Location: Ras Lanuf is a point on the N Coast of Africa in the Gulf of Sidra.

General overview: Ras Lanuf (Sirtica Terminal) is an offshore oil export terminal, consisting of 2 conventional buoy berths (CBM’s) and 2 SPM’s. The port of Ras Lanuf (Rasco Harbour) is under separate entry.

Traffic figures: Approx 480 vessels are handled annually by combined port areas.

Load Line zone: Summer.

Max size: Max LOA 335m, max draught 22m, 300,000DWT.

ETA’s: ETA should be sent to Veba Oil Operations via Telex: +901 20260 or 20892LY, 72 hours, 48 hours, 24 hours and 12 hours prior to arrival or at any time a change of one hour in original ETA occurs. Vessel should contact Ras Lanuf Oil Control via VHF Ch 16 and advise exact ETA, 4 hours prior to arrival. All messages should specify whether ETA is given in GMT or local time. Libyan time is GMT +2 hours.

The first message given should include the following:-

ETA

Last port of call

If any sickness on board

If vessel has clean Bill of Health Cargo quantity and grades expected to be lifted in net barrels at 60°F or long tons That the last discharge certificate covering the last Libyan cargo is onboard, properly completed and whether this cargo was discharged at the port indicated on the discharge certificate. The 12 hour message should include definite indications as to whether or not vessel is ready to load Tankships should have the following ready:-

Windlass, port and starboard bow anchors

After mooring, winches and or capstans; a min of 8 good manila or synthetic lines of 220m in length each with suitable stoppers; chain stoppers for 5in circumference shore preventer wires Hose lifting winch, derrick and gear, including bolts, spanners and wrenches for connecting hoses.

Communications: VHF: Ras Lanuf Oil Control Centre keeps continuous watch on Ch 16, 14 and 11. Vessels approaching the terminal should make contact on Ch 16, 3-4 hours prior to arrival. Upon contact the vessel will be requested to switch to Ch 14 or 11. This channel will also be used by Terminal Marine Section for internal use and tanker mooring control. Ch 11 is reserved for communications between ships in mooring and Terminal Oil Movements Control Centre and should only be used for general purposes after obtaining clearance from oil movements control on Ch 16. This is a safety measure, since oil flow to ships is controlled through Ch 11 and therefore it must be clear at all times in case of the need to stop oil flow for any reason. Ch 16 is for calling and safety use only. In case of failure of radio and/or radio telephone communications, daylight lamp signalling may be used with the control centre of the terminal administration building located on top of the ridge WSW of Ras Lanuf. Company Mooring Master will have sole control of radio communications during the period a vessel is manoeuvring or moored in a berth. No radio transmissions will be permitted on board ship except by the express permission of the Mooring Master. Only the Mooring Master may transmit on Ch 11 and 14, during the period he is on board. He will have a VHF Radio Telephone.

Health regulations: The vessel should have a clean Bill of Health or equivalent document from the last port of call. The vessel’s Master and all members of the crew should possess International Certificates of Health showing a valid Smallpox Vaccination Certificate. Customs and immigration: Libyan Customs and Immigration Officials will board the vessel as soon as possible after arrival to give inward clearance and pratique services. Libyan Government Regulations are strictly enforced. Cigarettes, cigars, tobacco, matches, spirits, wines, beers, perfume, arms, ammunition, saccharin and possibly other items have to be locked up under Customs seal, from time of vessels arrival until time of leaving territorial waters. Each person is allowed 25 cigarettes per day of stay, or 25gm of tobacco or cigars in lieu thereof Customs will require the following:-

ETA’s: ETA should be sent to Veba Oil Operations via Telex: +901 20260 or 20892LY, 72 hours, 48 hours, 24 hours and 12 hours prior to arrival or at any time a change of one hour in original ETA occurs. Vessel should contact Ras Lanuf Oil Control via VHF Ch 16 and advise exact ETA, 4 hours prior to arrival. All messages should specify whether ETA is given in GMT or local time. Libyan time is GMT +2 hours.

The first message given should include the following:-

ETA

Last port of call

If any sickness on board

If vessel has clean Bill of Health Cargo quantity and grades expected to be lifted in net barrels at 60°F or long tons That the last discharge certificate covering the last Libyan cargo is onboard, properly completed and whether this cargo was discharged at the port indicated on the discharge certificate. The 12 hour message should include definite indications as to whether or not vessel is ready to load Tankships should have the following ready:-

Windlass, port and starboard bow anchors

After mooring, winches and or capstans; a min of 8 good manila or synthetic lines of 220m in length each with suitable stoppers; chain stoppers for 5in circumference shore preventer wires Hose lifting winch, derrick and gear, including bolts, spanners and wrenches for connecting hoses.

