area restriction: The maneuvering area for Approaching
(mooring) and /or Vacating (unmooring) is restricted due to the short distance between
the Monobuoys and the Isobath of 22.5 meters, since there is high risk of gounding.
For safety reasons, TERMAP S.A. recommends that Tankers at no time shall sail in the
vicinity of its facilities in areas of less than 22.5 meters depth; for which their masters
shall refer to the information included in Official charts and publications of the Naval
Hydrography Service (SHN) of the Argentine Republic.
F.2.03.03 Deballasting and Slops at the Terminal: For environmental and operative
reasons, TERMAP S.A. does not accept dirty ballast or slops. However, in case of
emergency, the Company could only evaluate the possibility to exceptionally enable
one of its Terminals for the reception of such fluids. To this effect, a previous
commercial agreement will be required in which the costs of operation and final
disposal of such fluids are covered by the ship owner/charterer.
F.2.03.04 Deballasting to the sea: Vessels are required to comply with the MARPOL
73/78 Convention and Protocols and revisions, regarding segregated or clean
deballasting, as long as they remain in Argentinian waters. Vessels are not allowed to
discharge any type of ballast overboard that contains exotic organisms and/or effluents
exceeding 15 ppm (parts per million). Vessels shall present their Oil Record Book and
their Ballast Water Management Plan (IMO Resolution A.868-20) to the M&L Master
to be inspected upon his request.
F.2.04 Operational restrictions for Pressure – Loading Rate
Loading operation shall be carried out in compliance with pressure and flow rate references
established in Annex 20, OP SGI 08 Tanker’s Loading Procedure.
For a quick reference, the maximum reference values are detailed below:
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Terminal:
Caleta Córdova Caleta Olivia
MHI & SOFEC Buoy
▪ Maximum flow rate allowed 4,600 m3/hr 5,100 m3/hr
▪ Pumps used: 4 4
▪ Emergengy Shutdown Pressure
at Monobuoy (ESD) 9.00 Kg/cm2 9.00 Kg/cm2
Remark: According to studies carried out in 2019.
Minimum loading rate required for Tankers
The loading rate shall be appropriate to ensure compliance with the minimum rate established
in TERMAP S.A. Regulations between the Operator and the Loader, depending mainly on the
characteristics of the receiving pipelines of the Vessels and the temperature of the crude oil
stored at the Terminal.
In order to speed up operations, vessels are required to start segregated deballasting as soon as
the vessel is berth and hoses connections and tanks’ inspections are being performed.
Moreover, vessels are required to accept a minimum flow rate of 2,500 m3/hr, or as fast as
possible respecting safety standards. It is also requested that any restriction to crude oil flow to
the vessel is removed before the vessel arrives at the Buoy.
Annex 20 presents the authorized loading Procedure for the terminals of Caleta Córdova and
Caleta Olivia.
F.2.05 Minimum Closing Time of Tanker’s Valves
Annex 20, Loading Procedure, establishes the prohibition to close Tanker’s valves without
previous consent of the M&L Master and the Terminal Supervisor.
Nevertheless, in order to minimize the effects of an unauthorized valve closing in the Tanker,
TERMAP S.A. requires that, whenever possible, the closing time of the vessel’s valves is not
less than 40 seconds.
Besides, it is required that the main valve of the Manifold of the Vessels is manually activated.
Minimum Closing Time: 40 seconds
Port Regulations – 2020 Edition / Page 42
F.3 Weather
F.3.01 General
The Company may inform the general weather conditions, but the Tanker’s Master shall refer
to nautical publications in order to obtain more detailed information about the weather, wind
direction, tides and sea currents.
F.3.02 Winds
Offshore winds, prevailing from the West sector blows from moderate to strong, throughout
the year. They can be heavier, turning sometimes to gale-force winds unexpectedly happening
and accompanied by heavy seas and high waves, at any time during the year.
Offshore prevailing winds vary from moderate to strong winds from the West sector throughout
the year. Stronger winds can occur in any time of the year and reach a significant intensity,
which generally cause high waves at sea.
F.3.03 Tides
Tides can be quite accurately predicted by means of the tide tables from the Argentinian Naval
Hydrography Service.
F.3.04 Meteorological Characteristics (from document: Derrotero Argentino-Argentine
Course)
For information purposes, data on the area of the Derrotero Argentino (H 202), document form
the Naval Hydrography Service of the Argentine Navy is detailed as follows:
Tide currents. Tide currents are felt with little intensity near the shore; their direction
is almost parallel to it. Off shore tide currents reaches a maximum speed of 1.25 knots.
Climatology. The weather at the port of Comodoro Rivadavia, as well as at all the other
oil loading sites of Caleta Córdova, Olivares and Olivia, as opposed to the rest of the
Patagonian ports, is characterized by a windy season with dry weather and nice
temperature, corresponding to the months of November-April; and another season, also
windy with cold and dry weather, with snowfalls of higher intensity in the inner part of
the coast in the months of June, July and August. West winds from inland blow most
part of the year, in a proportion of 431 per thousand and at a speed of 41 km/hour. Such
winds are frequently strong and gusty, but they do not impede loading and discharge
operations. If anchored within the 10m isobaths, anchors play an important role, since
it is necessary, in most of the cases, to increase chain lengths. Inland winds normally
blow at a variable intensity, decreasing at dusk.
After nights with strong west winds, calm patches may occur at dawn, and gather
strength again at sunrise, thus making them excellent moments for maneuvers.
Strong, really strong and gusty winds from SW to NW hinder mooring at the port and
oil loading; however, they permit maneuvers to reach the SPM, as long as they do so
during sunset, when there is a sensible decrease of the wind and sometimes even calm.
This period of apparent calm is a little shorter than civil twilight.
Port Regulations – 2020 Edition / Page 43
If during dawn, there are stratus-cirrus clouds on the horizon, with a reddish tone, and
the night had been calm, after the sunrise there will be strong winds from the west that
will last the whole day.
NW to NE winds, when they blow, they do it moderately. They generally begin after
noon and calm down in the evening. Occasionally, with high barometer, NE wind stays
for several days bringing swell that remains until inland wind blows again.
Fresh winds from the East are very rare, they come with rain and when they occur,
anchorage must be abandoned, since they raise heavy seas. Winds from the South, are
announced by a regular fall in the barometer, which generally happens with calm or soft
breeze from the NW, and they reach or surpass 987 hPa in their descent, where the fall
in the barometer stops with a slight tendency to go up and with a horizon that is covered
by thick clouds on the South.
The gust gale appears with storm characteristics, accompanied by rain and sometimes
hail, and for this reason it is necessary to always take providence in advance with the
Vessel and boats on water. The duration of bad weather conditions from the S is
inversely proportional to their intensities and, after these conditions, several days of
good weather conditions occur.
In general terms, weather in Comodoro Rivadavia is characterized by its inclemency,
as the season with the worst weather conditions starts in the solstice in June and finishes
in the equinox in September, when winds from the W and SW appear with greater
frequency.
Atmospheric pressure. The annual average atmospheric pressure is 1002.8 hPa. The
monthly average maximum is registered in September with 1004.8 hPa and the
minimum in January with 999.8 hPa.
Temperature. The annual average temperature is 12º 5 C. The coldest months are June
and July with average temperatures of 6º C, and the hottest month is January with 18º
C. The maximum temperature registered was 37º 6 C and the minimum 6º 2 C below
zero.
Frost. Frosts are registered with an average frequency of 25.8 days per year.
Clouds. The annual average of cloudiness rate is 4.3 eighths, with a maximum of 4.5
in January and July and a minimum of 3.9 in March.
Relative humidity. The saturation degree in the air presents a slight difference in the
monthly averages. The highest average values correspond to May with 62% and the
minimum to January with 39%.
Precipitation. The annual average precipitation is 301 mm. Maximum rainfall
corresponds to autumn and the minimum to spring. On the other hand, months without
rain are relatively frequent.
Fog. The annual average frequency of the phenomena is 4.8 days, distributed uniformly
throughout the year.
Snowfall. The annual average frequency of snowfall is 6.2 days and such days are
registered between May and August. In Colonia General Las Heras, offshore, snowfalls
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are more frequent and they occurred every month of the year, except in February. In
general terms, land in that area is covered with a layer of snow during 11 days in winter.
Hail. This condition reaches an annual average frequency of 2.8 days and it can be
registered at any time throughout the year.
F.3.05 Caleta Córdova
Punta Novales and its long hard clay core shore, which extends in an East Northeast direction,
offer a relative protection to the SPM from waves generated by winds from the North, North
Northeast and Northeast. For winds with a West component, the cliff coast line that extends
from North to South in front of the SPM, the wave generated is not relevant due to its proximity
to the coast.
From San Jorge lighthouse, the coastline opens in a Southwest direction; winds with a South
component (SSW,S, SSE and SE), even if they have a regular to light intensity generate a
significant wave in approximately six hours.
The winds from quadrant E (ENE, E, ESE) are oceanic winds associated to permanent low and
high pressure centers, and they generate a significant swell which, when sometimes associated
to local winds, may increase or diminish the effect of that swell.
According to the characteristics of such wave, it might be possible to perform Tanker’s
mooring, but not hose connection, due to the movement caused by the wave and the consequent
dynamic charges.
F.3.06 Caleta Olivia
To the North of the SPM position, the coastline opens in a NW direction whereas to the South,
it opens in a SE direction and then, after Tres Hermanas hill in an E direction up to Cabo
Blanco, closing the Gulf of San Jorge. Winds from the NW-NNW-N-NNE and NE sector, with
a regular to light intensity, generate a significant wave in less than six hours.
For winds from WNW-W-WSW and SW sectors, from which the SPM is protected by its
proximity to the coast and the cliff plateaus, the wave they generate is not relevant. Similar
behavior is produced for winds from SSW, S, SSE and SE sectors.
Both in Caleta Olivia and Caleta Córdova, winds from the E sector generate a significant swell
that may increase or diminish with a local wind change, enabling mooring but circumstantially
impeding hose connection to the Vessel.
F.3.07 Forecast
The Terminal has a contracted service of local forecast, which is broadcasted twice a day at
around 0200 hs and 1300 hs and presents the evolution and intensity of the wind, the wave
height and atmospheric pressure for the day every two hours. This service also provides a
projection of the Meteorological Forecast for the two following days every three hours.
