REGULATIONS &

PORT INFORMATION

&
Managed and Administered by Qatar Petroleum
 PREFACE

The Regulations and Port Information Book is intended as a reference for the
purpose of acquainting Owners, Charterers, Masters of vessels and other interested
parties with the Terminal Regulations, facilities, available services and Operating
Procedures at Halul Terminal.

Each Tanker, which arrives at Halul Terminal to load or discharge at the SBMs, shall
have a copy of this book on-board. Every Master/Owner wishing to berth at Halul
Terminal SBMs must agree to comply with all the relevant Rules and Regulations
contained herein.

The enforcement of these Regulations is to ensure a safe and efficient Marine Tanker
Operation at Halul Terminal minimising associated risk to personnel, facilities and
the marine environment.

This book does not replace or modify official Governmental Laws or any Regional
and International Regulations.

The information contained herein is believed to be accurate but Qatar Petroleum

makes no warranties and assumes no responsibilities regarding this book or any
other information, which may appear in supplemental publications, additions or
corrections, supplied by Qatar Petroleum.

MANAGER

HALUL TERMINAL & EXPORT DEPARTMENT

Qatar Petroleum
QATAR

Revised: September. 2013 Rev.11 2

Amendments to Revision 8 (2010)
Section 3 – 3.7 included Heat Exhaustion & Stress
Section 5 - 5.1 Clarify berthing/hose connection limits of 5-7 feet sea height
Section 5 – 5.8 Include an inspection of the hawsers after berthing
Section 8 - Attachment 1 – Replaced Tanker Chart
Section 8 – Attachment 2 - Updated Contact Phone Numbers
Section 8 – Attachment 8 – Heat Stress Poster

Amendments to Revision 9 (2011)

Section 7 – 7.10 Include Epidemic
Section 8 – Attachment 2 - Updated Contact Phone Numbers

Amendments to Revision 10 (2013)

Section 4 – 4.3 Option of e mail included
Section 6 – 6.9 - Revised pressure recorder requirement
Section 8 – Attachment 2 - Updated Contact Phone Numbers
Section 8 – Attachment 3 – Updated Hydrogen Sulphide (H2S) information sheet

Revised: September. 2013 Rev.11 3

 INDEX
Page Title

6 SECTION 1 – General Information

1.0 Halul Island
1.1 Navigation
1.2 Approaches to Halul
1.3 Anchorage
1.4 Small Craft Harbour
1.5 Weather
1.6 Current & Tides
1.7 Loading & Discharging Facilities
1.8 SBM Details

9 SECTION 2 – Terminal Regulations

2.0 Application of Regulations
2.1 Vessel Acceptance - Vetting
2.2 Pilotage
2.3 Pilot Boarding Position
2.4 Pilot Ladder
2.5 Pilot Disembarkation
2.6 Ships Approach Speed
2.7 Draft & Freeboard
2.8 Support Vessels at Halul
2.9 Port Facility Security
2.10 Alcohol & Drug Restriction
2.11 Courtesy Flag
2.12 Mail
2.13 Shore Leave
2.14 Fresh Water, Bunkers and Stores
2.15 Repair facilities
2.16 Waste & Slop Reception Facilities
2.17 Consular Services
2.18 Medical
2.19 Repatriation & Crew Changes

15 SECTION 3 – Health, Safety, & Environment

3.0 General Safety
3.1 Notification of Deficiencies
3.2 Safety Inspections
3.3 Safety Checklists
3.4 Port State Control Inspections
3.5 Emergency Incidents
3.6 Hydrogen Sulphide
3.7 H2S Monitoring
3.8 Environmental Protection
3.9 Ballast Water Management

18 SECTION 4 –Communication and Agency

4.0 Communication
4.1 Agency
4.2 Pre-arrival Information - Vetting Lists
- Standard Cable
4.3 ETAs
4.4 Arrival Documentation
4.5 Departure Documentation
4.6 Customs & Immigration
4.7 Port Charges

Revised: September. 2013 Rev.11 4

 4.8 Notice of Readiness
4.9 Early Departure Procedure

22 SECTION 5 – Tanker Operations

5.0 General
5.1 Mooring Limitations
5.2 Anchors
5.3 Tug Assistance
5.4 Hands Free Winches
5.5 Use of Engines at the SBMs
5.6 Mooring Assistant and Equipment Transfer
5.7 Bow & Manifold Watchmen
5.8 Mooring Procedure
5.9 Cargo Hose Connection
5.10 Cargo Hose Disconnection
5.11 Unmooring Procedures
5.12 Unmooring during Rough Weather

27 SECTION 6 – Cargo Operations & Ballast Handling

6.0 Cargo Operations
6.1 Pre-operations Meeting
6.2 Load on Top
6.3 Closed Loading
6.4 Ventilators and Air Conditioning Units
6.5 Load/Discharge Plan
6.6 Stability
6.7 Two Valve Separation
6.8 Cargo Operation Communication
6.9 Valve Operation and Surge Pressures
6.10 Commencement of Loading
6.11 Commencement of Discharge
6.12 De-ballasting/Ballasting
6.13 Crude Oil Washing
6.14 Cargo Calculation and Release

32 SECTION 7 – Emergencies
7.0 Emergency Shut Down (ESD)
7.1 Pollution Incidents
7.2 Actions in an Emergency
7.3 Oil Spill
7.4 Fire
7.5 SBM Mooring Failure
7.6 Increasing the Security to Level 3 (ISPS)
7.7 Bomb Threat
7.8 H2S Exposure
7.9 Injury
7.10 Epidemic
7.11 Other Emergencies
7.12 Resuming Operations

36 SECTION 8 - ATTACHMENTS
1 Tanker Approach & Departure Route
2 Emergency Contact Numbers
3 Material Safety Data Sheet
4 Tanker Mooring Arrangement
5 Hose Connection
6 Pilot Boarding Arrangements
7 Halul Terminal Standard Cable via A7

Revised: September. 2013 Rev.11 5

 SECTION – 1

GENERAL INFORMATION
Halul Island (position 25 40.3'N 052 24.6'E) is 52 miles Northeast of Doha. The Terminal serves
as the Export Terminal for Qatar Marine Crude oil, which is produced from the offshore
oilfields area.

Halul is part of the State of Qatar and is managed and operated by Qatar Petroleum. (Ref: Emiri
Decree No.35 of 1994)

1.0 HALUL ISLAND

The Island is roughly oval in shape with a length of 1.5 nm and a breadth of 0.8 nm. The island is
hilly, rising to an elevation of 202 feet (61.6m)
The Island is fringed by a coral reef, which in places extends to about 3 cables offshore. The
Island has been developed, with a number of oil storage tanks, a small industrial complex and
personnel living quarters. Many different trees and shrubs have been planted to enhance the
Island. The Island is the main offshore crude oil storage facility for crude oil produced from the
three southern QP fields and the development at "Al-Khaleej field". In addition crude oil is
occasionally received into the island storage facilities from tankers loaded at the "Al-Shaheen
field".

There is a harbour on the southern side of the island, which is only for the use of small craft and
offshore support vessels. A chart showing Halul Island and the SBM’s is attached (Appendix 1)
(see BA chart 2444)

1.1 NAVIGATION
A light is exhibited at an elevation of 67.1m (220 feet) from a white concrete tower with a black
top, 4.9m (16 feet) in height, situated on the summit of Jazirat Halul. The Light characteristic is
FL.W.R. 12 sec. W19M. R9M. Sectors W 030 - 300 and R 300 - 030. The red sector marks the
Halul pipeline approach area. On the western and eastern arms of the small boat harbour there
are floodlights illuminating the breakwaters and port and starboard breakwater lights. There are
various radio-masts with red lights on both sides of the island. On each of the SBM loading
points there is a white light Morse "U" every 20 sec. Marker lights flashing white every 5
seconds are located 150 feet from the hose-ends at each SBM.

A wellhead Jacket exists in position 045 degrees x 1.85 miles from Halul lighthouse. The
location is marked with light Morse “U”. All vessels are advised to keep well clear.

1.2 APPROACHES TO HALUL

To the East of Halul there are two buoys marking a deep-water channel, which is the
recommended channel for all tankers approaching or departing from the SBMs.
H-1 - Green conical - Quick flash green
H-2 - Red can - Quick flash red

The offshore oilfields are prohibited for routine navigation because of the numerous production
stations, drilling rigs, wellhead jackets and oil/gas pipelines. A 500 meter restricted access zone
around the oil/gas platforms, installations, SBM’s is enforced.

Revised: September. 2013 Rev.11 6

Masters should be aware, when crossing any pipeline, that many pipelines are not under the
seabed and that the charted water-depth may be reduced by at least 2 metres.