Communications: VHF: Ras Lanuf Oil Control Centre keeps continuous watch on Ch 16, 14 and 11. Vessels approaching the terminal should make contact on Ch 16, 3-4 hours prior to arrival. Upon contact the vessel will be requested to switch to Ch 14 or 11. This channel will also be used by Terminal Marine Section for internal use and tanker mooring control. Ch 11 is reserved for communications between ships in mooring and Terminal Oil Movements Control Centre and should only be used for general purposes after obtaining clearance from oil movements control on Ch 16. This is a safety measure, since oil flow to ships is controlled through Ch 11 and therefore it must be clear at all times in case of the need to stop oil flow for any reason. Ch 16 is for calling and safety use only. In case of failure of radio and/or radio telephone communications, daylight lamp signalling may be used with the control centre of the terminal administration building located on top of the ridge WSW of Ras Lanuf. Company Mooring Master will have sole control of radio communications during the period a vessel is manoeuvring or moored in a berth. No radio transmissions will be permitted on board ship except by the express permission of the Mooring Master. Only the Mooring Master may transmit on Ch 11 and 14, during the period he is on board. He will have a VHF Radio Telephone.

Health regulations: The vessel should have a clean Bill of Health or equivalent document from the last port of call. The vessel’s Master and all members of the crew should possess International Certificates of Health showing a valid Smallpox Vaccination Certificate. Customs and immigration: Libyan Customs and Immigration Officials will board the vessel as soon as possible after arrival to give inward clearance and pratique services. Libyan Government Regulations are strictly enforced. Cigarettes, cigars, tobacco, matches, spirits, wines, beers, perfume, arms, ammunition, saccharin and possibly other items have to be locked up under Customs seal, from time of vessels arrival until time of leaving territorial waters. Each person is allowed 25 cigarettes per day of stay, or 25gm of tobacco or cigars in lieu thereof Customs will require the following:-

Document Copies

Crew List 4

Crew Declaration of personal belongings (including cigarettes, etc) 1

Stores List 2

Passenger List 1

Crew Lists and Crew Declaration of personal belongings must be on the approved Libyan Government documents. Vessels are advised on their initial visit to the terminal to obtain sufficient forms for future visits. The following are also required:-

Document Copies

Cargo Manifests for Ras Lanuf discharge 6

Cargo Manifest for transit cargo with a summary 1

Passenger Manifest 1

Clearance from the last port of call will be required by the Government Authorities. According to the Libyan “Boycott of Israel” Law, it is considered to be a violation for any vessel calling at Libyan terminals or ports to have on board any item whatsoever of Israeli origin regardless of the country from which it was actually obtained. This law is strictly enforced and the min penalties will probably include a fine and confiscation of all such items.

Flags: During loading or unloading the international code flag “B” shall be displayed in accordance with the International Code Signal agreement. Notices of readiness: Insufficient or inaccurate ETA messages may alter the order of berthing of ships to the advantage of those ships giving sufficient and accurate ETA messages. Acceptance of NOR will also be affected by such insufficiency or inaccuracy. No ballast will be allowed to be discharged from any tank that oil is to be loaded into. Only completely segregated ballast will be allowed to be discharged. Any vessel rejected due to dirty ballast or for causing sea pollution will automatically nullify its NOR and will lose any priority of position for loading. The company will make every effort to load vessels upon arrival or as soon as a berth is available, if weather conditions permit. NOR will not be accepted at time of arrival unless the vessel is in all respects ready to load. Arrival time will be taken as the time Pilot/Mooring Master boards if the vessel is berthing on arrival, or the anchorage time, not EOP time. General notices & regulations: The most essential requirements to be met by tankers lifting oil at the Sirtica Terminal, Ras Lanuf, Libya are as follows:-

No dirty ballast, (refer to information in section Ballast/slop reception)

By Libyan law, no stores, foodstuffs or goods whatsoever of Israeli origin may be on board any ship calling at Ras Lanuf. Penalties: Fine, confiscation of goods and possibly more, the Libyan Government strictly

enforces this law. Inert Gas: All vessels shall have their cargo tanks in the inerted condition prior to berthing. The berthing pilot shall check the contents of the tanks using ship’s equipment. If the oxygen

content of the tank exceeds 8% by volume, the vessel shall not be berthed until the oxygen content of all tanks reaches the requirements. Age of vessels: Any vessel over 20 years of age may, in accordance with Libyan Maritime Law, be rejected.