F.4 Approach to Terminal, Navigation Aids and Restricted Areas of
Operation
F.4.01 Approach to Terminal and Navigation Aids
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Vessel Masters shall refer to all the publications from the Naval Hydrography Service and all
official rules regarding Approach, Navigation Aids and Signaling to the Terminals of Caleta
Córdova and Caleta Olivia. However, Maritime Ordinance 13/98 establishes in Article 4 and
Annex that approach to the area, when it is necessary to sail between the offshore line of 20
miles and the grounding isobaths and the coast, shall be done in a course that involves the
minor time of transit.
SPM at Terminals are equipped for Navigation aid, as follows:
• Cylindrical shape (Diameter: 12 metres / Height: 7 meters). Color: Yellow
• Radar Reflection Screen
• Minimum Screen Diameter: 20¨ (508 mm)
• Racon SeaBeacon® 2 System 6 (Frequency of Operation: X-Band 9.3 to 9.5GHz & S-
Band 2.9 to 3.1GHz). Code: Morse Q ( - - . - ).
• Foghorn
• Acoustic Range of 0.5 miles (0.93 Km)
• “U” Letter Morse Code every 15 seconds
• Position Light (Marine Lantern)
• All Horizon (360 degrees) and visible from 10 miles (18.6 Km)
White Light
Flash/Eclipse: 0.7 sec ON – 0.7 sec OFF – 0.7 sec ON – 0.7 sec OFF – 2.1 sec ON
– 10.1 sec OFF, ¨U¨ Letter Morse Code
F.4.02 Restricted area at the Terminal
At no time shall a Tanker sail within the Terminal's restricted area unless the M&L Master is
on board the Vessel.
According to “Annex 17 of Maritime Ordinance 1/74”, a restricted area is considered the area
within a two (2) mile radius from the position of each Monobuoy.
F.4.03 Anchorage area
According to “Annex 17 of Maritime Ordinance 1/74”, anchorage of any vessel is forbidden in
an area within a two (2) miles radius around the position of each Monobuoy.
• Anchorage area for Tankers awaiting mooring to Buoy.
At the time of publishing this manual, authorities have not established specific
requirements to perform anchorage in the vicinity of Caleta Córdova Terminal;
therefore local maritime authority shall be consulted at the time of arrival at the area of
each Terminal.
The anchorage and waiting area in Caleta Olivia is duly specified in the nautical charts.
• Anchorage area for unloading or top-Off maneuvers
Masters of Vessels shall refer to all publications from the Argentine Naval
Hydrography Service or contact the Local Maritime Authority.
F.4.04 Mooring & Loading Master Boarding Area
The Mooring & Loading Master (M&L Master) shall embark the Tanker in the area he
expressly indicated during the initial communications; the Vessel shall comply with the
instructions received from the Company or the M&L Master.
F.4.05 Mooring & Loading Master embarking/disembarking
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Before mooring at the Monobuoy, Tankers shall be boarded by the M&L Master and Mooring
Assistants of the Mooring Service in the area previously coordinated by radio.
The Pilot ladder shall be rigged and secured in the appropriate position for embarking, on the
Ship’s side, clear of all water discharges that may wet the personnel embarking/disembarking.
During personnel transfer, the Ship’s Officer that supervises the maneuver, shall be in direct
contact by radio with the Bridge; the Ship shall keep a Government Minimum Speed with the
machine ahead at a speed that is compatible with the Mooring Boat’s speed, so that it can keep
a comfortable position when approaching.
During embarking/disembarking, the Tanker shall not stop its engine ahead, except in an
emergency or when required by the Boat’s Coxswain.
When embarking/disembarking by means of a combined ladder, the accommodation ladder
shall be oriented astern.
If possible, Pilot’s ladder should be attached (loosely attached, not rigidly) to an
accommodation ladder at their point of transfer and both ladders should be connected to the
eyebolts on the hull.
The Tanker is responsible for ensuring transit to cargo commission while
embarking/disembarking to/from their working place.
A mechanical hoisting method of approved design may be used as an acceptable alternative to
replace the conventional ladder and to be used jointly with the accommodation ladder.
However, a mechanical hoisting method based on the use of a single rope will not be authorized
for this procedure.
The Pilot’s ladder or the combined ladder shall be rigged according to Regulation 23 from
SOLAS Convention and Resolution 1045 (77) from IMO, in compliance with OM 7/2016
(Maritime Ordinance) from the Argentine Naval Prefecture, Means of embarking and
disembarking for vessels and Pilot’s transshipment.
F.4.06 Mooring and Loading Master Generalities
Tankers shall provide food for Senior and Junior M&L Masters, as long as they remain on
board and they shall be accommodated in two (2) cabins similar to the Pilot’s cabin. In the
event the vessel does not have a Pilot’s cabin available, Masters shall be accommodated in
cabins that are similar to that used by an Officer. The M&L Master shall have access to the
bridge and central area of the vessel, including Cargo Control Room. These areas shall not be
closed, so that the M&L Master can have access any time he considers it convenient, unless
previously agreed otherwise. Moreover, M&L Master will board the vessel together with three
(3) Sailors from the mooring service, who will also be provided with meals and one (1) cabin
for resting periods during loading operation. In order to avoid disruption of the mooring
assistants rest, such cabin may only be shared with personnel involved in loading operation and
with similar duty and resting periods.
A personnel shift system of two sailors at rest and one on duty will be implemented to cover
the positions indicated by the M&L Master. For further information regarding management of
personnel embarking with M&L Master, refer to item F.8.05. Authorities or Government
Agents permanence on board. Cabins and Meals.
The services of M&L Masters are provided upon expressed agreement and with the
condition that every time M&L Masters, designated or provided by the Company, board
the Tanker only to give assistance. Neither the Company, nor the M&L Master’s
employer shall be liable for any damage or injuries that may result from instructions
given or assistance provided by the M&L Master or by his actions, when on board or in
the vicinity of the vessel he is assisting.
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F.5 Mooring and Loading
F.5.01 Tanker’s Equipment
All Vessels shall comply with the requirements established by OCIMF for mooring equipment
and Manifold facilities, as well as those requirements stated by TERMAP S.A. in these Port
Regulations and in its nomination system on the website.
Furthermore, all Tankers shall be equipped and operate in compliance with the “International
Safety Guide for Oil Tankers and Terminals” (ISGOTT/OCIMF), SOLAS 74, MARPOL 73
and 78 and amendments.
▪ Control Room
In addition to the above mentioned requirements, the operation of a Vessel shall be allowed
only if the vessel has the means to supervise and perform the loading operation in the
“Cargo Control Room”, for which it shall be equipped with a VHF communication system
to contact the Terminal and personnel on duty on the deck, an overfill warning system for
each tank and a valve remote control system or “mimic” system (console that shows the
condition of each valve in the Vessel), in case valves can only be controlled from the
vessel’s deck. The valves’ console will prominently display the sequence and type of valves
that shall be activated to transfer load to a relief tank in an emergency, for those cases
where overfill of some of the tanks occurs. Such relief tank shall have a minimum volume
of 500 m3 and be empty before starting loading operations.
▪ Tankers’ Loading Level
With the purpose of keeping the overfill warning systems active, the loading of tanks up to
the overfill warning level is not permitted, unless the Tanker is equipped with an effective
additional alarm system approved by the M&L Master, who may request testing before
starting loading operations.
▪ Loading System Valves
It is required that all valves in the loading system of the Tanker are not of the type “normally
closed”, otherwise, it shall be informed to the M&L Master, in order to evaluate the
possibility to implement a special procedure about the manual use of such valves.
Moreover, if possible, the minimum closing time of the valves shall be 40 seconds. The
fulfillment of this action should not be interpreted as an implied authorization from the
Company to perform valve maneuvering without previous consent of the M&L Master and
Terminal’s Supervisors, since all valve operations shall be consulted with anticipation to
the Company’s representatives. Finally, it is required that the Manifold’s main valve be
manually commanded, for which all existing remote control mechanisms shall be blocked.
▪ Equipment for mooring and hose hoisting
Prior to the Tanker’s arrival at the M&L Master’s boarding area, the loading boom or
crane shall be rigged and ready to start lifting the mooring equipment and later the
connection hose on board. A messenger line with a minimum diameter of 1 inch and a
length of no less than 100m shall be ready on the forecastle. Capstan, winches and gears
shall be in optimum working conditions. Tanker’s mooring preparation shall be the
appropriate ones to enable mooring, including the previous release of at least one drum of
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one of the winches where the Monobuoy´s pick up rope will be stowed (pickup rope of
10”diameter) from the Terminal’s mooring system.
In those cases where the drum or drums of the winches are not the type recommended by
the OCIMF, or if they do not warrant the proper rope stow, the M&L Master may choose
to require the Support Tug to replace the “pick up rope” for other rope of similar
characteristics but adequate for the task.
The Company only authorizes to haul in the mooring ropes by means of the drums of the
winches, the use of capstans or open drums ends is forbidden and requires the special
authorization of the M&L Master. In such case, mooring maneuver shall be limited to be
carried out by the Vessel’s crew only under very good weather conditions.
Over the side of the Vessel, where the Manifold to be used is located, there shall be the
necessary equipment to hoist the loading floating hose safely and efficiently from the sea
surface over the Tanker’s rail up to the Tanker’s Manifold.
The Terminal has implemented a visual inspection methodology for the hoses’ hoisting
equipment. Annex 7 presents the form where the M&L Master will register any anomaly
observed by him or by the assistants of the mooring service. If, in the opinion of the M&L
Master, the vessel is not properly equipped for mooring and loading, he may inform about
this situation to the Tanker’s Master and, in this case, the vessel shall not start mooring or
the loading hose shall not be connected until the facilities, ropes or gears comply with the
M&L Master’s requirements.
A description of the minimal equipment required is shown in Annex 19, Information on Pre
Arrival at the Terminal.
▪ Lighting
When loading operations are carried out at night the Vessel shall provide enough lighting
to the Monobuoy and the surrounding area in order to detect any contamination of the sea
due to hydrocarbons spills and to allow an easy mooring maneuver to the Terminal.
Poor lighting shall empower the Terminal to cancel operations until this requirement is
fulfilled. Any delay as a result of this situation shall be attributable to the Tanker.
F.5.02 Tanker readiness
The Monobuoy is located in open seas; therefore, from the moment the M&L Master boards
the Tanker until he leaves the ship upon completion of loading, winches and windlass on the
deck as well as all the equipment shall be at full power. Tanker’s main engines, servomotor
and any other equipment involved in nautical maneuvers, shall be at all times ready to be used,
to allow the vessel to maneuver in case of Emergency or to move away from the berth if so
required by the M&L Master. The Tanker’s crew shall be at all times in their stations, during
mooring, unmooring, loading or any other operations related to the SPM.
