Location : Es Sider is situated on the Gulf of Sidra.
General overview : The offshore oil terminal consists of four berths, two conventional uoy berths and two SBM’s.
Traffic figures: Approx 200 vessels visit the port annually. Load Line zone: Summer.
Max size: LOA 355m, 305,000dwt, 56m beam and 22.25m draft.
ETA’s: Vessel’s ETA should be sent directly via cable to Wahaoil Tripolilibya. Cables sent will be received directly by the Waha communications center in Tripoli and relayed to the terminal at Es Sider. Vessels with telex facilities on board should telex directly to Waha Oil Company on 20158 or 20758. Within 6 hours of clearing its last port of call, each tanker should provide the terminal with the
The name of the tank
Name of the port from which the tanker last
Length between perpendilulars
Within 72 hours of arrival the terminal should be notified of ETA and the name of tanker. Within 24 hours the same should be notified along with the quantity of cargo required, max draft on departure from Es Sider and deballast time before the vessel can commence loading.
Within 12 hours of arrival name of tanker and ETA should be notified and again 4 hours prior to arrival with precise estimated ETA. The Master should call “Es Sider Control” on VHF Ch 08 when at least 2 hour prior to arriving at the pilot boarding station.
Communications: VHF : Ch 16 and 08. Vessels are requested to refrain from the use of VHF Ch 08 as it is used for tanker loading communications.
Customs and immigration: Customs and Immigration requirements should be obtained from the vessels agent, who will provide forms and advise on documentation required.
Flags: Tankers should fly the “Q” flag on arrival by day and display a red light over a white light at night to indicate quarantine conditions.
Notices of readiness: Masters should particularly note that the following requirements are necessary before NOR can be tendered. The Master should have received the Mooring Master on board, or-1 2-The Master should have dropped anchor.
General notices & regulations: Prior to commencing loading, the Master should, in writing, provide the terminal with his exact cargo requirements and whether the vessel will complete loading on the ship or a shore stop. Any changes to the vessel’s requirements should, again, be given in writing. These notifications should be signed and stamped by the Master. If it is requested by the Master of the tanker that the cargo flow should be stopped from the shore at a predetermined tonnage/quantity, it must be clearly understood that Waha Oil Company will not be held responsible for any error, and that in the case of overloading, the excess cargo cannot be pumped back ashore. Tankers should keep a continuous listening watch on VHF Ch 08 and 16, failure could result in losing its berthing turn. Vessels must be able to commence loading within 3 hours of making fast, bearing in mind the exposed nature of the berths. Should a tanker be unable to comply with this stipulation, Waha Marine Co-ordinator may berth more suitable vessels ahead of her especially in poor weather conditions. Tankers provide a pilot ladder, or ladders, constructed and placed in accordance with the latest Safety of Life at Sea Convention. Tankers having a large freeboard must use a combination of pilot ladder and accommodation ladder. A ship’s officer, plus the necessary crewmembers should be present at the ladder to ensure the safe embarkation and disembarkation of Mooring Masters and Port Authorities. All such ladders should be thoroughly tested and inspected before the vessel arrives in the recommended anchorage. Tankers should be equipped with an adequate propulsion unit as certified by an appropriate Survey Society. Tankers with inoperative or partially inoperative propulsion units should be rejected. No repairs should be made while the tanker is in or near a berth. Tankers should have 2 bower anchors and ground tackle in good working condition and in sizes and class to quality under either Lloyds or ABS ratings, even though they may have been classified by other Societies. Vessels should be capable of running out a min of 301m of chain on each anchor in order that they may be berthed at one of the sea loading berths. Tankers should have at least one winch, in good working order, on the poop deck capable of heaving on two ropes simultaneously. The winch drums must be of such a size to be able to take at least five turns of mooring rope. Tankers should have one winch on the after end of the main deck, so sited that ropes led through the fairleads at the after end of the main deck, port and starboard, can be hove on. The winch drum must be of such a size to be able to take five turns of mooring rope. All tankers should have suitable stoppers for all lines and stoppers for wire ropes. Wire ropes are a part of the permanent berths and all tankers should pick up wire ropes unless an exception may be based upon the tanker having suitable wires with nylon or synthetic rope tails for ease of handling by launch and launch crews. These tails should be of appropriate strength and of a suitable length to enable them to be manhandled on to the mooring buoy hooks. Constant tension winches may not be used except where they can be solidly locked and the constant tension feature not used. Tankers should have at least nine good synthetic fibre lines of not less than 9in circumference (73mm diameter) and at least 220m in length, with an eye spliced in each end. These lines should be placed out free for running; 3 on the after end of the main deck and 6 on the poop deck. The 3 lines on the after end of the main deck should be married together so that if the need arises a double length can be run on either side of the tanker. The Mooring Master may require the use of additional ropes or wires to effect a safer mooring and these are to be supplied on his advice. Tankers should be equipped with block, tackle, booms, runners and sundry equipment to efficiently hoist the submarine hoses or floating hoses (up to about 10t) from the sea. Other necessary equipment includes wrenches, gaskets, nuts, bolts, strops, drip tray and sawdust, drift pins, taglines, etc. The derrick should be rigged with a single wire running of sufficient strength to be able to lift at least 10t. After the tanker is securely berthed, the submarine hoses should be lifted amidships on the port side. The base lift may weigh up to 10t. Hoses should be lifted and connected by the tanker crew. The Mooring Master should advise the tanker’s office in charge concerning liftingtechniques; however, the responsibility for all operations should remain with the officer. Should the vessel’s cargo figures exceed the shore cargo figures by an amount greater than 0.45%, then the Mooring Master may delay the sailing of the vessel until the difference has been resolved.