It is strongly recommended that Tankers do not pass south of Halul when making passage to or
from Mesiaeed, Doha, other regional ports or transiting the area.

1.3 ANCHORAGE
The area covered by the red sector of the Halul Island light is to be taken as a prohibited
anchorage. This is due to the number of oil and gas pipelines within this area. The pipelines (2 x
12") and power cable existing between Halul and Al-Khaleej field, extending NNE of Halul
Island should be avoided. Further pipelines and cables have recently been installed on both sides
of the island. Only the dedicated anchorage area is to be used unless authorized by the Terminal.

Tankers are advised, unless restricted by draft, to anchor in an area centred on a position from
Halul Island light bearing 082o x 2.6 miles, with a radius of approx. 7 cables. Water depth is 21m
– 26m and the bottom is sand.

1.4 SMALL CRAFT HARBOUR

The Small Craft Harbour is only utilised for contracted vessels that are authorised to be in the
Offshore Area. They would have obtained Custom’s and Immigration clearance in Doha before
arrival. The approach to the Harbour is to be kept clear at all times.

1.5 WEATHER
The winds are mainly light and various with the adverse weather conditions being predominantly
NW’ly. The worst weather months, being from the end of November until March. Sudden gales
are experienced during April, until mid June.

The Shamal, (NW gales) may last between 3 to 7 days. During the summer months it is hot and
dry and is accompanied by a low pressure over NW India. In winter the Shamal is more severe,
reaching force 9. Warnings of the Shamal or changes in the weather are received at Halul and
may be obtained on request.

1.6 CURRENTS & TIDES

The maximum wind currents experienced at Halul are in the region of 1 – 2 knots. These are
mainly surface currents being in the direction of the wind over the preceding 6 hours (especially
during or after the Shamal). Generally, at SBM 1 the current direction is more variable than at
SBM 2. The rate is slightly stronger if the SE winds have been experienced over the past 2 to 3
days.

Tidal currents at HHWS and LLWN have been observed to be in the region of 2-3 knots. They
are predominantly in a NNE and SSW direction. The tidal heights vary between +0.2 m and
+1.75 m at these times. Outside of these periods the tides only have a minimal effect on the drift
- up to 0.5 knots.

During the Pilotage of Tankers towards the SBMs, care should be taken when there is a
combination of tide and current in the same direction. This could cause the vessel to drift
towards the Green Buoy whilst waiting at the Pilot boarding area.

Revised: September. 2013 Rev.11 7

During the Tanker berthing operations, wind changes may cause a lateral drift, as the approach to
the SBMs are usually along the line of the SBM floating hose, this normally indicates the
direction of the prevailing current. This process may be contrary when wind and current are from
opposite directions.

The flood tide combined with low winds could cause the Tanker, berthed at SBM 1 to drift onto
the SBM.

Water temperatures average 22o C in winter increasing to an average of 30o C in summer. In

summer the density of the water is between 1.024 – 1.027 and in winter between 1.026 - 1.030.

1.7 LOADING/DISCHARGING FACILITIES

Halul Terminal has two crude oil loading points. Both are single buoy moorings capable of
accommodating vessels from 75,000 DWT to 550,000 DWT. Discharging Tankers would usually
be berthed on SBM 1.

1.8 SBM Details

SBM 1 SBM 2

Position from Halul Lt. 133 x 2.30 NM 124 x 3.39 NM

Sub-sea Loading pipeline 30 inch 48 inch

Submarine hoses 2 x 20 inch 2 x 20 inch

1 x 20  mainline with floating 10 x 20  mainlines

Floating hoses
“Y” piece and 2 x 16  tails plus 2 x 16  tails
1 x 247 m mainline plus 2 x 55 1 x 311 metres (outer hose)
Length of hose
m tails. Total 302 metres 1 x 302 metres (inner hose)
Fitted Fitted
Breakaway couplings
(1 x each hose string) (1 x on each hose string)
Manifold Connection
2 x 16 inch 2 x 16 inch
(Starboard side)

Mooring Chain 76 mm 76 mm

2 x 15 inch braided nylon 2 x 15 inch braided nylon

Mooring ropes
grommets of 50m. grommets of 50m.

Water depth 105 feet – 32.0 metres 120 feet – 36.5 metres

Maximum Draft (CD) 73 feet – 22.5 metres 95 feet – 29.0 metres

Max. Loading rates Max. 5500 Long tons/hr Max. 9500 Long tons/hr

Revised: September. 2013 Rev.11 8

 SECTION – 2

TERMINAL REGULATIONS

2.0 APPLICATION OF REGULATIONS

These Regulations shall apply to all persons and vessels within the Terminal (SBM) area and
shall be enforced to ensure safety to navigation within the port area and a safe and efficient
tanker operation.

The Masters of all vessels utilizing the Terminal facilities shall remain in charge of his vessel at
all times and ensure that all applicable Laws and Regulations are enforced. These are to include
ISGOTT, MARPOL, SOLAS, OCIMF Recommendations, STCW, Classification Society, ISM,
ILO, ISPS and other International Regulations and Flag State requirements.

The Terminal Management’s Representative shall, at any time, retain the right to carry out an
inspection of the vessel, the relevant certificates and other related documentation.

Qatar Petroleum retains the right to cease, suspend or curtail operations if the vessel is found to
be in non-compliance to these regulations, any other applicable International Regulations or
failure to report any deficiencies. The vessel may be required to vacate the SBMs with all costs
incurred and delays to the Owners or Charterers account. On completion of the appropriate
remedial action the Terminal Representative would confirm compliance to these and other
appropriate Regulations before continuing operations.

2.1 VESSEL ACCEPTANCE - VETTING

The individual Charterers will be responsible for ensuring that nominated vessels are in full
compliance with the terms of the Sales and Purchase (Lifting Contract), the Laws of the State of
Qatar, all relevant International Regulations and the Halul Terminal Port Regulations.

Prior to the vessel being accepted to call at the Halul SBMs, a Vetting Questionnaire is to be
completed by the Tanker’s Master. Subject to the information received and the responses to
points requiring clarification, the tanker would be approved, approved under condition or not
accepted.

Any delays, costs incurred or claims as a result to a vessel found to be in a sub-standard

condition, after being accepted by the Terminal, shall be to the Charterers or Owners account.

2.2 PILOTAGE
All movements of tankers to and from the SBMs shall be under the advice of a QP Halul
Terminal Pilot. The Master is required to sign a receipt for the Halul Terminal Regulations &
Port Information book, a Request for Pilotage and Berthing Assistance form and complete
the Master – Pilot Information Exchange list before commencing berthing operations.

The Master is to inform the Pilot, prior to berthing, of any special conditions, difficulties or
peculiarities present in the tanker. This includes expired certificates, conditions of Class, engine
or boiler deficiencies, defective navigational equipment, mooring equipment and lines, lifting
gear, cargo handling facilities, a lack of necessary equipment or deficiencies in the safety

Revised: September. 2013 Rev.11 9

equipment which may impose hazards, restrictions or limitations to navigation, pilotage,
mooring/unmooring, hose connection/disconnection, cargo operations, security, pollution and the
integrity of the vessel.

The Pilot will remain on-board throughout the vessel's stay at Halul Terminal acting as Loading
Master, Agent, Port Health, Customs, Immigration, PFSO and Terminal Representative (QP).
A Pilot may not be over-carried to a port outside the State of Qatar. If weather or other
conditions preclude the disembarkation of a Pilot from a vessel even by helicopter, then that
vessel may be delayed at the vessel's expense, until such time as disembarkation is possible.

2.3 PILOT BOARDING POSITION

The Pilot shall board/disembark the vessel to the east or northeast of the two SBMs, well clear of
the submarine pipeline area. The pilot boarding position is 1.5 miles NE of SBM-2 (Admiralty
Chart No 2444). The Pilot will advise the Master of any amendments to the boarding position,
depending upon prevailing wind and/or swell conditions.

2.4 PILOT LADDERS

The vessel shall rig, on the lee-side (preferably on the starboard side) a pilot ladder, which must conform
in construction/positioning and rigging to SOLAS regulations. Whenever the distance from sea level to
the point of access of the ship exceeds 9 meters, access from the pilot-ladder to the ship shall be by means
of an accommodation ladder or other equally safe and convenient means.