Berthing: Tenders by vessels to load crude oil cargo will be normally accepted and berths assigned to vessels in chronological order of arrival provided such vessels have current nomination for cargo valid at the time of tender, carry clean ballast, if any, and have cargo tanks in a fit condition to receive cargo. Also they must be in all respects properly equipped and ready to moor. Should berthing be delayed on account of bad weather, vessels will keep their position in line unless terminal storage warrants bringing in larger ships first, to bring storage tanks back to a safe level. Vessels required to leave the area due to bad weather should keep in contact with the terminal via the company, on VHF Ch 16, in order that they may be available to resume terminal operations, when the weather is fit. The Company reserves the right to load vessels out of turn following the return of good weather, to the extent that such loading out of turn does not materially delay the loading of other vessels in line. Further the Company reserves the right to decline to moor a specific vessel if its condition or facilities are unsafe for mooring or loading even hough the terminal may be open to other vessels. The Company Marine Superintendent’s decision on the above will be final.

Names/Nos: There are 4 submarine loading pipelines, which terminate at the following approx positions:-

Berth Position

NO 1 CBM 30°31.6’N 018°34.6’E. Marked by an unlit spar buoy. The depth of water at spar buoy is 21.3m. Max LOA 290m, 130,000DWT

NO 2 CBM 30°31.9’N 018°33.9’E. Marked by an unlit spar buoy. The depth of water at spar buoy is 21.3m. Max 130,000DWT

NO 3 SPM buoy, 30°32.9’N 018°34.7’E. Marked by a light, (Fl W 5s). The depth of water at SPM is 29.2m. Max 300,000DWT, 2 x 16in hoses

No1 SPM buoy, 30°31.8’N 018°36.1’E. Marked by a light, (Fl W 10s), the depth of water is 29.2m. Max 255,000DWT, 2 x 16in hoses

There are 2 open roadstead conventional submarine loading berths available. These berths are of the seven point type and are designed to handle tankers from 19,000-130,000dwt at gravity loading rates of 60,000bbls/hr. Berths No 1 and 2 are equipped with two hoses having 12in ASA 150lbs flange connections. Berths are approx 1nm offshore. There are 2 SPM moorings designed to handle tankers to 255,000dwt in Berth No 4 and up to 300,000dwt in Berth No 3 are located 2nm offshore. The SPM’s are a large cylindrical buoys (weight 250t), divided by steel bulkheads into 4 water tight compartments, through the centre of which emerges the loading hose. Facilities: The perimeter of the buoy, to which the buoy-to-ship moorings are attached, is a turntable which revolves round the centre-hose supporting section in such manner that the vessel berthed on the buoy will always lie head to wind. On the surface extending from the buoy are two hose strings, each consisting of 3 x 30ft lengths of 20in hose and 25 x 30ft lengths of 16in hose (total 840ft ). The 16in hoses which are on board are fitted with 16in ASA flanges. Connecting the buoy to the 48in submarine loading line are 2 strings of 20in diameter hose. Each string consists of 5 x 30ft sections each. Ships loading manifolds should be prepared for 2 x 16in or 2 x 12in hose connections prior to ships arrival at the terminal. Where no cross-over valves exist on loading manifolds, it is recommended loops between loading lines on the starboard side of these manifolds be fitted. Vessels equipped with 8in hose connections at the loading manifold should arrive with such 8in hose connections removed, also if necessary with “Y” pieces removed so that max flow through 16in or 12in cargo hoses will not be reduced.

Cargo Specifications of crude

Gravity 28°-45° API

Sulphur Less than 0.60% by weight

BS &”W One tenth of 1% or less by volume

Salt 25BBLor less per thousand barrels

Metals Not in excess of trace (100ppm)