Sea buoys, fairways and channels: As there are few landmarks, the approach to Es Sider is best made parallel to the coast until the oil tanks are detected on radar. The tanks are visible on radar at a distance of approx 30nm and the water tower at approx 20nm. During the hours of darkness, leading lights and mooring buoy marker lights may be exhibited from time to time. These lights are for the use of pilots and mooring parties, and should generally be disregarded by vessels.
Pilot: Pilotage is compulsory for vessels berthing, pilots are available at all hours. The pilot boarding place is in the vicinity of 30°40.2’N 018°23.5’E. The pilot boat is black with white upper works. The pilot remains on board until the vessel leaves the terminal.
Anchorages: The recommended anchorage for vessels awaiting a berth, lies between the parallels of 30°41.4’N and 30°43.0’N and between the meridians of 018°22.0’E and 018°25.0’E. The depth is approx 33m over a bottom of sand and the holding ground is reported to be good. The boundary of the prohibited anchorage area is indicated by 3 lightbuoys disposed along the northern edge of the area, but these buoys may be extinguished or removed from time to time and should not be relied upon. Tidal range and flow: Range 0.5m.
Dock density: 1025.
Weather: Prevailing winds: NW’ly.
Principal navigation aids: Coastal landmarks in the area are as follows One of the most prominent landmarks is a water tower in the terminal area which is painted white and is 54.8m above sea level. This water tower is located at 30°38’N 018°21’E (FR) A communication tower in the terminal area is a most conspicuous landmark. It is located at 30°37.60’N 018°20.55’E. A radio antenna tower that is 120m above sea level is located at 30°36.56’N 018°21.01’E.(Oc(2)+FR). It is flanked by two dish-shaped aerials. There is a water tower at Ras Lanuf Terminal with a height elevation of 54.7m above sea level located 30°30.6’N 018°32.3’E. A light, Fl(2)5s, height above sea level 50m, is mounted on the seaward side. There is also a fixed red air warning light on the top of the structure. An omnidirectional aircraft radio beacon is situated at 30°37.31’N 018°21.04’E, transmission “OJ” 5 times every 60 seconds on 300KC/S. The small harbour that forms part of the terminal of Es Sider is a refuge harbour for small craft of the terminal. Red and green flashing lights at the entrance to this harbour are for the use of terminal craft only and should not be relied upon for navigation. Range lights and mooring buoy marker lights will appear and disappear with unscheduled frequency. These lights are for the use of Mooring Masters at the terminal and should be disregarded by any tankers using the terminal.
Charts : BA 3344. Admiralty Pilot NP49.
Traffic schemes : All vessels bound for Libyan ports must pass through a designated Approach Reporting Point, Es Sider 32°43.0’N 019°06.0’E. On arrival at an Approach reporting Point Vessels must report their position, course and speed to the Port Authority.
Restrictions: The Port Authority must be informed of vessel’s name and ETA. Segregated ballast systems are mandatory.
Tugs : Not available.
Berths And Cargo
Names/Nos: Tanker Berths: There are 4 crude oil loading berths, 2 conventional buoy berths and 2 SBM’s, as follows:
|Berth||LOA||Draft||Beam||Long Loading Rate|
|1 NO4 (SBM||350||17.5||48||35,000bbls/hr|
Vessels using the conventional moorings use both anchors and moor heading due40 N. The stern is tied up to an array of 7 mooring buoys. Vessels using the SBMs 2nm offshore tie up bow on, using 2 mooring chains.
Storage: There are storage facilities available for 6,000,000bbls.
Ballast/slop reception: There are no facilities available for the reception of ballast, vessels are therefore required to discharge clean ballast from segregated ballast tanks only.
Bunkers/water/stores: Bunkering: None available.
Water: Fresh water not available.
Medical facilities: Emergency facilities only.
Transpor: Nearest airport: Local airfield, for oil company personnel only t.
Crew change: Crew change is not possible. Consuls: The consuls are located in Tripoli (650km) and most countries are represented.
Working hours: The port operates throughout 24 hours, 7 days a week, weather permitting.
Surveyors: There are no surveyors at the port.
Recreation: Shore leave is not permitted.
Garbage: There are no garbage collection facilities available. Severe penalties may be imposed for waste or garbage discharged into the sea.
Officials and visitors: No special meals or foods should be required unless to comply with Moslem requirements Pollution: Severe penalties may be imposed for pollution.