The ladder shall be kept clean and in good order and shall be of adequate length and strength. The deck in
the vicinity of pilot-ladder and on the walkways shall be clean and free of oil and grease or other slippery
substances. The ladder shall be made fast next to an area where there is a break in the rail or an opening in
the bulwark such that the whole-length of the ladder rests against ship's side, clear of the finer lines of the
ship and clear of all possible discharges. Spreaders at proper intervals shall be provided to prevent the
ladder from twisting. The ladder shall be properly secured with the steps horizontal. Handhold stanchions
shall be rigidly secured. Manropes are to be available on request.

At night both the ladder and the point of access must be adequately and properly illuminated. A
responsible ship's Officer must be in attendance when personnel are boarding or disembarking. It is
recommended that whenever possible, an accommodation ladder should be rigged in combination with a
pilot ladder such that the pilot shall not have to climb the pilot-ladder higher than is necessary. A heaving
line is to be kept available at or near the gangway.

The use of pilot hoists is not acceptable at Halul Terminal. The failure to provide a safe and proper
boarding for the Pilot will result in refusal to board and the vessel being ordered to anchor until the fault
is rectified.

Note: To prevent unauthorised persons from boarding the tanker unobserved, particularly at night, the
pilot and accommodation ladders must be retrieved after the Pilot and his assistant have
boarded.

(Copy of the International Pilots Association recommendations - appended)

Radio communication is realised through Halul Radio on the following radio frequencies:

Halul Radio monitors International Marine VHF channels 16, 09 and 06.
Halul Radio / A7S can be contacted on SSB frequency 2370.0 KHz.

Revised: September. 2013 Rev.11 10

2.5 PILOT DISEMBARKATION
Once released from the Terminal, the Pilot will disembark to the east of the two SBM’s well
clear of the submarine pipelines area. Deep draft vessels should under no circumstances navigate
in the pipeline area to the south of Halul Island. It is strongly recommended that all vessels use
the deepwater departure channel to clear the Halul area. Pilots shall not be over-carried to the
next Port.

2.6 SHIP'S APPROACH SPEED

The ship's propeller shall be stopped during the approach of the pilot-boat, during the embarkation and
disembarkation of the Pilot and when lifting/lowering the cargo gear. The speed of the vessel shall not
exceed 2 knots during these operations.

2.7 DRAFT & FREEBOARD

The SBMs at Halul are considered exposed locations and the safety of the operation is highly
weather dependent.

The max permissible departure draft at SBM 1 is 22.5m and at SBM 2 is 29m (Chart Datum). To ensure
that a vessel is always safely moored and to prevent damage to the SBM, it is required that the vessel
maintains a positive stern trim at all times while the vessel is being berthed with a positive or even keel
whilst at the SBM. The vessel shall comply with the IMO amidships draft regulations at all stages of the
operation.

Min amidships draft = 2m + (0.02 x LBP)

The mooring of vessels, particularly those in ballast of less than 300 m in length, may be delayed
in marginal weather conditions until the weather improves.

All costs incurred due to weather delays will be to the Tanker’s Owner account.

2.8 SUPPORT VESSELS AT HALUL

A tug is available for berthing the Tankers at the Pilot's discretion. The same tug may be used for
towing the Tanker from the stern during her stay at the SBM. Vessels are to provide towlines in
good condition and made of fibre rope. Wires are not permitted.

Other craft including Supply boats, Dive boats and Mooring boats are usually in the area. Any
Tug or Boat services required of a ‘Special nature’ will be provided as an additional service and
charged accordingly. QP reserves the right to claim for services not included in the normal
course of operational events.

2.9 PORT FACILITY SECURITY

Halul Terminal is committed to provide a safe and secure working environment to all its
employees, port users, ships and their personnel. To achieve this objective a Port Facility
Security Plan, in accordance with the International Ship and Port Facility Security Code (ISPS),
has been approved by the State of Qatar and forwarded to IMO.

Halul Terminal has implemented security measures that meet the security requirements of
SOLAS Regulation 9 of XI - 2 regarding the control and compliance measures that are
applicable to ships in relation to the International Ship and Port Facility Security Code.

Revised: September. 2013 Rev.11 11

QP Authorised Representatives will have the right to exercise various control and compliance
measures with respect to any vessel in Halul or intends calling at Halul.

The vessel may also be subject to additional control measures if there is any reason to believe
that the security of the vessel, or the port facilities it has previously served, has been
compromised. All costs resulting from the vessel’s non-compliance shall be to the owners
account.

In the event of the imposition of control measures, or other actions, Halul Terminal will
immediately inform the Qatar Authorities in writing, specifying the control measure imposed or
steps taken and the reasons thereof.

Salient features of the Port facility Security Plan are as follows:

 All vessels calling at Halul Terminal (tankers) are required to have an ISPS Certificate
as specified in the ISPS code. Vessels not in possession of this certificate may not be
accepted at nomination stage.
 On ‘Nomination’, a completed ‘Tanker Vetting List’ including confirmation of the ISPS
certificate and previous ports status shall be faxed to the Tanker Agency.
 The 72 Hours ETA notice shall reflect the Security Level and/or non- compliance with
ISPS Code, if applicable. To complete and return the Standard (pre-Arrival) Cable.
 The 24 Hours ETA notice shall provide the updated estimated time of arrival.
 The vessel shall reaffirm any changes to the Security Level and/or any ISPS Code
issues in the six hours ETA notice to Halul Radio.
 The Pilot boarding the vessel is the duly authorized officer to verify the validity of the
International Ship Security Certificate onboard. Any additional precautions to be
imposed, by the ship or terminal, will be discussed at this time.
 Failure to comply with the requirements of ISPS could result in the vessel not being
permitted to berth until rectified. If clear grounds are established, that the vessel in not
in compliance with the ISPS code, the State of Qatar or authorised representative have
the right to implement certain measures to minimise the security risk at Halul (SOLAS
XI-2/9)
 The vessel will complete a ‘Declaration of Security’ (DoS) as required.
 No craft are permitted to operate within 500 metres of the tanker, at the SBM, without
the onboard Pilot’s permission.
 Stipulated actions shall be implemented in accordance with the plan for the different
Security Levels. These shall be discussed onboard and agreed upon in the ‘Declaration
of Security’ form.

2.10 ALCOHOL & DRUG RESTRICTIONS

The import and/or sale of alcoholic drinks in Qatar are subject to stringent Government control
and there are heavy penalties for infringement of the relevant laws.

Masters are advised, therefore, to ensure that the bonded store is sealed whilst in Port and that
NO ALCOHOL of any description leaves the vessel while at Halul Terminal.

The use and possession of illegal Drugs are prohibited in the State of Qatar with heavy penalties
being imposed for anyone found contravening National Law.

Revised: September. 2013 Rev.11 12

2.11 COURTESY FLAG
The Qatar National Flag is to be flown during daylight hours when a vessel is at Halul Island.

2.12 MAIL
There is an excellent mail service from Qatar to all parts of the world. Qatar stamps must be used
on all mail sent through the national post office.

Blue air letter forms other than Qatari forms are not accepted. Courier Services are available on
request. To send mail, by Qatar Posts or by courier, the “Mailing Request” form has to be
completed.

2.13 SHORE LEAVE

Casual shore leave from the vessels at the SBMs is not permitted.

2.14 FRESH WATER, BUNKERS & STORES

Tankers may receive a limited amount of stores and fresh water in an emergency. All related
costs incurred will be for the vessels account.

There are no Bunkering facilities at Halul.

2.15 REPAIR FACILITIES

Repair facilities are not available at Halul although emergency repairs may be accommodated.

2.16 WASTE & SLOP RECEPTION FACILITIES

Small Craft Harbour

There are reception facilities at Halul to meet the requirements of Marpol, Annex 1 and Annex V
for the non commercial small craft, which only operate in the Offshore Fields area, entering
Halul Harbour. Any of these waste materials can be landed, by prior agreement, for incineration
or disposal at Halul.

Tankers at the SBMs

 Annex 1 – Bilge water, Cargo slops and dirty ballast reception facilities are available at
Halul only in an emergency.
 Annex V - 4 days prior notice must be received from the Tanker Master, to collect any
Annex V waste material (Garbage) for transport to Ras Laffan Port.

These services are only available in suitable weather conditions and if the waste is appropriately
packaged. The collection of waste will not be handled concurrently with cargo operations.

In all waste collection activities, QP maintains the right to recover the full costs in handling the
waste material which may include the cost of chartering a supply vessel.

Revised: September. 2013 Rev.11 13

All vessels’ sewerage, slops, garbage etc. are to be managed onboard as per the current
MARPOL Regulations for a “Special Area”.

2.17 CONSULAR SERVICES

Consular Services can be arranged on request through the local Agent. All the major Countries
are represented in Qatar.