Viscosity 30-250 SSU at 60°F

Reid Vapour Pressure 10psi or less at 100°F

Flash Point At ambient temperatures

Pour point 75°F or less

Ballast/slop reception: Owners and Masters are invited to examine all International Convention Laws concerning pollution of the sea, having particular regard to the Mediterranean area. There are positively no facilities for disposal of dirty ballast. In addition, local terminal regulations state that only segregated and or permanent ballast will be allowed to be discharge. No ballast will be allowed to be discharged from any cargo tank. Ballast carried in any cargo tank will have to be retained on board. It is the Master’s responsibility to see that no oil of any kind is pumped or spilled overboard from his ship. This includes oil water from bilges, crude residual from previous voyages, and any other matter that may result in pollution of the sea. Any fines imposed shall be for ship’s account. As soon as practical after arrival, all vessel’s tanks will be inspected for oil in ballast and during discharge of ballast similar inspections will continue. If evidence of oil appears at any of these inspections, the ship will be rejected forthwith and will not be accepted until satisfactory evidence is produced that such ballast was disposed of in a proper manner. If during inspection or during progress of loading it is revealed that ship’s tanks are not tight or that oil is leaking from the ship, the ship will be rejected or refused further loading. Ship will not be accepted for loading unless satisfactory evidence duly certified by Lloyds or ABS surveyors or other recognised surveyors of repair is submitted. A vessel must have sufficient ballast for safe handling, having due regard to existing weather and sea conditions. Refer to MARPOL regulations on draught. Vessels equipped with a separate system of ballast tanks will be allowed to discharge ballast and load oil simultaneously, providing approval is first obtained from the Company Mooring Master.

Repairs: Not available.

Medical facilities: Emergency facilities available. Due to existence in these waters of the fish commonly known as the “weaver” fish, ships crews are urged to exercise extreme caution in fishing while lying off the port area. There have been several cases of poisoning by these fish, all of which were distressingly painful. The following information should emphasise the need for caution. There are two groups, the greater weaver fish and the lesser weaver fish. The Greater Weaver Fish (Trachinus Draco), may be up to 18in in length, rarely appears very close inshore. It haunts the Mediterranean and the coastal waters off Norway and Britain. The Lesser Weaver Fish (Trachinus Vipera), is 6in or less in length. It occurs in shallower waters of the Mediterranean, North Sea and European Littoral. Both are sand dwellers which burrow, with only eyes, snout and dorsal fin exposed, awaiting shrimps and other small prey. They are grey backed with a lighter under-side. In both species the dorsal fin is black, and may have from 5 to 7 spines associated with venom glands. The opercular spines are also envenomed. The toxin is neurotoxic and heamotoxic, resembling some snake venom. Weaver fish are dangerous to handle alive or dead; most wounds follow stepping on them or grasping them when handling during fishing or sorting a fishing catch.

Toxic effects: Contact with the dorsal fin spines causes a stabbing pain at the site of the puncture, gradually spreading through the affected limb. Pain reaches its peak in 30 min, may cause screaming, acute pain and unconsciousness. After 2-24 hours pain fades, leaving tingling and numbness. The surrounding tissue is first blanched then swollen and red, oedema persisting for 10 days or more. Secondary infection and gangrene are likely unless antisepsis is carried out. Systemic effects included headache, fever, rigors, delirium, nausea, vomiting, diarrhoea, dizziness and sweating. Cyanosis, mental sluggishness, convulsions and respiratory depression may follow.

Suggested treatment: No specific antidote is known, incise wound and apply suction. Hands or feet should be immersed in very hot water or magnesium sulphate solution repeatedly. Local antiseptics and warmth useful. Observation for 24 hours and symptomatic treatment if necessary. It is suggested that Masters post suitable notices throughout ships quarters before arriving at Ras Lanuf. This fish is edible and so great emphasis should be placed on dangers associated with its handling. Transport: Nearest airport: Benghazi International, Tripoli International, Ras Lanuf for charter flights. Airport facilities: For international flights Tripoli is recommended.

Crew change: Crew members cannot pay off or leave the vessel at Ras Lanuf except in cases of extreme emergency. Even in an emergency it should be noted that Seaman’s Books are not valid under the Libyan Law. A valid passport is required. All costs of repatriating personnel will be charged to the ship’s account.

Consuls: Algeria, Austria, Belgium, Chad, Denmark, EAR, France, Germany, Greece, India, Iran, Iraq, Italy, Kuwait, Lebanon, Malta, Morocco, Netherlands, Nigeria, Pakistan, Romania, Russia, Saudi Arabia, Spain, Sudan, Sweden, Syria, Tunisia, Turkey and Venezuela.

Public holidays: None.

Working hours: Throughout 24 hours.

Surveyors: Cargo inspectors are nominated by cargo suppliers.

Recreation: There are no recreational facilities available.

Officials and visitors: Visitors to vessels must obtain a special pass from the Libyan Government Immigration Officer located at the terminal and from the Company Marine Superintendent. It is strongly recommended that visitors be restricted to a minimum due to hazards involved.

Fumigation: There are no fumigation facilities available.

Pollution: In addition to the lights usually displayed vessels in the mooring discharging ballast or loading cargo during darkness will brilliantly illuminate the seas around the ship so that any pollution will readily be noticeable.