When the vessel is equipped with an electric clutch control to the propeller shaft, both “electric
control” of the clutch and the “manual control” shall be disconnected, in order to prevent the
engine from activating the propeller shaft when the vessel is being moored.
Constant surveillance shall be provided in the engine room, the cargo control room and the
bridge while the vessel is moored at the Monobuoy or in its proximitiy.
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During loading operation, the Vessel’s personnel shall keep a permanent duty in the bow, to
verify the condition and performance of the mooring hawser and the safe distance Buoy-
Tanker’s bow. All news shall be communicated to the Officer on duty and the M&L Master.
F.5.03 Mooring Priority
The mooring sequence will be performed following a program that was established and agreed
upon between TERMAP S.A. and the Producers, providing the vessel is validly nominated and
properly equipped for mooring. In the event that mooring is delayed due to weather conditions,
the vessel shall keep its place in the waiting list, so long as it has arrived within the agreed lay
days.
If it is necessary to leave the area due to bad weather conditions, the vessel shall stay in contact
with the Terminal of the corresponding Caleta in order to be ready as soon as weather
conditions improve.
Once weather conditions improve, TERMAP reserves the right to load vessels out of the agreed
turn, providing that this procedure does not delay loading of other vessels awaiting their turn
within the established lay days. For example, if weather conditions require the Tanker awaiting
its turn to leave the area, the Company may load any other vessel that may have arrived at berth
after the first vessel, but before such vessel returns after leaving due to bad weather conditions.
F.5.04 Notice Of Readiness (NOR), Laytime and NOR acceptance
When the Tanker arrives at the anchorage area at the proximities of the Monobuoy, the
Maritime Agent shall inform TERMAP via facsimile or e-mail that the vessel is ready to load,
by means of the “Notice of Readiness” (NOR). Laytime shall start at the end of the first six
hours after the Company’s acceptance to such notice, providing that the Tanker has been
nominated to load and that the Terminal is in possession of such nomination, and operations
have not been affected or delayed due to bad sea/weather conditions that make mooring of
Tankers to the Monobuoy impossible or difficult. The acceptance of NOR issued by the Vessel
shall only be done once the M&L Master is on board and confirms that the Vessel is in
condition to moor, connect and operate without difficulties, that surveyors have approved the
conditions of the tanks and have complied with MO 1/93 (SSSCL).
NOR shall not be accepted and operations shall not start if the condition of the tanks is unknown
or if there is any other inconvenient, for which the Company shall be entitled to take on the
next Vessel already in the area or next to arrive. Laytime shall continue until the Terminal or
the Vessel indicate that loading is complete and crude oil flow to the Vessel is stopped. The
M&L Master will stamp the issued NOR indicating date and time of “reception” and the
corresponding “approval”.
F.5.05 Mooring Operations
The Company shall provide an Assisting Tug and one or two Mooring Boats to assist in the
Tanker’s mooring and unmooring. These Vessels shall be ready at the mooring berths of
TERMAP S.A. in Caleta Córdova and Caleta Olivia, and they will operate under direct control
of the M&L Masters. The biggest vessel or one of the Boats shall tow the end of the hose
moving it away from the Tanker during approaching maneuvers. Once the Vessel has reached
the right position, the Mooring Boat will tow the end of the pick up rope of the Buoy’s mooring
system, and will connect it to the Vessel’s messenger line. The Vessel will then pick up the
mooring system, thus incorporating the chafe chain to the Vessel’s chainstopper. These last
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operations shall be performed when the vessel is at a reasonable distance from the loading
Buoy and when so required by the M&L Master.
Mooring maneuver is described in Section E.1 and Annex 37.
The mooring system of each Terminal consists of a high resistance mooring line with a 76 mm
chafe chain and a pick up rope, as detailed in Annex 29.
The pickup rope that is normally used by TERMAP has a 10” circumference, built in
polypropylene, with minimum breaking load of 72 tons. This rope is usually employed in
vessels up to 80,000 DWT. When the operation of a larger size Tanker is expected, if weather
conditions allow, the service vessel will replace this rope by one with special characteristics,
with higher breaking load (100 to 250 tons, depending on availability).
The chafe chain shall be secured to the Tanker’s chainstopper. All mooring details and
maneuver sequence will be directed by the Vessel’s Officer after consulting the M&L Master.
Once the Vessel is moored the messenger rope shall be unloaded and disconnected from the
Vessel’s heaving up line, in order to keep the mooring system’s the pick up rope free and ready
to be lifted without any restriction.
Once mooring is completed, two floating ropes in good conditions, with an 8” or more
circumference and 80 meters or more of length, will be deployed from the Tanker’s stern, and
will be used by the Tug to keep the Tanker’s bow away from the Monobuoy. This way, the
Tug will serve as a support boat that will keep the Tanker away from the Monobuoy and in
equilibrium with SPM-Tanker-Tug Boat system throughout the operation. In case a Tug Boat
is not available, this task will be performed using the Tanker’s engines.
In order to confirm the normal condition of the Monobuoy and its equipment, the M&L Master
and/or the shore Coxswain will carry out the visual inspection of the facilities prior to the
mooring operation. Moreover, once operations are complete, he will control in what conditions
they are left. For this purpose, he will prepare a Control Form included in Annex 5, Equipment
and Buoy Verification Checklist.
F.5.06 Hose Connection
After mooring the vessel, the Tanker rail hose shall be hoisted from the indicated side, using
the vessel’s own equipment. The Tanker rail hose has a 20” diameter (with reduction to 16”),
and has a 16” flange 150 A.N.S.I series to connect the Vessel’s Manifold. The vessel shall have
adapters and all the necessary fittings on board that enable hose connection. The connection of
the hose to the Manifold shall be performed by personnel designated by TERMAP, under the
instructions of the M&L Master and the support of the Vessel’s crew and equipment. Extra
precautions shall be taken while operating with the Tanker’s rail hose in order to avoid damage
to it or to the fittings.
Additionally, to the resources supplied by the Company, the M&L Master may require other
items from the Vessel, such as ropes or fenders to ensure a proper work of the connection hose
to the Manifold every time a Vessel has an unconventional rail-Manifold arrangement. Hose
connection maneuver is described in Section E.1.08 and Annex 37, Mooring and Hose
Connection Procedure.
F.5.07 Loading- Safety and Responsibility
Prior to starting loading operations, the M&L Master and the Officer in charge of loading
operations in the Tanker, shall discuss the loading schedule and make sure the Tanker is ready
to start loading.
Loading shall not be done without the M&L Master’s authorization, which will be granted once
the before-mentioned discussion has taken place and verifications and agreements are fulfilled,
as detailed in Annex 3, Verification Checklist on Safety and Contamination Prevention.
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The Tanker’s Master shall be held responsible at all times for the safety and operations on
board the Tanker.
The M&L Master shall inform the Officer in charge of the loading operations in the Tanker
about pressures and risks in the loading procedure. For this purpose, he will present a copy as
shown in Annex 20 (Loading Procedure – OP SGI Nº 8) of this Port Regulation, which must
be complied with during operations.
The M&L Master shall not direct any aspect of the loading operation, except for those regarding
loading berth protection, related facilities and equipment. Valves handling on board the Tanker
shall be direct responsibility of the Tanker’s crew.
The M&L Master shall at all times be entitled not to start loading operations or to suspend them
and require the Tanker to leave the berth and move away from the monobuoy, any time the
mooring plan or the agreement concerning the loading plan or when safety requirements and
regulations established herein are not fulfilled; or when the M&L Master is advised or becomes
aware of any reason that, in his opinion, may require mooring and loading suspension. The
Tanker shall be held responsible for any ensuing delay, forfeiting the right to operate within
the originally assigned lay days and being forced to issue a new NOR when the reasons for the
suspension have been cleared.
Finally, loading operation will start once the following actions have been carried out, as
detailed in the loading procedure:
1) Induction to Safety, (ANNEX 5 of OP SGI 08). The M&L Master shall perform an
Induction to Safety with the personnel in charge of on board operations.
2) Establishment of the Safety Condition, (ANNEX 6 of OP SGI 08). Prior starting loading,
the Terminal Supervisor shall require the Tanker, through radio communication, to send
the “understood” answering to the message “Establishment of Safety Condition”.
3) Caution warning about prohibition of unauthorized valve operation, (Chapter II of
Operating Procedure Nº8). The M&L Master shall install on the valve control console of
the Tanker a warning sign referred to the prohibition of any valve operation without
previous coordination.
4) Pre Cargo Agreement. The M&L Master shall agree upon and document with the Tanker’s
command all the details of shipment concerning oil specification, loading parameters,
deballasting requirements, communications and emergency procedure for loading
suspension.
The documents mentioned in items 1 to 3 are included in the Procedure OP SGI 08
“Tanker’s Loading Procedure” attached in Annex 20 of these regulations.
F.5.08 Loading - Control of oil transfer
The incoming flow of oil is controlled from the pumping station ashore. The Tanker’s crew
shall frequently control the loading process of crude oil, so that the Officer in charge of the
loading operations at the Tanker may request, through the M & L Master, to reduce or stop the
incoming flow of crude oil before loading operation is completed at the last tank or tanks.
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All maneuvers to open up or close down valves shall be communicated to the M&L
Master, who may request the Tank Farm to perform a full stoppage or a decrease in the
loading rate, as he considers appropriate.
Thirty minutes before completion of loading operations, a normal notice of “standby” shall be
issued for Supervisors at the Tank Farm to reduce the flow of crude oil. A minimum of ten (10)
minutes is required to stop the oil flow once the Tanker’s personnel start stopping the loading
operations.
In order to gradually decrease the incoming flow of oil to the Vessel, the pumping equipment
shall be stopped from the tank farm with enough anticipation at intervals of no less than 5
minutes in between.
The Tanker’s personnel shall be responsible for issuing this notice. The final pumping stoppage
shall be carried out only by the Terminal, for this, once at least five minutes have elapsed from
the time the last pumping equipment has been stopped, the shutoff valve shall be closed to stop
the flow of oil to the SPM. Once the Vessel detects that no oil is flowing through, it shall
proceed to close the valves in the following sequence:
1) Monobuoy Valve
2) Manifold
3) Tanker rail hose
Refer to “Maritime Documents Manual”, Annex 2, Operating Procedures, Document 6.2,
Loading Operating Procedure Number 8.