2.18 MEDICAL
In an emergency, the Halul Doctor and Medical Clinic facilities at Halul may be utilised. If
hospitalisation or specialist attention is required, the patient would be sent to Doha. All related
costs including, Hospital, Medicines, Doctors, Helicopter, other transport and repatriation costs
will be for the Owner’s account.

If any sickness has been noted onboard before arriving at Halul, the details should be included in
the vessel’s ETA message and declared on the Port Health Declaration.

Due to the advent of SARS, Swine Flu (H1N1) and other similar contagious viruses, the Qatar
Health Department may impose temporary travel, arrival or quarantine restrictions that will be
communicated to the Master and enforced by Halul Terminal.

The Master is required to submit the ‘Maritime Health Declaration’ prior to arrival and request
Free Pratique. Free Pratique is routinely granted on arrival at Halul. Any delays to berthing, after
the granting of free pratique, shall not be counted against Lay time or Demurrage.

2.19 REPATRIATION & CREW CHANGE

Crew changes can be carried out at Halul Island. Due to limited accommodation at Halul and
helicopter flights to Doha, only small numbers can be accommodated. For crew joining a ship,
the owners are to notify the agency, at least 7 DAYS in advance of the crew’s arrival in Doha. To
include the details of the personnel plus copies of either a passport or seaman’s book and the
arriving flight details.

Crew leaving the vessel at Halul can be accommodated but sufficient advance notice is required.
(at least 3 days). All related costs would be charged accordingly.

Revised: September. 2013 Rev.11 14

 SECTION-3

HEALTH SAFETY & ENVIRONMENT

3.0 GENERAL SAFETY
The Master is always to remain responsible for the safe conduct of operations on board the vessel
under his command. However whilst at the SBM, shore personnel, property, the environment and
other shipping may also suffer serious damage in the event of an accident on-board. Hence the
Terminal requires the Master's full co-operation and understanding of the safety, health and
environmental requirements in force at Halul.

All fire fighting and lifesaving appliances must be properly placed and maintained in a state of
readiness for immediate use. If the Master feels that any immediate threat to the safety of the
ship arises from any action on the part of the Halul Terminal personnel or from any equipment
under their control, the Master shall be entitled to demand an immediate cessation of operations.

3.1 NOTIFICATION OF DEFICIENCIES

Failure to notify the Terminal of any deficiencies will result in the vessel being denied berthing
or being removed from the berth and the Master / Owner / Charterer shall be liable for all costs
incurred plus all delays or other related costs experienced to the terminal as a result.

3.2 SAFETY INSPECTIONS

In order to ensure compliance with these requirements, the Pilot shall, before the start of
operations and thereafter from time to time during cargo operation, carry out routine safety
inspections of the vessel during her stay at the berth. Any negative results will be passed on to
the Master for rectification.

3.3 SAFETY CHECKLIST

An approved Safety Checklist is to be completed prior to commencement of any Cargo
Operations. The safety requirements set out in the checklist are based on the safe practices
widely accepted by the oil tanker industry and by ISGOTT. It is expected from the Master and
his crew to adhere strictly to such practices throughout the ship's stay at the SBM. QP will also
ensure that its personnel do likewise and co-operate with the Master in the mutual interest of
safety and an efficient operation.

3.4 PORT STATE CONTROL INSPECTIONS

Qatar is a signatory to the Riyadh or GCC MOU and may wish to carry out a Port State Control
Inspection whilst the vessel is at Halul. Master’s are requested to give the authorised
Representatives, from the State of Qatar, their full co-operation during this inspection. All
possible precautions will be taken to minimise any delays to the vessel or cargo operations.

3.5 EMERGENCY INCIDENTS

The Master and ship-owner maintains the right and responsibility to undertake timely and
effective response in the event of fire, an emergency, accident or incident. In the case of the
Master’s failure to take timely appropriate action, QP, under the "Conditions of Use of Terminal"

Revised: September. 2013 Rev.11 15

may intervene and take charge to the extent of taking reasonable action to comply with the
following priorities.

I - Protection of human life

II - Protection of vital facilities
III - Minimising the disruption to the safe operation of Halul Terminal
IV - Minimising environmental damage
All incidents that affect the vessel’s safety, cargo operations or Terminal facilities must be
reported to the Terminal Representative/Pilot.

3.5 HYDROGEN SULPHIDE

Qatar Marine Crude contains a very high level of Hydrogen Sulphide (H2S), which is highly
dangerous. Gas tests are to be carried out regularly and warning notices displayed. H2S detectors
are to be maintained in good working order.

(Refer to MATERIAL SAFETY DATA SHEET)

3.6 H2S MONITORING

Additional caution is to be taken during loading in calm, windless conditions. Loading through
the pump room should be avoided but shall still be monitored for concentrations of high H2S.
Personnel H2S monitors shall be used in the cargo area (particularly near the tank vents and PV
valves. Breathing apparatus shall be kept readily available.

3.7 HEAT EXHAUSTION & STRESS

Due to the high summer temperatures, often exceeding 45o C, all necessary precautions are to be
carried out to minimize the risks of heat exhaustion and resulting illnesses. Proper protection,
regular breaks and ample water consumption are to be regarded as primary preventative
measures. (Appendix 8)

3.8 ENVIRONMENTAL PROTECTION

As per MARPOL.73/78 conventions, the Gulf Area, due to its sensitive environment and
location, is categorised as a MARPOL “Special Area”. Vessels in Qatari waters should strictly
comply with international regulations relating to the pollution of the sea by oil and to exercise
every precaution to prevent such pollution.

The Master is requested to emphasise to those under his command the compelling need to check
valve and line systems before commencement of any cargo or ballasting operations, in order that
no oil will escape into the sea. It is important that a high degree of vigilance be exercised
throughout the period that the vessel is handling cargo or ballast and that line setting should
never go unchecked.

There are no facilities for receiving vessels’ oil contaminated ballast ashore at Halul Terminal
unless in an emergency. All vessels must have clean segregated ballast for discharge overboard.

Revised: September. 2013 Rev.11 16

3.9 BALLAST WATER MANAGEMENT
To further reduce the transportation of foreign organisms, alien or invasive marine species into
Qatari waters, vessels are required to follow an approved Ballast Water Management
System that unless treated, includes changing their ballast at sea outside the ROPME area,
prior to entering the Gulf.

The Master of the vessel is required to make a pre-berthing declaration stating that the ballast
water, to be discharged, has been exchanged or properly treated and does not contain any oil.

A Ballast Management Monitoring System is in place at Halul whereby samples of two of the
ballast tanks, (to be discharged) are collected and tested to ensure that it meets a required
standard. The results of these tests will only be forwarded to the Master if they exceed the
required limits or pose an environmental threat.

QP reserves the right to take appropriate action if the waters at Haul are found to be
contaminated. Masters are strongly encouraged to take all the necessary precautions by adopting
the relevant IMO Guidelines and Recommendations in this regard. The Pilot may request to sight
the vessel’s Ballast Water Management System document.

As per MARPOL requirements, all vessels calling at Halul Terminal should be fitted with an
operational Oil Discharge Monitoring System (ODMS).

Ballast discharge is only permitted through continuous monitoring through an ODMS. If there is
a suspicion of any oil contamination in the ballast; de-ballasting is to be stopped and the tanks
investigated. Whilst discharging ballast, if the ODME alarm is sounded and a visual inspection
of the discharged ballast reveals no visible traces of oil, the Master may be permitted to continue
de-ballasting but only after consultation and with the permission of the Pilot. In no circumstances
will such continuation be permitted at night.

All ballast discharge shall be through the high overboard discharge. The surface of the ballast
water in the tank should be examined immediately prior to the discharge to ensure that no
contamination with oil is present. De-ballasting should be suspended if any sheen or excessive
de-colouration of the surrounding seawater is visible. A continuous and vigilant watch will be
maintained to sight the overboard discharge. At night the sea area in the vicinity of ballast
discharge shall be adequately illuminated.

Discharges into the sea of any chemicals or other substances including oil-dispersant, which are
hazardous to the marine environment, are strictly prohibited. As per MARPOL Annex-V,
dumping of any type of garbage into Qatari waters is not permitted and the fullest action will be
taken against any vessel, Master, Owner or Charterer found guilty of dumping garbage and/or
refuse.

It is required that a ballast sample be taken ashore for testing. Only if the results indicate that the
results are outside the limits, would the Master be informed of the test results.

PARAMETER UNIT LIMIT PARAMETER UNIT LIMIT

pH - 6-9 Oil & Grease mg/l None
BOD5 mg/l 75 Ammonia as N mg/l 3
COD mg/l 470 Total Organic Carbon mg/l 150
Total Suspended Solids mg/l 35 Visible Oil &Grease mg/l Nil

Revised: September. 2013 Rev.11 17

 SECTION-4

COMMUNICATIONS & AGENCY

4.0 COMMUNICATIONS
Qatar Petroleum owns and operates a radio coast station, call sign A7S and a sub-station is also
maintained on Halul Island (Call sign "HALUL RADIO")

To avoid berthing delays a copy of the 24 hour ETA should be faxed to Halul Control at 0974-
4440 3491 or Halul Pilot at 0974-4440 3400 particularly if the vessel is due to arrive at night or
on a Friday or Saturday.

Vessel bound for Halul Terminal should contact HALUL RADIO on VHF channel 16 or 09
approximately 6 hours prior to arrival, or, as soon as VHF contact can be established to advise of
the exact time of arrival at the Halul Pilot Station.
Note: Any failure to observe the laid down sequence of ETA advice may result in a delay to the
berthing of the vessel.

All ETA’S and pre – arrival information to be copied to [email protected]

This e-mail can be used to contact pilots and for checking berthing prospects, even on public
holidays or after normal office hours.

4.1 AGENCY
The Pilot acts as the ship’s agent on behalf of Qatar Petroleum. The Master is required to sign a letter of
authorisation that appoints Qatar Petroleum as the agency.

AGENTS ADDRESS
C/O Tanker Agency Department,
Qatar Petroleum, HTP,
P.O. Box 47,
Doha, Qatar.
(Arabian Gulf)

Cable address: QATOFF DOHA HTP Telex: QATOFF 4201 DH HTP Fax: +974 4440-
1214/ 4013 9098

4.2 PRE-ARRIVAL INFORMATION

Vetting Lists

Masters should respond to the current QP vetting list within 14 days of Date Range or as soon as
they receive it, for initial acceptance of the vessel.

Standard Cable

The Qatar Petroleum “Standard Cable” is to be forwarded to the Agency Department prior to
arrival. Failure to do so could compromise berthing arrangements. (See attachment)

Revised: September. 2013 Rev.11 18

4.3 ETA’s
Vessels must advise QATOFF, Doha by Cable/Telex or e mail of their ETA at Halul Pilot
Station at least 72 hours and confirm 48 hours, 24 hours and 12 hours prior to their arrival. It
should be clearly indicated if times quoted are GMT. The Terminal is to be notified of any large
changes in ETA.

Masters are advised that on commencement of loading at the last Gulf port before Halul, they
should send a corrected ETA for Halul to QP by e mail or (Tlx 4201 QATOFF Doha via "Doha
Radio" call sign ALPHA SEVEN-DELTA (A7D).

4.4 ARRIVAL DOCUMENTATION

The following papers are required on arrival:
Notice of Readiness
Crew list (2 copies)
Copy of Last Port Clearance
Original and valid Certificate of Civil Liability/ P&I club certificate
Copy of ISM certificate
Original and valid ISPS certificate
Latest light dues certificate for MENAS
Vessel’s Experience Factor (details of ship/shore cargo figures for last ten loadings)
International Maritime Declaration of Health (2 copies) }
Arrival Report }
Port Information Book Receipt } QP forms supplied by Pilot
Request for Pilotage and Berthing assistance }
Conditions of use of Halul Terminal }
Master Pilot information exchange }
EDP authorisation letter (if agreed) }

4.5 DEPARTURE DOCUMENTATION

On completion of loading, the ship must ullage all the tanks into which cargo has been received.
The Master is required to complete an ullage report for the same provided by the Halul Terminal

The following is a list of forms for each parcel of loaded cargo. (Non-EDP)

1 Cargo Manifest
2 Certificate of Origin and Authenticity
3 Certificate of Quantity and Quality
4 Ullage report (two sets one each prior to and after in case of discharging tanker)
5 Port Time Sheet
6 Bill of lading (normally three original, one Master’s copy and non-negotiable copies)
7 Master’s receipt for documents
8 Master’s receipt for samples
9 Discharge certificate
10 Customs export bill

The following Documents are also supplied.

1 Arrival Report (copy) 2 Appointment of Agency

3 Port Clearance 4 Tanker Port Performance (Form 19X)

Revised: September. 2013 Rev.11 19

4.6 CUSTOMS AND IMMIGRATION
The Pilot acts on behalf of the National Customs and Immigration Authorities. A Port Clearance
Certificate is issued prior to departure. The Port Clearance certificate may be held back if there
are outstanding fees or any other valid reasons.

4.7 PORT CHARGES

Port Charges are made up of the following elements: -

Non-QP Charges:

1. Port Dues – these are calculated by a formula based on the Gross Registered Tonnage (GT)
of the vessel, the quantity of cargo loaded (B/L figure) and the Deadweight Tonnage (Dwt).
2. Light Dues – (MENAS) This is based on Net Registered Tonnage (NRT) of the vessel.
Vessels entering the Gulf to load for a destination outside the Gulf will pay a fee for each
separate voyage. Vessels remaining in the Gulf and trading between Gulf Ports only pay the
fee once every 60 days.
3. Port Clearance – A predetermined fee is charged for the issue of this certificate.

QP Charges:

1. Terminal Charges – This fee is a fixed charge per call based on Net Tonnage and includes
Pilotage & Mooring.
2. Agency Fee – This is a standard charge per vessel for each call.
3. Tug Charges – At a fixed standard rate per visit.

4.8 NOTICE OF READINESS

The Notice of Readiness is accepted according to the Charter Party Clauses, by the Pilot on
board on behalf of Qatar Petroleum, provided that the vessel has arrived 1.5 Nautical miles NE
of SBM-2 (Pilot boarding position).

Masters are advised to tender Notice of Readiness (NOR) only when the vessel has arrived off
Halul at the Pilot boarding position. Generally when a berth is not available, if the weather is
rough, the vessel arrives prior to date range or any other reason that the vessel does not berth, the
time of NOR tendered is taken as the time the vessel anchored in the recommended anchorage
area east of Halul. Halul Radio is to be advised of the time of anchoring, together with the
vessels position relative to Halul Lt, by VHF Ch.09 or Ch. 16, as soon as possible.

Vessels at anchorage, waiting to berth, are required to be ready to weigh anchor on receipt of one
hour’s notice from the Halul Pilot. This notice will be given on VHF Ch.09 or Ch. 16. All vessels
are to ensure an efficient bridge watch is maintained at all times. Tankers arriving prior to Date
Range may berth earlier at the Terminal’s discretion. Vessels arriving after Date Range will be
berthed as soon as possible without delaying other vessels arriving within their Date Ranges.

Revised: September. 2013 Rev.11 20

4.9 EARLY DEPARTURE PROCEDURE
In order to avoid delays to vessels sailing after completion of loading, Halul Terminal follows an
‘Early Departure Procedure’ (EDP) for the completion of final cargo documents. The procedure
is as follows:

On the vessel’s arrival, the Master signs an authorisation allowing the Agent/Designated person
to sign the loading documents and Bills of Lading on his behalf. When the loading is completed,
the Pilot receives the final Bills of Lading Figures for comparison with the Vessel’s figures. Any
Notes of Protest are completed. The Master would receive the Cargo Samples and sign
accordingly.

The departure of a vessel from Halul will be dependent on the ship/shore acceptance on the cargo
quantities loaded.

The Pilot will enter both the Bill of Lading and final Ship’s figures on the form 19X (Tanker Port
Performance), which is then signed by the Pilot and the Master.

Before departure the Master will receive the following:

Port Clearance Discharge Certificate

Port Time Sheet Ship’s Ullage Report
Receipt of Samples + Samples 19X – with B/L figures entered
MENAS Certificate (if required) Arrival Report
Agency Appointment

The Bills of Lading cargo figures information will also be transmitted to the vessel after
departure via Doha radio or directly by telex or fax. A copy of the Bills of Lading and a set of the
port Cargo papers will be faxed to the vessel once they are processed. The original Bills of
lading, Load Port cargo papers and official copies will be couriered to the concerned parties as
per the Buyer’s Documentary Instructions.

The Master may wish to sail before the final figures have been calculated. This is only possible if
the Master notifies the Terminal, by letter, to this effect. In this case the API, temperature, B/L
figures and loading rates will be faxed to the Master for inclusion on the Master’s copy of the
19X form.

Any Letters of Protest (LOP) will be transmitted for signature and are to be returned. The Master
will provide a final Ship’s Ullage Report. The Ships Figures would then be entered on the
different QP forms.

If the vessel is still within VHF range, the comparisons can be made before faxing the final
figures with any Notes of Protest.

Note: All delays resulting from the Master's refusal to accept the Terminal’s Early
Departure Procedure would be for the vessel's account.