F.5.09 Pressure surge - Sanctions to Responsible Ship
A responsible Officer will supervise all operations with tanks on board. It is essential to keep
permanent contact with the Tank Farm by means of the M&L Master.
The Terminal has an Emergency Shutdown (ESD) system that stops the impeller pumps when
an unusual increase in the pressure is registered per time unit (gradient) or there is a pressure
excess in the loading system (hoses and pipes). Nevertheless, it is possible that this system is
not enough to preserve the facilities and to prevent damage of some of the components of the
crude oil transfer system, and consequently the oil spill to the sea.
In these cases, TERMAP S.A., supported by the continuously recorded information at the
pressure registers of the Terminal (pressures registered at the Tank Farm, the SPM and the
Hose Connection to the Manifold), after performing the corresponding investigation, may hold
the Tanker responsible for any damage to the facilities and/or the consequences in the
environment that may have been produced by inappropriate and/or negligent manipulation of
the Vessel’s valves.
TERMAP S.A. has the right to hold the Vessel accountable for the event, in case the M&L
Master does not receive a copy of the electronic register of valves movement taken from the
Loading Control Room, and to penalize the Vessel by cancelling loading and/or vetoing the
Tanker to perform other operations. The end of the veto or inhibition will take place when the
Tanker’s Ship Owner presents a written report to the complete satisfaction of TERMAP S.A.,
in which the causes that originated the inconvenience are detailed, as well as the actions
implemented to avoid its recurrence.
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The possibility of veto or inhibition is not only restricted to those cases in which damage or
spills had occurred, but it will be applicable every time the ESD system is activated due to
inconveniences originated at the Tanker, according to the investigation carried out by
TERMAP S.A. The Ship Owner shall present the above mentioned report and shall cancel all
the additional related costs, including technical inspections, the use of assisting vessels, or any
other cost resulting from repairs or loss of profits.
Considering the relevance of this matter and its consequences, it is advisable that, before
starting loading, all Officers read and understand the warning note related to “Pressure surge”,
included in this Regulation as Annex 9.
F.5.10 Flag Signals
During loading operations, the International Code “B” Flag shall fly from the Vessel’s main
mast during the day, whereas during the night a continuous red light, all horizon, shall be turned
on, capable of being seen from a two (2) miles distance.
F.5.11 Requests for Variation of Committed Volume
It is remarked that except previous communication from the Custom Authorities, the additional
volume cannot exceed the maximum admitted by the authorities before starting the load.
F.5.12 Services and facilities provided by TERMAP
It comprises all the provided equipment, services and facilities, including the M&L Master and
Mooring sailors, Mooring Boat, Support Tug (if available), Cargo equipment, or any other
equipment at the Tanker’s sole risk.
The provision of such services and facilities shall neither be interpreted as, nor will it give rise
to, a contract. Any Support Boat, Tug or Vessel provided by the Company will be entitled to
limit their responsibility in compliance with the current laws of the Republic of Argentina.
TERMAP S.A., in compliance with its regulations and procedures, provides the “Mooring and
Unmooring” service, consisting in the operations detailed in this chapter, hose connection and
disconnection to and from the Manifold, and the transportation of Authorities, Measuring
Inspectors, personnel of this service and the M&L Master.
Finally, the Company provides a “Boat Service” that may be required by Maritime Agents to
handle the documents to and from the Tanker, which is not included in the Mooring and
Unmooring Services.
F.5.13 Flushing of the Terminal’s Oil Transfer System
Vessels mooring to the facilities must know that, upon requirement, the Terminal shall perform
the flushing of the oil transfer system (hoses and pipes). Therefore, the Terminal might:
• Require the Terminal’s pipelines flushing with sea water or
• Receive oil and water from onshore facilities, store them temporarily in the Vessel and
return them back until all the line is full of oil and ready for loading operations.
All the costs associated with the required service shall be on the Terminal’s account,
including the costs of worked hours.
Port Regulations – 2020 Edition / Page 54
The Terminal will provide the procedures, details of working pressures and flow rates.
The Terminal will take into consideration those Vessels that are unable to perform the
indicated task.
F.6 Ballast, Air Pollution
F.6.01 Precautions and regulations
The Tanker is not allowed to discharge contaminated ballast overboard, but it may discharge
ballast free of oil and exotic species. The Tanker’s Master shall be responsible to prevent any
type of hydrocarbon (crude, fuel, diesel, residue, waste, ballast contaminated water or oily
water from the bilge) and/or exotic organisms from being pumped or spilled overboard to the
sea.
In order to prevent this type of discharge, it is important to comply with the regulations on this
section and also, to avoid oil spills overboard, all scuppers on the main deck shall be securely
plugged.
After the Tanker’s arrival, and as soon as possible, tanks shall be inspected to check that there
are no traces of oil in the ballast. The discharge of ballast shall also be subject to inspection.
Should any infringement be detected, the vessel shall have to depart from berth and discharge
its contaminated ballast, according to current regulations, at a distance of more than 50 nautical
miles from the coast. All the associated time loss and costs shall be for the Tanker’s sole
account.
• Discharge of Segregated Ballast. Ballast Water Treatment System (BWTS).
The discharge of ballast from the Tankers involves a potential hazard to the environment, due
to the possibility to liberate exotic organisms into the coastal environment, such as algae and
live invertebrate organisms or in latent status, in the form of propagos, gamete eggs or larvae.
All the liberated organisms may find a free environmental niche and proliferate, causing a great
impact on the native species. As an extension of the Maritime Ordinance Nº 7/17 (DPMA),
Standards for control and management of ballast and sediments of Vessels, Annexes Nº 2 and
3, which establish the specific standards for ballast water change, in compliance with BWM
Agreement, 2004 (Ballast Water Management – OMI); and Maritime Ordinance Nº 12/98
(DPMA), Article 11, in which the obligatory change of ballast water for special areas is
established; TERMAP S.A. requires Tankers to renew ballast water of its segregated tanks out
of the coastal zones, taking water inside 150 miles before arriving at the Terminal, since the
Company does not have the facilities to treat this type of ballast waters, the Vessel’s Masters
operating at the Terminals shall inform that the ballast water was totally renewed prior to arrival
to minimize the possibility to contaminate the waters of Caleta Olivia and/or Caleta Córdova
with exotic species.
An exception to this regulation is granted to:
- Short-sea shipping vessels that usually operate with the Terminal, coming from the Port
of Bahía Blanca.
- Vessels coming from abroad with a system of ballast water treatment, in compliance
with BWM Agreement (Ballast Water Treatment System –OMI). In this case, vessels
shall present the corresponding certificate of compliance, and they shall register the use
Port Regulations – 2020 Edition / Page 55
of their BWTS/Ballast Water Treatment System, in their BWMP/ Ballast Water
Management Plan, or in TERMAP’s form, Annex 17.
• Discharge of Contaminated Ballast
The discharge of contaminated ballast in areas of operation is forbidden; should they occur, the
M&L Master shall interrupt all maneuvers and inform the Argentine Naval Prefecture.
All resulting delays shall be sole responsibility of the Tanker. When the Tanker leaves the SPM
to discharge contaminated ballast, clean its tanks and hull or for any other reason causes a
delay; such delay cancels the Notice of Readiness (NOR) already performed and at the same
time, the vessel losses the priority to load.
Tankers in this situation of contingency shall renew their Notice of Readiness which, once
accepted by the Company, will enable the Vessel to come in again to continue loading.
Masters are warned that, when disposing of contaminated ballast or bilge water 50 or more
nautical miles away from the Argentine coast, all pipes, suction pumps, filters and pumps that
will be used later to discharge clean ballast, must be cleaned in such a way that there is no
possibility of even a minimum part of polluting material being spilled to sea during the stay at
TERMAP S.A.’s facilities.
F.6.02 Minimum Ballast required
Tankers shall have enough ballast or load (25 to 33% of their dead weight) for a safe maneuver,
and whenever possible, they shall arrive at the loading berth properly trimmed and with the
propeller(s) fully submerged or as maximum with a third (1/3) of the diameter of the propeller
emerging from the water. The M&L Master may refuse to allow mooring until, upon his own
judgment, the vessel does not have the proper trim for a safe maneuver.
Upon completion of mooring operations and at any time during loading operation, the vessel
shall keep a condition of stability and trimming that, in the M&L Master’s judgment, is enough
to maneuver safely when leaving the Terminal.
F.6.03 Surveillance and control
Tankers shall constantly monitor the side from which segregated ballast is discharged, in order
to detect any sign of discoloring or oily film on the water.
In the event of any such occurrence, the discharge of ballast shall be immediately suspended.
Investigation on this matter will be carried out and the results will be informed in written to the
M&L Master. Discharge shall not continue without authorization from the M&L Master.
If, during an inspection or loading operation, it is discovered that the tank or tanks are not
watertight between loading tanks and ballast tanks, in order to avoid any oil spill, the M&L
Master may refuse to load the vessel until there is evidence that it has been satisfactorily
repaired to the satisfaction of the Society of classification or register of the Tanker.
In addition to the lights normally used, moored Vessels are required to have lights at night or
in conditions of poor visibility, and also to light the surrounding area with all their available
lamp-reflectors during the discharge of clean ballast and the loading of oil, in order to be able
to detect any sign of oily spill.
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Vessels without suitable lights shall not be allowed to load at night and will bear responsibility
for such delay. Moreover, the following situations shall be informed:
1. If the entire ballast water was renewed before arrival at the Terminal.
2. If the Vessel has an automatic sampling system to detect hydrocarbon traces or gases
to warn the possible contamination of ballast.
3. The type of automatic sampling system of ballast water.
4. If the sampling system will be active throughout the operation.
5. If the discharge of segregated ballast will be carried out over the sea surface in a
properly illuminated area (night operation).
6. If a permanent inspection duty will be active, in order to observe the discharge of ballast
water to the sea.
Items 1), 5) and 6) are obligatory requirements for deballasting; however, if item 4 is
affirmative, the indicated duty in item 6) could be intermittent.
Refer to Annex 15, Segregated Ballast Water Statement for details on the conditions established
by TERMAP S.A. that must be followed by the Tanker in order to deballast.
F.6.04 Simultaneous loading and deballasting
Tankers equipped with segregated ballast may discharge segregated ballast and load oil
simultaneously, subject to the M&L Master’s approval.
For the case of those Tankers with ballast discharge pipes that go through loading tanks, the
Company recommends, whenever possible and applicable, the following:
1) These ballast pipes shall be used before loading the loading tanks with oil and/or
deballasting shall be carried out during daytime.