Revised: September. 2013 Rev.11 21

 SECTION – 5
TANKER - OPERATIONS
5.0 GENERAL
All Tankers calling at Halul Terminal must comply with the OCIMF publications latest edition
"Recommendations for equipment employed in the Mooring of Ships at Single Point Moorings"
and "Recommendations for Oil Tanker Manifold and Associated Equipment" and ISCOTT
regulations.
(See Halul - TANKER MOORING ARRANGEMENTS and MOORING EQUIPMENT)

5.1 MOORING LIMITATIONS

The mooring boat is required to stay alongside to transfer personnel and gear to the tanker, pass
the pick-up ropes and later to connect the hoses. The operational limit to carry out a safe mooring
operation and hose transfer is restricted when the wave heights are in the range of 5 to 7 feet or
as determined that the sea state conditions are unsafe for the mooring launch. It remains the final
responsibility of the Pilot to decide whether or not it is safe to transfer personnel and equipment
between the launch and the tanker and to perform mooring and hose connection operations.

5.2 ANCHORS
From the time of Pilot boarding, until departure, the vessel's anchors must be secured with wire
strops. This is to prevent accidental dropping and resultant damage to the sub-sea pipelines and
equipment. If the ship's anchor must be used as an extreme emergency measure, they should not
be used in the direction of the seabed pipeline or within 600 metres of the SBM.

5.3 TUG ASSISTANCE

A Tug, when utilized, is secured on the Port shoulder to assist during berthing. Unless otherwise
instructed, a strong messenger line is to be provided to take the tug’s line onboard. Alternatively,
if the tug’s line is unavailable, two good mooring lines and a heaving line from the ship is to be
made ready on the port shoulder for securing the tug

5.4 HANDS FREE WINCHES

With the objective of achieving a safe “hands off” mooring procedure, winch spooling drums
will be used for heaving the pick-up ropes. Masters and crew should be aware at all times of safe
working practices while mooring the ship and avoid standing in the danger sectors of ropes and
wires that could come under tension.

5.5 USE OF ENGINES AT THE SBMs

The ship must at all times be ready to move under its own power with engines available at
immediate notice throughout her stay at the SBM.

The Master is entirely responsible for ensuring that the ship does not come into contact with any
part of the SBM. All damage to the SBM installation sustained from riding-up incidents will be
owner's/charterer's account.

Revised: September. 2013 Rev.11 22

If required, a tug may be used to tow the vessel away from the SBM. A ship's line of approx. 200
m in length is passed to the tug through a suitable aft lead during her stay at the berth.

If any malfunction in the mooring system is observed or if it appears that contact to the SBM is
about to occur, Ship’s engines are to be immediately placed on standby and the Pilot is to be
notified. The tanker's propeller should never be turned while the tanker is on the SBM without
prior permission of the Pilot. Even with permission, turning ahead whilst on the SBM must be
avoided at all times.

Under certain conditions of wind, sea, swell and current, a vessel moored to the SBM has a
tendency to “ride-up” towards the SBM. These conditions expose both the vessel and SBM to the
risk of damage. Furthermore there is a danger of mooring ropes fouling the SBM, which could
cause substantial damage to the pipe work and inherent possibility of oil pollution when weight
returns to the moorings.

In calm weather and particularly at SBM-1 it may be necessary to utilize the engines in order to
prevent the tanker from riding up to the SBM.

5.6 MOORING ASSISTANT & EQUIPMENT TRANSFER

A Mooring Assistant accompanies the Pilot and assists during the mooring and hose connection
operations.

The mooring and hose connection operations will be carried out by the ship's staff but monitored
and advised by the Mooring Assistant. The Mooring Assistant and Pilot will remain in radio
contact throughout these operations.

Both port and starboard derricks/cranes shall be rigged and ready to transfer the hose connecting
equipment basket from the mooring launch on the tanker’s lee side (usually the starboard side).
The transfer must be done as soon as possible after the Pilot boards the vessel. Means are to be
provided for transferring the equipment about the vessel's deck to the starboard side manifold
when lifting on the port side.

IN ORDER TO PREVENT INJURY TO PERSONNEL AND DAMAGE TO THE MOORING

BOAT SUPERSTRUCTURE, THE HOISTING BLOCK MUST BE SECURED AND
CONTROLLED BY A HANDLING LINE DURING THE ENTIRE TRANSFER OPERATION
AND HOSE HANDLING.

THE CRANE OR DERRICK IS TO BE OPERATED BY A COMPETENT PERSON UNDER

OFFICER SUPERVISION.

5.7 BOW AND MANIFOLD WATCHMAN

There shall be experienced crew members, with radio communications, keeping watch at both
the forecastle and the cargo manifold, at all times.

The watchmen shall monitor and report to the CCR, at regular intervals, the configuration of the
hoses, status of the manifold connections and mooring hawsers and the proximity of the SBM
and hoses to the tanker. The watchmen shall be alert to oil leaks or spills, unattached oil slicks in
the vicinity and deteriorating weather conditions. The manifold watchman should also be alert
for stress or chafing on the hoses and ancillary equipment.

Revised: September. 2013 Rev.11 23

The Duty Officer shall monitor and report immediately to the Pilot any abnormal events,
deteriorating weather or other unusual situations coming to his attention.
It is the Master’s responsibility to ensure that the Tanker does not make contact with the SBM or
cause damage to the associated equipment. Qatar Petroleum will seek compensation for any costs
incurred due to the negligence of the Master or crew in this regard.

The gangways shall only be used for boarding and disembarkation of Pilot/Mooring Assistant
and should be kept raised at deck level at all other times.

5.8 MOORING PROCEDURE

The ship’s crew under advice from the Pilot and Mooring Assistant shall perform the mooring
and unmooring operation. A tug may be secured on the ship's port bow shoulder. The ship must
keep the messenger, ropes and heaving lines ready for use.

A messenger line on either side of the bow, about 150 m long and 24 - 28 mm dia, should be
ready on each empty spool drum for passing to the mooring boat to retrieve the mooring line
pick-up rope (80 mm diameter).

The Pilot and vessel’s Master are to agree on a Mooring Plan prior to the final approach. The
weather, sea conditions and vessel’s characteristics are to be considered when discussing the
Mooring Plan.
The starboard messenger line is first lowered down to the water level from the ship's port
shoulder. This will be connected to the pick-up rope when the vessel is approximately 200
metres from the SBM. At the mooring boat's signal the pick-up rope is heaved up on deck.

The tanker should be brought to a dead stop between 40 to 50 metres from the SBM. At this time
the chafing chain will be passed through the bow-stopper and secured with pins or with the
appropriate designed securing method.
Once the starboard mooring is complete, the same operation is repeated for the port side
mooring. A forecastle watchman, stationed at the bow with a radio, is to report the direction and
distance of the SBM in relation to the vessel’s bow on regular intervals, throughout the tankers
stay at the SBM. The watchman would apply grease to the panama lead to avoid chaff, as
required.

NOTE 1: It is extremely dangerous for the mooring boat to lie in the path of the tanker,
particularly those fitted with a bulbous bow. Therefore, the ship's crew must carry the messenger
line 20 metres abaft of the centreline before lowering into the mooring boat.

NOTE 2: Under no circumstances must any load be put on the pick-up rope. This will
adversely affect the manoeuvrability of the vessel and eventually lead to the failure of the rope.

NOTE 3: Care must be taken to gradually transfer the load of the tanker to the hawser to avoid
transient snatch loading that could result from a freely drifting tanker taking up the hawser slack.

NOTE 4: When made fast, the mooring hawsers are to be inspected to ensure that they are in
good condition and that they are not twisted. Any suspected deficiencies are to be brought to the
attention of the Master and Pilot.

Revised: September. 2013 Rev.11 24

5.9 CARGO HOSE CONNECTION
Two 16" flange connections on the selected cargo manifolds on the vessel’s starboard side are
required for the hose connection. The ship's staff will connect and disconnect the cargo-hoses
under instruction from the Mooring Assistant.

1. The crane hook is lowered to the mooring launch, this is connected to the inner floating hose
string that is to be secured to the forward of the two manifolds.
2. Heave up the blank flange (hose end) above the hose-rail as directed by the Mooring
Assistant.
3. Secure snubbing chain in a manner to facilitate possible slackening as directed.
4. Lower the hose to bring the hose flange to the manifold and check alignment and distance
from the manifold.
5. Lower the hose onto the drip tray and remove the nut/bolts from the flange.
6. Lift the hose end and connect it to the manifold.

TO AVOID DAMAGE - NEVER USE WIRE STROPS AROUND THE CARGO HOSES.
IT IS IMPORTANT TO USE ALL OF THE BOLTS IN THE FLANGE AND A NEW
GASKET.

7. The second or outer hose is connected in the same way.

8. After both hoses are connected, the hoses must be supported away from the vessel's side rail
by means of rope slings supplied and the ship's crane/derrick.

The Mooring Assistant may be required to remain onboard the vessel, if adverse weather is
expected, to assist with disconnection and unmooring.

5.10 CARGO HOSE DISCONNECTION

On completion of loading or discharging cargo, the manifold valves must not be closed until the
Pilot/Loading Master confirms the closure of the shore valves. Once the manifold valves are
closed, the line is drained before commencing disconnection.

The after hose is disconnected first. Using the shore sling to take the weight of the hose, the
flange is unbolted from the manifold. The blank flange is then replaced using all the bolts and a
new gasket. The bolts are tightened in the proper sequence to avoid uneven tension on the flange.
The same procedure is repeated for the forward hose.

To lower the hoses to the water, a strong heaving line is secured on the hook for tripping
purposes. Next, secure the lifting-hook on the after hose end flange to the crane and lift up till the
snubbing chain is slack. After releasing the snubbing chain, the hose is lowered into the water
ensuring that the heaving line secured on the hook has taken weight just when the hose touches
the water. The hook should trip and release the hose.

The drift of the first hose lowered into the water is monitored before lowering the second hose,
particularly at SBM-1. If required, the mooring-boat could be utilized to pull the first hose clear
before the second hose is lowered. The same procedure is repeated for lowering the second hose.
All of the Terminal’s gear, tools, Radio-box, Pressure recorder etc. is to be packed and kept
ready for lowering into the mooring launch after unmooring.

Revised: September. 2013 Rev.11 25

5.11 UNMOORING PROCEDURE
Unmooring will commence after finalising the cargo figures and after the Master has confirmed
with the Pilot that the engines and the vessel and bridge equipment is in all respects ready for
departure. The winches are to be checked prior to disconnection of the moorings. The pins to the
bow stopper are removed and upon instruction the weight is taken up on both the mooring
winches.

The bow stoppers are disconnected and secured, in the open position, before walking back the
moorings.

When instructed, the moorings are slowly walked back after ensuring that both chains and
support buoys are clear of each other. Engines are used to slowly move the vessel astern, making
sure that the hoses are clear of the propeller and that the starboard gangway is heaved up well
clear of the hose-end light.

After completing the final paperwork the Pilot will disembark from the lee gangway having
moved the vessel well clear of both the SBMs and pipelines.

5.12 UNMOORING DURING ROUGH WEATHER

At times, it may be necessary to unmoor a vessel during rough weather or in adverse sea
conditions.

The unmooring procedure will be the same as in normal weather. However the mooring boat will
not pick up the ropes from the water until the weather improves.

When a lee has been created for the mooring boat, the cargo gear is lowered at the lee manifold.

The pilot will disembark as in 5.11 above.

Revised: September. 2013 Rev.11 26

 SECTION – 6

CARGO & BALLAST HANDLING

6.0 CARGO OPERATIONS

All vessels shall arrive with all their cargo tanks properly inerted to less than 8% oxygen. The
remote gauges and venting system should be fully operational such that a mandatory closed
loading procedure can be safely followed. The Pilot will verify the percentage of oxygen in the
cargo tanks prior to commencement of either mooring or prior to loading or discharging.

All operations in connection with the starting of loading, discharging, switching of tanks and
topping-off must be directly and personally supervised by the ship's Cargo Officer. It is the
responsibility of the vessel to advise the Pilot at least fifteen minutes, as advance notice, to the
planned reduction of the loading rate or before stopping the cargo operation.

6.1 PRE-OPERATIONAL MEETING

A pre-operation meeting is to be held prior to the commencement of cargo operations. This is to
ensure that all the involved parties are familiar and in agreement with the planned procedures and
that all the necessary Communications, Safety and Pollution checks have been completed. Any
concerns and other operational requirements are to be addressed at this meeting.

6.2 LOAD ON TOP

If “load on top” is to be practised at Halul, the Pilot may measure the quantity of residue in the
nominated tanks. However the Pilot will not check tank soundings, ullages, sign dry tank
certificates or otherwise act as a cargo surveyor.

In the case of a discharging tanker, the pilot will check the initial and final ullages. After
discharge is completed he will personally witness the dips, and calculation of ROB for endorsing
of the Bill of Lading. However, the Pilot will at no time act as a Cargo Surveyor or sign dry tank
certificates. An independent Surveyor may be assigned to witness the cargo operations.

6.3 CLOSED LOADING

The ‘closed’ loading system is to be used as it has been found that a deadly concentration of H 2S
as much as 7,000 ppm volume in air has been recorded at ullage openings, and of 70 ppm H 2S in
liquid, during topping off.

6.4 VENTILATORS & AIR CONDITIONING UNITS

All ventilators and air conditioning units are to be adjusted to prevent the entry of dangerous
gases or vapours from entering the accommodation spaces. This can be achieved by an air re-
circulation method. All doors and windows are to be closed before operations commence.

Revised: September. 2013 Rev.11 27

6.5 LOAD/DISCHARGE PLAN
The vessel’s approved Load/Discharge plan is to be displayed in the CCR.

6.6 STABILITY
The vessel’s stability and stress curves are to be calculated and monitored for a sea-going
condition.

6.7 TWO-VALVE SEPARATION

Every precaution prior to cargo operations should ensure that all valves not required for current
cargo operations being carried out, are closed. If the spool piece between the ballast and cargo
lines is in place, there must be at least a two-valve separation between the cargo and ballast lines.

6.8 CARGO OPERATIONS COMMUNICATIONS

 A hand held radio will be given to the ship’s Cargo Officer for use during cargo operations.
An emergency stop function is available for stopping the loading in case of an emergency.
 The radio is also available for the 2 hourly comparisons of ship and shore figures. It is
imperative that all ships Officers are familiar with the operation of the Terminal radio. Any
other communication with the Terminal is via the Pilot.
 A VHF listening watch is to be maintained continuously whilst moored to the SBM on
VHF channel 9 as specified by the Pilot.
 In the event of a communication breakdown, and where contact cannot be restored, cargo
operations are to be stopped and the Pilot notified.
 Communications are to be maintained continuously between the Ship’s CCR and the
forward and manifold watchmen.

6.9 VALVE OPERATION AND PRESSURE SURGES

The vessel is loaded/discharged at Halul Island through the SBM system. In view of the large
configuration of flexible floating hoses (both subsea and floating) in this system, under no
circumstances are the ship’s valves to be closed or choked against the flow of crude oil.

The ship’s tank change-over and ‘topping off’ operations must be controlled at all times by a
responsible Ship’s Officer and each set of tank valves must be fully opened before the preceding
set is closed. At all times sufficient tanks are to be opened to safely accommodate the current
flow rate.

The Cargo Officer should inform the Pilot in advance of any valve manipulation on board the
tanker that is likely to restrict the oil-flow. Ship’s officers should be aware of potential dangers
of creating a pressure surge by closing valves too quickly and/or restricting the flow of oil by
closing-off tanks without first reducing the loading-rate. This pressure surge causes a shock wave
that could result in severe damage to the vessel’s cargo lines, SBM and associated equipment.

The Master shall be held responsible for any costs due as a result of apparent or subsequently
apparent damage to the shore pipelines and hose system, resulting from a surge pressure caused
by failure of the ship's pipeline/valve system or incorrect manipulation of the ship's valves.

Revised: September. 2013 Rev.11 28

A pressure recorder from the terminal may be installed at the ship’s manifold, if required, for the
monitoring and recording of the pipeline pressure. A continuous record of the line pressure is
also kept on Halul Island.

Valve indicators and Tank Gauges in the CCR, that are known to be problematic, are to be
clearly marked.

Discharging Tankers are to test their emergency shutdown system before commencing cargo operations.

6.10 COMMENCEMENT OF LOADING

The Cargo transfer operations should not commence until the ship's Cargo Officer and the Pilot
are satisfied and have agreed that the cargo-hoses are correctly connected and all necessary
valves have been set for cargo transfer.

Upon request from the ship's cargo officer, after opening ship's manifold valves, the Pilot will
instruct the shore control-room to open the valves and commence cargo loading.

Loading will initially be by gravity until the cargo flow is verified and recorded as being
received with due regard to all the required safety precautions. An inspection of the cargo system
and surrounding water should be made during the first few minutes of cargo transfer to ensure
there is no leakage. The shore will be instructed to start pumping to increase to maximum agreed
rate after all systems have been proved satisfactory on-board the tanker and the cargo officer has
agreed to increase the rate.