2) The discharge of ballast to the sea shall be carried out over the surface of the water
(floating line).
When these recommendations are not applicable, it is required that the Tanker’s Master
implements a continuous round of inspection on the quality of the deballasting, at intervals of
no more than two (2) hours.
The Company is allowed to make exceptions to this rule if the vessel is provided with an
automatic system to monitor the quality of the discharged ballast, in which the content of
hydrocarbon in it is indicated in parts per million (ppm).
F.6.05 Maritime Ordinances for Vessels
Tankers that sail towards the facilities of the Company shall know and comply with the rules
established in the Maritime Ordinances (MO), as appropriate:
• MO Nº 1/74 “Particular Regulation of vessels at the port”.
• MO Nº 1/93 “Verification checklist to prevent contamination in hydrocarbon loading
and unloading by bulk at Ports, Terminals, Loading Platforms or Monobuoys”.
• MO Nº 12/98 “Designation of special protection areas in the argentine coast”.
• MO Nº 13/98 “Routes of Vessels transporting hydrocarbon and liquid toxic substances,
by bulk, in national maritime navigation”.
• MO Nº 7/2016 “Means of embarking and disembarking for vessels and Pilots
transshipment”.
• MO Nº 7/2017 “Standards for control and management of ballast water and sediments
of vessels, naval crafts or other floating structures”.
Port Regulations – 2020 Edition / Page 57
• MO Nº 5/2018 “Standards for safety operation management for the Vessel and
contamination prevention”.
F.6.06 Liability for Contamination
The Master, Ship Owners or Charterers of the Tanker shall be liable for any damage to the
Argentine territory or waters caused by contamination, and will have to pay any applicable
fines or penalties in compliance with argentine laws.
In order to be allowed to moor and load, Tankers shall have to evidence their membership to
the ITOPF (INTERNATIONAL TANKER OWNERS POLLUTION FEDERATION LTD.)
and membership to some P&I Club (Protection and Indemnity Clubs) member of the “IGP&I
Clubs” affording protection against risks additional to those covered under ordinary Hull
Insurance, as well as nominate, in advance, an oil spill response Company, in case of
contamination to the waters and/or coast.
F.6.07 Ballast Water Management Plan
All Vessels must comply with the IMO A.868 (20) Resolution and shall have the information
required by the Ballast Water Management Plan available, from which the last movements
shall be presented to the M & L Master. In case this information is not duly documented, the
register of TERMAP S.A. “Ballast Water Reporting Form”, in Annex 17, may be required to
be completed.
F.6.08 H2S and Mercaptans
Vessels arriving at TERMAP S.A.’s Loading Terminal having previously transported high H2S
content cargo, are required to purge their cargo tanks prior to arrival. Such vessels shall
confirm, by means of the form “Vessel pre-arrival information”, that the atmosphere of their
loading tanks contains levels of H2S below 5 ppm (Threshold Limit Value).
Those Tankers with loading tank atmosphere of more than 5 ppm of H2S shall not be
moored. All associated delays, losses and costs shall be on the Vessel’s account.
During loading operations, the Tanker’s personnel shall be responsible to control the
concentrations of H2S in the areas of the main deck. In the event that concentrations exceed 5
ppm, the M&L Master shall be informed of this situation and he will instruct the Mooring
Assistants to temporarily leave the Vessel’s deck until further instructions.
In order to continue with the operations, the command of the Tanker shall present for the
consideration of the M&L Master the procedure to be followed. This procedure shall comply
with the recommendations of item 1.4.6.3 of ISGOTT, 6th edition (item 2.3.6.4, 5th edition),
and be formally documented. Later, the M&L Master will consult with the Company if the
safety measures presented by the Command of the Tanker are enough.
Similar actions shall be considered in case the presence of mercaptans is detected.
F.6.09 Stability of Vessel During Liquid Transfer
The Tanker’s Master will ensure that whilst the vessel is moored at the Monobuoy, it has an
initial metacentric height (GMo), corrected by free surface, and measured at 0º heel, of no
less than 0.15 m.
F.6.10 Restriction of use of exhaust gas treatment systems with discharges to the sea
(scrubber - open loop)
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As reported by the local coast guard ( PNA – Prefectura Naval Argentina), the use of exhaust
gas scrubber systems with discharges to the sea (open loop) is not allowed in waters under
national jurisdiction.
The Argentine Republic is close to ratifying Annex VI of the MARPOL Convention and is
developing a regulation that will deal with this particular issue. Until then, the use of these
systems is not allowed in its waters.
F.7 Safety & Security
F.7.01 Safety
The Tanker’s Master is responsible for the overall safety on board and must permanently
evaluate the multiple potential risks involved in a loading operation.
The Tanker’s crew, as well as all the personnel temporarily onboard, must respect the safety
rules generally complied in the Oil & Gas industry, as well as the Requirements and
Regulations established in this Manual. Moreover, the recommendations from the last edition
of the “International Safety Guide of Oil Tankers and Terminals” (ISGOTT) shall be
considered, as well as all related topics included in the last edition of “Ship to Ship Transfer
Guide” of OCIMF.
If any precaution, requirement or regulation imposed by the Company, including those
established in the Fire Regulation and Smoking Restrictions attached in Annex 4 of this
Regulation, is neglected by the Tanker’s Master, Officers or Crew, this shall be sufficient cause
to reject the vessel and make it leave berth if it was already moored. As long as the Tanker is
anchored or in the loading berth, its crew and all the operations it may perform shall comply
with the provisions on this Chapter.
F.7.02 Ship/Shore Safety Check List (SSSCL)
After mooring the Vessel and prior to starting loading operations, the Ship/Shore Safety Check
List shall be prepared. This Check List is intended to verify compliance with the safety and
contamination prevention requirements, in order to avoid or remove any risks that may affect
the normal operations or the safety of the Vessel, the Terminal and all the personnel. This
Check List must be completed item by item by the Loading Officer together with the M&L
Master.
A copy of this document is attached in Annex 3, Ship Shore Safety Check List.
F.7.03Precautions to take by the Vessel during Operations
The operation will be handled by enough crew members under the supervision of a responsible
Officer, who will guarantee its control and proper surveillance, in order to comply with the
safety standards and take efficient action in the event of an emergency.
In this way, and specially in order to comply with item 22.5.4 of ISGOTT, 6th edition (item
23.5.3, 5th edition), the Tanker’s Master will provide a permanent duty in the Vessel’s bow to
ensure the condition of the mooring line and to verify that it has enough tension throughout the
operation. During this duty, the personnel shall report immediately to the Officer on duty on
any total loss of tension of the mooring line and /or on the dangerous approach of the Vessel’s
bow to the Monobuoy, as well as the presence of hydrocarbons on the sea surface in the
proximities. This permanent duty will be independent from the duty provided by the Mooring
Service. The M&L Master may agree with the Vessel’s Master that occasionally only one of
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the bow watch-keepers (the one provided by the Vessel or the one provided by the mooring
Service) may be temporarily absent.
For this purpose, the corresponding communications shall take place in order to guarantee and
confirm an effective permanent duty in the relative position of the SPM – Vessel’s Bow, a
condition of tension in the mooring hawser and the condition of the sea surface, free of
hydrocarbons.
Therefore, the Vessel shall comply with item 11.4 of ISGOTT, 6th edition (item 7.4, 5th edition),
as regards being able to move on its own in case of an emergency, whether to sail or, if
necessary, to maneuver in case of any inconvenience to maintain the relative position of the
Buoy- Tanker’s Bow.
The Vessel’s engines, servomotor and any other essential equipment, as well as all the
machinery on deck shall be at all times ready to maneuver immediately and thus, allow the
vessel to leave the area as soon as so instructed by the M&L Master or Vessel’s Master.
All openings and ventilations in the deckhouse compartments and machinery facing the main
deck or the tank deck (doors, bull eyes or other openings through which gases may come in),
shall be kept closed during operations.
Smoking is strictly forbidden on board the Tanker and in the loading berth, except on areas
specified by the Master for this purpose. The Master shall be responsible for ensuring that all
the
personnel on his Vessel is informed about the areas where smoking is allowed and, to that
effect, shall have the appropriate signs placed. The M&L Master may request the Tanker’s
Master to impose stricter smoking restrictions, whenever circumstances make this advisable.
The personnel must be warned not to carry lighters or matches when in the smoking restricted
areas.
The Tanker’s Master shall instruct the Officers and crew not to throw lit cigarettes overboard
or from the portholes. In some occasions, smoking will be completely forbidden.
The use of portable lamps, hanging lights or electrical devices connected with extensible cables
is forbidden. The use of electrical devices on deck will only be authorized if they comply with
the safety standards for this type of operations.
All hatch covers in cargo tanks and sounding or sighting lids should be kept closed, except
when the tanks are to be manually probed or sounded, in which case sounding lids may be
removed for the corresponding testing or sounding.
Tank ventilation (exhaustion) must be carried out only by means of the venting system
provided for that purpose.
When the Tanker is being loaded, no supplies can be moved on the upper deck or goods be
transferred on board the Vessel from smaller boats.
Inspection of any kind is forbidden (by the Ship Owner, classification company or PNA-
Argentine Naval Prefecture) as well as any activity diverting part of the crew or requiring the
testing or trial of any circuit, element or mechanism that is related to the normal loading
procedure.
The execution of cold or hot repair work is forbidden while the vessel is moored at the SPM,
including boiler work, chipping, etc.
Those tasks that are likely to generate sparks and ignite explosive mixtures must not be
performed. For instance:
• Hitting the handles of tanks’ lids or the Tanker rail hose with metal tools.
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• Mooring to the Buoy with the engine room exhaust ducts and their corresponding dirty
spark arresters.
• Cleaning shall be performed before mooring, and be documented in the corresponding
Logbook.
• Funnel and bolier duct blowing. All burners, ducts, heat protectors, exhaust manifolds
and spark arresters shall be kept in good working conditions and clean.
• Funnel and boiler duct heat protectors must not be used while at berth.
• Under no circumstance, shall highly volatile cleaning solvents should be used in the
engine room while the Tanker is at the loading berth.
The opening, washing and degassing of the Vessel's tanks is not allowed. Individual air
conditioners should be disconnected and not used, unless they are certified by competent
authorities that allow them to work safely in flammable areas. If a central air conditioner unit
is working, it should be operated in recirculation mode.
The Tanker’s radar equipment must not be activated while the Vessel is operating with cargo
or ballast. The use of non-explosive VHF/UHF radios is allowed for cargo maneuvering and
safety operations. The satellite communications system may be used during loading operations.
The AIS system shall be kept on at the minimum level of power that allows its
intercommunication with the Support Tug. The AIS system is used by the Support Tug Vessel
and the Terminal to permanently control the relative position of the “Monobuoy- Tanker-
Tug” system.
Cellular telephones may only be used in the Tanker’s deckhouse.
An effective firefighting watch should be maintained at all times on the deck and in the engine
room. The Tanker's fire extinguishers, as well as the manifold portable extinguishers, shall be
ready for immediate use. Fire hoses, long enough to reach all areas in the Vessel, should be
connected to the hydrants and the line on deck should be pressurized.
All recommendations included in the latest issue of the OCIMF's "Ship to Ship Transfer
Guide" and on the last edition of the "International Safety Guide for Oil Tankers and
Terminals" (ISGOTT) shall be strictly complied with as regards Tankers' loading and
discharge.
The only exposed flames that will be allowed while the vessel is at the loading berth are those
of the boilers and the galley equipment. There must be at all times enough fire extinguishers
near the galley and the boilers, provided they do not represent a risk of gas ignition in normal
operations.
The use of battery fed cameras or video cameras is forbidden, unless they have a non-explosive
certificate.
F.7.04 Safety actions taken by the Company
TERMAP has implemented the following actions to guarantee the safety conditions and
minimize the possibility of risk during loading and mooring operations:
• Safety in Mooring and Connection maneuvers
• Safety in Loading Operation
Refer to sections E.1.05 and E.2.02 for a description of such actions.
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F.7.05 Departure from the facilities
After completion of the operations, the Tanker shall not be allowed to remain moored at the
Terminal.
F.7.06 Operational Safety
• Prior to approaching and while at the SPM
Anchors shall be in their bullnoses, with brake on, with chainstopper and sea lashing placed.
No work on windlass or anchoring gear that requires releasing the brake or removing the
chainstopper is allowed while at the SPM.
• Prior to starting the load
Compliance with the following conditions must be ascertained:
- The Vessel is safely moored.
- The mooring hawser has enough tension and the SPM is between the "10" and "02"
o’clock position from the Tanker’s bow.
- The ship/shore communications shall be established (main and auxiliary) with the
onshore loading station.
- The Vessel must have a fully operational inert gas system prior to the commencement
of loading operations. All cargo tanks should be empty, including those loaded under a
positive pressure and fully inertized with gas at 8% or less of 02 content.
- The tank level remote control and overflow warning systems should be in operation and
in good working order.
- All unused connections and the manifolds, including the stern discharge, shall have
blind flanges, properly adjusted with all required bolts and gaskets.
- The Camlock coupling of the Tanker Rail Hose shall be properly connected and the
maneuver valves shall be ready to operate.
- No open flames, people smoking, or any other circumstance entailing risks shall be
observed on board the Vessel.
• During operations
The Vessel’s Master must ensure that:
- At all times there shall be at least one Officer and two members of the Tanker's crew
on duty, available and in charge of operations on the deck.
- At all times, while the Tanker is moored, there shall be at least one engineer on duty,
available and in charge of the engine room.
- There shall be permanent monitoring of the “tandem” condition of the SPM-Tanker-
Support Tug system. The SPM shall be between the “10” and “02” o’clock position
from the Tanker’s bow and he Support Tug between the “04” and “08” o’clock position
from the bow.
- The Officer on duty, from the Bridge or the Cargo Control Room, shall have enough
information about the meteorological conditions and the safe mooring and operation
situation and is provided with the proper means of communication to immediately
require, whenever necessary, the start up of the main engine and the urgent presence of
the Master in the Bridge to maneuver the Vessel.
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- The Terminal’s Pump Room shall have a suitable intercommunication system with the
vessel, in order to control the operation and for emergency stoppage.
- The operations shall be started and ended slowly, according to the loading procedure
authorized by the Terminal (loading Operation).
- The hose line shall operate correctly and without leaks in its connections and fittings.
- There shall be no leaks or spills in the pipeline system or in the receiving tanks.
Operation Stoppage
Operations shall be stopped under the following circumstances:
- When the Tanker’s Bow dangerously approaches the SPM and/or the mooring system
has no tension (mooring line in contact with the surface of the sea).
- When there are winds of such intensity that may jeopardize the safe mooring and
operation.
- When there is an oil spill on the Vessel’s deck or SPM, whether or not it reaches the
surface of the sea.
- When there is fire in any sector of the Vessel. In the event of fire in any sector,
regardless of its extent, a fire alarm shall go off immediately. This fire alarm shall
consist in a constant blow of a whistle onboard the Tanker, together with a continuous
ringing of its bell. All loading and ballast operations shall be immediately interrupted
and loading hoses shall be disconnected. The Vessel shall then be unmoored.
- During electric storms.
- In the event of fire at the onshore Storage Plant.
- In the case of any circumstance that implies a hazardous situation.
The Support Tug Vessel may immediately provide, if it is not required for the emergency
unmooring of the Tanker, a first response to the fire produced on board.
After Completion of Operations
The valves of the Monobuoy and the Vessel’s Manifold shall be closed, according to the
procedure authorized by the Terminal (Loading Operation). Blind flanges shall be placed in
the end of the Tanker rail hose in order to prevent any type of oil spill.
F.7.07 Environmental Protection
The Vessel is required to establish the measures to prevent any possible spills and shall have
the means to provide a response if necessary.
Vessels shall be equipped with pumps and absorbing elements ready for immediate use in case
of an accidental spill on deck.
F.7.08 ISPS Code- International Ship and Port Facility Security Code
The Amendment to Chapter XI-2 of the International Convention for Safety of Life at
Sea (SOLAS 74/78), which implements the International Ship and Port Facility Security Code
(ISPS Code), became effective on July 1st, 2004.
For this reason, TERMAP SA implemented the Port Facility Security Plans corresponding to
the Monobuoys of Caleta Córdova and Caleta Olivia, whose Port Facility Security Officers
(PFSO) and contact points are indicated in below:
Port Regulations – 2020 Edition / Page 63
Walter Fabian Chaves Gonzalo Marcelo Mayol
PFSO Head Caleta Córdova & Olivia PFSO Substitute Caleta Córdova & Olivia
[email protected] [email protected]
+54 297 154935691 +54 297 156259408
Marcelo Fabián Vilche José Luis Marzocca
PFSO Substitute Caleta Olivia & Córdova PFSO Substitute Caleta Córdova & Olivia
[email protected] [email protected]
+54 297 156249722 +54 297 156248676
The fulfillment of the dispositions of the ISPS Code is certified by the Argentine Naval
Prefecture, governmental institution that issued the Statement of Compliance of the Port
Facility of Caleta Córdova and Caleta Olivia Terminals, whose copies are included in this
regulation (Annex 34 & 35).
Due to the relevance of this matter, TERMAP requires that all Vessels that operate in its
Terminals shall have their International Ship Security Certificate in force and approved and
that the Ship Security Officer shall send via email or fax, 72 hours before mooring, any
requirement, question or doubt that may arise in order to avoid delays in mooring and crude oil
loading.
The M&L Master shall act as an PFSO representative on board the Tanker and shall provide a
list of the personnel that will be involved in the Vessel-Terminal interface, thus applying the
ISPS Code.
F.7.09 Access to the Facilities
The access to the facilities is restricted and limited to authorized personnel.
Information about the requirements to access to the facilities may be obtained through the
local Maritime Agencies operating in the area or through:
Estudio RUBI SA
Tel - Fax.: +54 0297 4069566
Grecia N°675 EP 1 OF 4 – Comodoro Rivadavia – Chubut – Argentina
F.8 Port Services and Requirements
F.8.01 Documents
Upon arrival at the Terminals in Caleta Olivia or Caleta Córdova, the Vessel shall be
provided with all the information required by the authorities and maritime agencies, in
order not to delay operations.
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The following documents are required:
▪ Health Declaration
▪ Crew List
▪ Clearance from last port of call
F.8.02 Flag
When sailing through Argentine territorial waters, Tankers shall fly the Argentine flag from
the foremast in daytime hours.
Argentine territorial waters extend over 12 nautical miles from the shore outward to the open
sea.
San Jorge Gulf is considered inland waters and, therefore, all the interior waters correspond to
the Territorial Argentine Sea.
F.8.03 Repairs and/or Inspections
While the Vessel is in the anchorage area or in the SPM, the main engines should not be out of
service for minor repairs o maintenance.
In the event that during an emergency disassembling is extremely necessary, thus leaving the
propulsion plant out of service, this action shall be previously coordinated between the M&L
Master, Vessel’s Master, Termap’s Maritime Superintendent and with the support of the
Maritime Agent, in order to plan/foresee Support Tug assistance or External Assistance, if
necessary.
In addition, any kind of inspection while loading is forbidden (carried out by personnel from
the Ship Owner, Classification Society or Navel Prefecture), since it may divert part of the
crew involved in loading supervision, or implies the testing or trial of some circuit, element or
mechanism, related or not to the normal loading procedure.
This restriction comprises as well particularly all those components of the ballast and loading
systems, whose repairs or inspections shall be performed outside the Terminal, without
exceptions.
F.8.04 Government Agencies
In the city of Comodoro Rivadavia there are important government agencies, such as Customs,
Immigration and Public Health Inspections, Port Authorities, Argentine Naval Prefecture and
the Police. If Customs Inspectors, members of the Naval Prefecture or of any other agency are
on board the Tanker, they shall be provided with meals. Tankers arriving at the SPM shall be
equipped with a Pilot’s ladder for the agents to embark.
The authorities of Health, Custom and Naval Prefecture will visit the Vessel at arrival, and the
Maritime Agent must take all necessary provisions.
F.8.05 Authorities or Government Agents permanence on board
The following personnel will remain on board during all operations:
- Two (2) M&L Masters (Two Seniors or one Senior and one Junior when the loading
operation takes more than 24 hours or the vessel has a foreign flag) (Mooring &
Loading Master Senior and Junior)
- One (1) Pilot
- One or Two (1 or 2) Representatives of the Argentine Naval Prefecture
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- One or Two (1 or 2) Surveyor/Loading Inspector
- Three (3) Assistants / Sailors of the Mooring Service
The personnel of Customs and Health will disembark after carrying out controls.
All the personnel above mentioned will be provided with meals at the usual eating hours,
adjusted to the western style if possible. Moreover, they shall be also provided with individual
cabins:
- One (1) cabin for each M&L Master
- One (1) cabin for the Pilot
- One (1) cabin with at least two (2) beds for Assistants/Sailors, which will be used in
rotating shifts of two assistants at rest and one on duty. In order to avoid resting
disruption of the personnel, this cabin can only be shared with personnel involved in
loading operation with periods of duty and rest similar to those of the Assistants/Sailors.
The Naval Prefecture representative(s) and Surveyor(s) shall have accommodation in single
beds, in individual or shared cabins.
F.8.06 Quarantine Provisions
According to the International Practice, the Vessels that approach shore shall hoist the
¨QUEBEC” flag until the authorities carry out the inspection and freeing. At night, a red light
shall be turned on above the white one, until liberation is granted.
While moored at the SPM, Tankers shall keep a “BRAVO” flag during the day and a red light
during the night, during the length of their full stay.
F.8.07 Consulates
In addition to consulates in Buenos Aires, there are consular agencies for Chile, Italy, South
Africa and Spain in Comodoro Rivadavia.
F.8.08 Visitors and Change of Crew
Except in case of medical emergencies, Visitors or Vessel crew shall not be allowed to embark
or disembark while at the SPM. However, TERMAP will be able to assist in special situations
not described herein.
F.8.09 Supplies
Provisions, supplies and stores shall not be provided at the SPM.
Any enquiries concerning the availability and loading of stores and supplies shall be submitted
by the Maritime Agent.
F.8.10 Emergency Medical Care
If emergency medical care is required during loading, this request shall be coordinated with
the M&L Master. This information will be transmitted to the Maritime Agent and the PNA
(Argentine Naval Prefecture).
The embarking of the Medical Care shall be authorized by the Argentine Naval Prefecture.
Although there are no medical or hospital facilities at the Terminal, they will be available in
Comodoro Rivadavia or Caleta Olivia.
F.8.11 Maritime Agents
The Company renders no services as a Maritime Agent. Tankers should request these services
from their own agents.
Port Regulations – 2020 Edition / Page 66
F.8.12 Smuggling
Vessels without authorization from the M&L Master are forbidden to approach the Tanker
during its stay at the SPM. In order to prevent any unauthorized elements to come on board,
M&L Masters are also suggested to prohibit the approach of any vessel to the Tankers while
they are at the SPM or in its vicinity.
F.8.13 Waste
It is forbidden to throw any kind of waste overboard. Waste shall not be received at the
Terminals either.
In this way, Vessels shall refer to the regulations issued by the Argentine Naval Prefecture for
waste treatment.
F.8.14 Disembark of Cargo Commission
If Hydro meteorological conditions do not allow the cargo commission to disembark
(Authorities- Cargo Surveyor- M&L Masters- Pilot- Mooring Service Personnel) by the usual
means (Mooring Boat or Tug), the Vessel shall remain in the awaiting anchorage area, until
the above mentioned conditions improve, thus allowing a safe transfer.
In the event that it is vital for the Vessel to continue its voyage, the commission will disembark
at the port or roadstead closer to the course of its destination.
The coordination and means of disembark will be carried out by the Vessel’s Maritime Agent,
who will be in charge of all related costs.
F.8.15 Absence of Authority
In case that Argentine Authorities (PNA, Immigration, Custom, Health, etc.), the Pilot or the
Cargo Surveyor do not turn up at the appointed time at the embarking site, the M&L Master,
the Maritime Agent and the Maritime Superintendent of TERMAP S.A. will follow the steps
below:
1) The M&L Master will contact the Maritime Agency, reporting the anomaly.
2) The M&L Master will inform the Maritime Coordinator, or the Maritime
Superintendent, and will remain stand by with the authorities present at the
corresponding Base/dock offices.
3) The Maritime Coordinator, or the Maritime Superintendent, will consult the Agency
about the nature of the delay or the reason why some authorities are absent.
4) The Maritime Agent will make all the related enquiries to normalize the situation or to
get permission from the PNA (Argentine Naval Prefecture) or Customs to start mooring
the Tanker and initiate operations normally. The Agent will also keep the information
updated for the M&L Master. If his management has a negative result, he will inform
the Maritime Coordinator or the Maritime Superintendent about this situation.
5) In the case of the Cargo Surveyor, the Maritime Agency will only update the Vessel’s
time of arrival, being the responsibility of the measurement Company to present, in
time and place, the personnel that will board the Tanker, making all the necessary
contacts with the Maritime Agency and the M&L Master.
F.9 Port Fees
Except as otherwise provided in this manual, the Company shall pay no fees for or on behalf
of Tankers arriving at the Terminals of Caleta Córdova and Caleta Olivia. Any question
Port Regulations – 2020 Edition / Page 67
concerning such fees, taxes or duties shall be dealt with by means of the Maritime Agent.
"Mooring and Unmooring", "Lighterage" or "use of Tug" services shall be collected by the
Company as per current scale of charges.
The rates in force will be able to be consulted in the offices of TERMAP S.A.
F.10 Communications
F.10.01 Notice of Arrival (ETA)
Tankers, their Ship-Owners or Maritime Agents shall send a facsimile or e- mail with the
message of Estimated Time of Arrival (ETA) to the Company at least 72 hours prior to their
arrival at the Terminals of Caleta Córdova/Caleta Olivia.
Subsequent ETA messages shall be reported to the Company when the Tanker is 48hs and 24hs
away from the Terminal, confirming or informing of any change in the first ETA message
(72hs), and in any other moment after the 24hs message if a change of more than one hour in
the ETA should occur.
The ETAs shall be sent to the following e-mail addresses of the Maritime Coordination of
TERMAP:
- Mr. Jorge De Cillia: [email protected]
- Mr. Cesar Orquera: [email protected]
Or, alternatively, to TERMAP S.A. telefax: +54 0297 - 447 9291
F.10.02 Pre - Arrival information to be sent by the Tanker
In addition to the Notice of Estimated Time of Arrival (ETA), Vessels coming from abroad
must present the following information to TERMAP S.A. at least 24 hours prior to their arrival
at the Terminals of Caleta Córdova or Caleta Olivia.
• “Tanker’s Pre-Arrival Information”. See Annex 10.
F.10.03 Pre - Arrival information to be sent by the Terminal
TERMAP S.A. recommends Maritime Agencies to send the following document to the
Tankers prior to their arrival:
• “Terminal Pre-Arrival Information”. See Annex 19.
F.10.04 Initial radio communications
The initial radio communications between the Tankers and the Company shall be established
by radio, marine band, Channel 68/69 VHF.
F.10.05 Ship-Shore Communication
The Terminals and Shore base from where mooring boats operate are equipped with VHF
radio/telephones and keep watch over VHF 68/69 (*) channels. At least 12 hours prior to the
Tankers arrival at the Terminals, a radio watch surveillance must be kept over VHF 68/69 (*)
channels. Masters are advised to use these frequencies as soon as the Tanker is within the area
Port Regulations – 2020 Edition / Page 68
or to communicate to the telephone numbers below in order to exchange information about
arrival and avoid delay in operations.
• Caleta Córdova:
Shore base: +54297 459 0138 and / or Terminal: +54 0297 459 0056
• Caleta Olivia:
Shore base: +54297 485 4934 and/ or Terminal: +54 0297 485 2686
(*) Note: The following VHF operation channels must be covered for Ship/Shore communication.
• Caleta Córdova Terminal: VHF Marine Channel 68
• Caleta Olivia Terminal: VHF Marine Channel 69
F.10.06 Radio Watch
While the Tanker is in the anchorage area awaiting to moor, radio watch shall be kept over
frequency channels VHF 16 and 68 (in Caleta Córdova) and VHF 16 and 69 (in Caleta Olivia),
unless otherwise agreed with the M&L Master.
F.11 Additional Information and Documents
F.11.01 Maintenance of facilities
The company maintains the facilities in order to permanently assure that the service is provided
efficiently and safely. Maintenance jobs carried out respond directly to the experience of the
Company’s personnel for the Terminal’s maintenance and operation and are based on the
recommendations of the different documents from OCIMF (Oil Companies International
Marine Forum), maintenance recommendations from the Monobuoys’ manufacturers,
classification rules from the ABS (American Bureau of Shipping) and good practices.
F.11.02 Monobuoy’s Maintenance windows
The maintenance routine jobs are carried out in the available time periods between the assigned
operational windows for the Tankers, monthly scheduled in the Final deliveries and embarking
program (PEEF – Programa de embarques y entregas final).
These available periods are considered by TERMAP S.A. as “exclusive time for maintenance”
reserved for the facilities.
In case of major intervention jobs (such as: change of floating hoses, submarine hoses, hawser,
anchor chain, Monobuoy; general class inspection, etc.) a longer and uninterrupted time period
is required and such jobs shall be identified in the PEEF above mentioned. This kind of jobs
demands the mobilization of extra personnel and equipment and therefore, it cannot be delayed
or interrupted.
F.11.03 Information for Vessel nomination
All Vessels operating at the Terminals of Caleta Córdova and Caleta Olivia shall be nominated
at least 7 days in advance. Nominations will be carried out through the website
https://nominaciones.termap.com.ar/, which only Oil producer companies duly enabled by
TERMAP may have access.
F.11.04 Vessel Performance Report (VPR)
Port Regulations – 2020 Edition / Page 69
Once the Tanker leaves the Terminal, the M & L Master must fill the VPR (See Annex 18) in
order to evaluate the Vessel’s performance in the operation. This report shall be filed at the
central office of TERMAP S.A.
In case the report contains relevant information, a copy may be sent to the Vessel’s Shipper
and/or the Ship owner and to the Vetting system of reference used by the ship owner or by
TERMAP.
Port Regulations – 2020 Edition / Page 70
G) GLOSSARY
ERR: Emergency Response Room located at TERMAP’s headquarters.
ETA: Estimated Time of Arrival.
HAZARDOUS AREA: The external area onboard the Tanker, where there is risk of presence
of flammable gases. In this area, smoking is forbidden, as well as performing any type of hot
work or using tools or instruments that may generate sparks.
HYDROGEN SULFIDE (H2S): Colorless gas of unpleasant odor, similar to rotten eggs.
ICA: Interbusiness Cooperation Agreement (CCI- Convenio de Cooperación Interempresario).
IMO: International Maritime Organization (OMI-Organización Marítima Internacional).
ISGOTT: International Safety Guide for Oil Tankers and Terminals.
ISPS: International Ship and Port Facility Security Code (PBIP- Código de Protección a los
Buques y a las Instalaciones Portuarias).
ITOPF: International Tanker Owners Pollution Federation Ltd.
MARITIME AUTHORITY: It refers to the Argentine Naval Prefecture (PNA), the institution
that represents and exerts police and safety authority for people, property and environment, in
the jurisdiction of Nautical and Loading Operations.
Comodoro Rivadavia PNA
With jurisdiction over the area of Caleta Córdova Terminal
Telephone number: 0297 - 447 3863
Radio: VHF Channel 16
Caleta Olivia Sub Prefecture:
Telephone number: 0297 - 448 1275
Radio: VHF Channel 16
MERCAPTAN: Colorless gas of unpleasant odor, similar to rotten cabbage.
MILE: A nautical mile of 1852 meters of length.
MOORING AND LOADING MASTER (M&L MASTER): Overseas Captain appointed
by the Company, who is highly experienced and in charge of the coordination of loading,
mooring and unmooring operations onboard the Tanker. He is TERMAP’s representative
onboard and stays on the Tanker before mooring and after unmooring.
Port Regulations – 2020 Edition / Page 71
MOORING STRESS: The tension in the mooring line measured by means of a sensor located
at the anchor shackle of the mooring system to the Buoy’s rotating platform.
NOR: Notice of Readiness.
OCIMF: Oil Companies International Maritime Forum.
PFSO: Port Facilities Security Officer (OPIP- Oficial de Protección de la Instalación
Portuaria).
PRESSURE AT MANIFOLD: The pressure measured in the Camlock bridle of the
connection hose, immediately before the inlet of the loading Manifold of the Vessel.
PRESURE AT PLANT: The pressure measured at Plant, onshore, in the outlet manifold of
the pumping units.
PROPAGOS: Name given in biology to all latent forms of the reproductive cycle of some
inferior species that produce a space distribution in reproduction, in this case, in the marine
environment. E.g.: gametes, eggs and larvae.
RESERVED AREA FOR TANKER OPERATIONS: The area indicated in the argentine
charts H-356, H-357 A, H-359, H-310 and 37, where only Tankers performing mooring and
loading operations are allowed to sail.
SAFETY CHECK LIST: The check list established by the Argentine Naval Prefecture, in the
Maritime Ordinance Nº 1/93, with similar content to the ISGOTT Ship Shore Safety Check
List (SSSCL).
SPM (Single Point Mooring): A Single Point Mooring consisting on a Buoy (Monobuoy)
built in naval steel for Tanker’s mooring and loading. Its design allows the vessel to swing at
anchor while moored by its bow and to simultaneously transfer crude oil through a system of
pipelines and hoses. The Buoy is anchored to the seabed by means of a chain and anchor
system.
SUPPORT OR MOORING BOAT: A small craft that transports the M&L Master, the Pilot
and the land-based personnel that need to embark during mooring and loading operations and
assists in mooring, unmooring and loading maneuvers. During mooring, unmooring and
loading operations, the support Boat’s Master will follow the M&L Master’s orders.
SUPPORT TUG OR ASSISTANCE TUG OR SERVICE VESSEL: The Sea Tug of AHTS
type or similar that assists the Tanker during mooring, loading and unmooring operations,
Port Regulations – 2020 Edition / Page 72
according to the maneuvers described in this Manual. The Tug’s Master shall proceed as
required by the M&L Master.
TANK FARM OR STORAGE PLANT: On shore sector of the Company’s facilities used to
receive, store and pump crude oil to the Tanker moored at the Monobuoy.
TANKER: The Oil Vessel that loads hydrocarbons in any of the Company’s facilities.
TERMINAL, MARITIME TERMINAL, COMPANY: TERMAP S.A.
TERMINAL or MARITIME TERMINAL: The group of facilities of the Company that
allow Tankers to store and ship crude oil. Each Terminal has an onshore facility (Tank Plant
or Storage Plant) and a maritime facility (Buoy or Monobuoy).
TERMINAL SUPERVISOR: The Supervisor of the Plants in Caleta Córdova or Caleta
Olivia, in charge of the decisions regarding loading operations, depending on the PLANT OR
TERMINAL CHIEF.
VHF CALL AND EMERGENCY MARINE CHANNEL: VHF Channel 16.
VHF WORK MARINE CHANNEL: VHF Channels 68 and 69, for Caleta Córdova and
Caleta Olivia respectively. Channel 19 will be exceptionally used as a secondary/alternative
means of communication.
Port Regulations – 2020 Edition / Page 74
I) SECTION OCIMF
LINKS BETWEEN DOCUMENTS OF THIS PORT REGULATIONS WITH
SUGGESTED ONES BY OCIMF IN THE MARINE TERMINAL INFORMATION
BOOKLET (*)
(*) Marine terminal information booklet, as OCIMF Guidelines and Recommendations - First edition 2018. 1. Introduction This section provides an adequate link of the OCIMF suggested information to the correct section of this Port Regulations Manual. 2.1 Terminal information as OCIMF guidelines, referenced to TERMAP Port regulations section.
Marine terminal information booklet section - OCIMF
TERMAP Port Regulations section
or commentary
2.1 Terminal TERMAP SA
Key contacts
• In Case of Emergency (ICE). B.1.01
• Terminal address and phone number(s). B.1.01 & F.1.05.01
• Radio contact(s). B.1.01
• Harbour Master/port authority. TERMAP SA
• Agent(s). F.8.11
• Pilots. D.2 - Required for foreign flags tankers
2.2 Table of contents
Section 1: Emergency procedures Section B
1.1 General (alarms, contacts, pollution response equipment description, safety equipment, maps/locations)
B.1 & B.2
1.2 Oil spill and vapour release B.1.05.04
1.3 Fire and explosions B.1.05.02
1.4 Evacuation (evacuation route and muster point map) B.1.05.01
1.5 Collision/damage to berth B.1.05.01
1.6 Medical emergency B.1.05.01
1.7 Security breach B.1.05.05
1.8 Person overboard B.1.05.01
1.9 Vessel breakout or drift along berth B.1.05.01
1.10 Emergency Shutdown (ESD) A.2 – A.7 - B.1.03 - F.5.09
1.11 Incident notification policy Section B
Section 2: Health, safety and security policies A.1 – F.1.03 & 04 Annexes 1 to 4
2.1 Personal Protective Equipment (PPE) requirements A.1
2.2 Terminal access/crew to shore/visitors to vessel F.8.08 & 11
Port Regulations – 2020 Edition / Page 75
2.3 Vessel/terminal security interface (Declaration of Security) F.7.08
2.4 Drugs/alcohol A.5
2.5 Smoking A6 - Annex 4 F.7.03
2.6 Portable electronic equipment and naked lights F.7.03
2.7 Repairs while alongside (state of engine readiness, etc.) Prohibited – F.8.03
2.8 Provisions and stores (other craft alongside) Prohibited – F.8.09
2.9 Safety data sheets Annexes 38 & 39
2.10 Benzene and Hydrogen Sulphide (H2S) A.4 & F.6.08
2.11 Static accumulator Tanker tail hoses non conductive
3 Marine Terminal Information Booklet: Guidelines and Recommendations
Section 3: General information F.1
3.1 Terminal location (description and maps) F.1.05
3.2 Terminal layout (description and maps) Annex 23 & 24
3.3 Hours of operation 0 - 24 hs
3.4 Local time GMT-3
3.5 Vessel/shore communications policy F.10
3.6 Language spoken Spanish & English
3.7 Vessel acceptance/clearance/vetting conditions F.11.03
3.8 Useful telephone numbers F.10.04 to 6 - B.1.01
3.9 Environmental (weather, tides, etc.) monitoring procedures F.3
Section 4: Berth information
4.1 Berth no.1 description and parameters SPM Monobuoys AnnexES 25 to 29
• Products handled. Crude oil
• Length Overall (LOA). 291
• Maximum beam. 46
• Maximum arrival displacement. NA
• Maximum DWT 160.000
• Minimum Parallel Mid Body (PMB). NA
• Controlling depth. C. 7 (22,5 m)
• Water density. 1025/33 kg/m3
• Maximum draft. 18 meters
• Load rates. E.2.03 Minimum 2500 m3/h
• Discharge rates/Maximum Allowable Working Pressure (MAWP).
NA
• Hose(s) and/or arm(s) size. Annexes 27 & 28 16” & 20”
• Vessel crane requirements. C.3 - SWL15 tons
• Vapour recovery. NA
• Safe working load of mooring components. SWL 200 tons chain stopper
• Other relevant compatibility information. F.2
4.2 Berth no.2 description and parameters -
• Specific list as above. -
Section 5: Pre-arrival communications
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5.1 Pre-arrival information exchange requirements from terminal to vessel and communications process
F.10.02 & 03 Annex 10 & 19
• Water depths (channel and berthing pocket(s)); controlling depth/maximum draft.
C. 7 (22,5 m)
• Pilotage procedures/anchorage. F.4
• Tug requirements. F.5.05
• Vessel displacement and dimensional limitations per berth. 160.000 DWT
• Minimum mooring requirements per berth and typical mooring diagrams per berth.
Annex 29
• Line handling procedures. E.1 & Annex 37
• Berthing manoeuvres/approach speeds. E.1 & Annex 37
• Garbage and slops disposal procedures. F.8.13
5.2 Pre-arrival information exchange from vessel to terminal as per ISGOTT, chapter 22.
F.10.02 & 03 Annex 10 & 19
4 Marine Terminal Information Booklet: Guidelines and Recommendations
Section 6: Operational information
6.1 Gangways (ships and barges) NA
6.2 Pre-transfer conference policy F.4
6.3 Ship/Shore Safety Checklist and declaration of inspection (including shift relief policy)
Annex 3
6.4 Ballasting policy F.6
6.5 Loading arm or hose connection and disconnect/draining procedures
NA
6.6 Cargo transfer policy (including manning requirements) F.5.07 to 13
6.7 Vapour recovery NA
6.8 Crude Oil Washing (COW) Prohibited
6.9 Safe operations requirements (wind, lightning, tide, current, waves, ice)
Section C
6.10 Tank cleaning and tank entry policy Prohibited
6.11 Inert gas systems policy Annex 19 Less than 8 % O
6.12 Surveyors/sampling and gauging Their activity must be agreed on board with the loading master of Termap
6.13 Bunkering policy Prohibited
6.14 Pollution prevention (sea suction valves, stack emissions, scuppers, pre-boom, noise, etc.)
F.6
6.15 Potable water NA