The maximum available loading rate unless otherwise informed at SBM-1 is 5500 LT/ hour and
at SBM-2 is 9500 LT/ hour. A maximum discharge pressure at the ship’s manifold is 10 kg/cm2.

NOTE: Care must be taken when loading during wind speeds of less than 5 Knots due to the
accumulation of oil vapours on deck. If deemed necessary, loading must be stopped.

6.11 COMMENCEMENT OF DISCHARGING

The Cargo transfer operations should not commence until the ship's Cargo Officer and the Pilot
are satisfied and have agreed that the cargo hoses are correctly connected and all necessary
valves have been set for cargo transfer.
Halul Terminal will notify the Pilot that the Terminal is lined up to receive the cargo. The Ship’s
Cargo Officer will then line up the vessel’s lines and on instruction from the Pilot open the
manifold. After the emergency shut down system has been tested, a single pump would then be
utilised to establish flow to the shore tanks before the rate is gradually increased to maximum.

An inspection of the pump room, manifold, cargo system and surrounding water should be made
during the first few minutes of cargo transfer to ensure there is no leakage. The shore will be
notified of the flow rate increases until the maximum agreed rate has been reached. All the
systems are to be monitored during this period.

Periodic pump room inspections are to be carried out and the inert gas system is to be run
continuously to maintain the correct oxygen levels of less than 8%.

The Pilot is to be notified before commence of initial ballasting and prior to COW operations.

Revised: September. 2013 Rev.11 29

6.12 DE-BALLASTING/BALLASTING
The Master shall ensure that the vessel’s propeller is submerged and that a maximum stern trim
not exceeding 3.0 metres prevails throughout the de-ballasting and loading/discharging
operations. Also the vessel is to comply with the minimum permitted IMO Draft Regulation
during her stay at the SBM.

Vessels unable to comply with these requirements will not be accepted at Halul Terminal.
Vessels already berthed, which cannot comply, may be, at QP’s discretion, removed from the
berth to anchor until such time as these requirements are met. Any costs associated with such un-
berthing/berthing operations shall be for the vessel’s account.

Only ‘totally segregated’ ballast is to be discharged at Halul. For discharging tankers,

commencement of ballasting shall not be by gravity.

All vessels are required to be capable of concurrent cargo and ballast operations. If a tanker is
found to be unable to perform concurrent loading and de-ballasting operations, for any reason, it
shall be required to load a part cargo prior to commencing de-ballasting.

As ballasting into dirty Ballast tanks are not permitted, the Pilot must be informed prior to a need
to ballast into these tanks,

At no time should the total amount of cargo and/or ballast onboard be less than the following:

 Ships under 250,000 tonnes SDWT – 30 %

 Ships between 250,000 and 330,000 tonnes SDWT – 35 %

NO DIRTY BALLAST RECEPTION FACILITIES ARE AVAILABLE AT HALUL.

Contaminated Ballast may be discharged by arrangement

6.13 CRUDE OIL WASHING REGULATIONS (DISCHARGE TANKERS

ONLY)

The attached C.O.W. checklist must be satisfactorily completed before commencement of any
Crude Oil washing operations. The Terminal policy is to allow 100% crude oil washing.
However the Pilot may decide otherwise in view of the following: -

1. The vessel's stay on the SBM will be unduly prolonged.

2. The weather is liable to deteriorate.
3. Possible delays to subsequent vessels.
4. Failure to comply with the items included in the pre-wash checklist.
5. Any clause under charter party.

In case of 1, 2 or 3 above, the minimum crude oil washing allowed under MARPOL will be
permitted.

Revised: September. 2013 Rev.11 30

6.14 CARGO CALCULATIONS AND RELEASE
Halul Terminal uses API Table-24/Table 6 volume correction factors for Bill of Lading
calculations and for ship/shore comparison calculation as per current “Lifting Agreements”

On completion of the cargo transfer, the ship must gauge all tanks into which cargo has been
received. The Master is required to complete an ullage report provided by the Terminal. The
Master is to ensure that cargo has not passed into tanks that were not nominated for Halul.

In order to avoid large ship/shore differences, maximum care should be taken during final
ullaging and cargo calculation, making the appropriate allowances for line content, OBQ,
etcetera. Generally if the difference between average normal ship measurement and official cargo
measurement is satisfactory (difference less than 0.25%), the ship, under EDP, will be released to
sail. If EDP is not to be implemented, the vessels shall wait until the documents are prepared and
signed.

Any unusual differences may be investigated prior to unmooring the vessel. If the Master is
satisfied with his declared figures and the ship/shore difference still exceeds 0.25% than Letters
of Protest will be issued and the vessel permitted to sail. Any delays or costs incurred in
confirming the Ship’s figures are to the Owners or Charterers account.

Revised: September. 2013 Rev.11 31

 SECTION – 7
EMERGENCIES
In the event of an emergency situation arising on the tanker during Cargo Operations, the following action
is to be taken:

7.0 EMERGENCY SHUT DOWN (ESD)

An emergency shutdown of cargo operation, during loading, shall be initiated by
ship/terminal under the following conditions: -

1. Outbreak of fire
2. Mooring failure
3. Serious breach of safety requirements
4. Oil spillage/pollution
5. Breakdown of ship/shore communications
6. Malfunction of equipment, which is essential for safe cargo operation
7. Any other reason for a hazardous situation

The following procedure shall be followed in the event of the vessel requiring an
emergency stop.

HAND HELD RADIO

1. ENSURE THE RADIO SET IS ON.

2. DEPRESS THE SMALL BLUE BUTTON ON THE SIDE OF THE RADIO
UNTIL A “BLEEP” IS HEARD.
3. IMMEDIATELY DEPRESS THE BLACK BUTTON ON THE SAME SIDE
OF THE RADIO UNTIL A “BLEEP” IS HEARD. (Refer diagram in Port
Documentation Book). IF UNSUCCESSFUL RETURN TO FIRST STEP.
DURING CARGO OPERATIONS THE OOW SHOULD CHECK THE
BATTERY RESERVE AT REGULAR INTERVALS.

DESK TOP RADIO

1. ENSURE MAIN POWER UNIT IS TURNED ON.

2. SWITCH ON LOCAL RADIO HAND SET AND ENSURE THAT THE
CORRECT CHANNEL HAS BEEN SELECTED.
3. DEPRESS THE RED BUTTON ON THE FRONT OF THE HAND SET
UNTIL A “BLEEP’ (Refer diagram in Port Documentation book).
4. IMMEDIATELY DEPRESS THE NUMBER 1 BUTTON UNTIL A “BLEEP”
IS HEARD. IF UNSUCCESSFUL RETURN TO THE FIRST STEP.

NOTES

1. THE EMERGENCY SHUT DOWN RADIO MUST REMAIN IN

POSSESSION OF THE OFFICER OF THE WATCH IN CHARGE OF
CARGO OPERATION AT ALL TIMES.

Revised: September. 2013 Rev.11 32

 2. IN ORDER TO PREVENT AN ACCIDENTAL STOP, THE BATTERY
REPLACEMENT SHOULD BE DONE ONLY AFTER SWITCHING OFF
THE RADIO.

An Emergency Shut Down may also be initiated by calling the following

message on the shore radio used for loading operation
HALUL CONTROL... THIS IS S.B.M. 1 or 2 followed by Ship's name

EMERGENCY STOP LOADING……..EMERGENCY STOP LOADING………..

....EMERGENCY STOP LOADING

Additionally a radio-watch on VHF Channel-09 should be maintained during the vessel's stay at
the SBM.

Following the ESD call loading valves on board the tanker shall not be closed against the flow
under any circumstances until Halul Control has advised. In order to prevent pressure surges in
the loading system, the period of valve closure shall not be less than 30 seconds.

7.1 POLLUTION INCIDENT

If within Qatar waters, at anchor or at the SBMs and it is observed that oil is leaking or likely to
leak from the ship, the Master shall take all necessary anti-pollution measures and inform Halul
Terminal through Halul Radio or through the Pilot.

As soon as any oil pollution or spill is noticed, cargo operations are to be stopped. The Pilot is
to be notified and Halul Control is to be contacted on the dedicated radio. The Master shall then
take all necessary action to either prevent or minimise the flow of oil, stopping the oil at the
source of the spill.

Whenever visible traces of oil are observed, on or below the surface of the water, QP will
investigate the circumstances to determine the source and whether there has been a violation of
the standard procedure or regulations. The investigation may include sample analysis from
polluted water and if necessary from the vessel to identify the source of pollution. The master is
required to submit both an Oil Pollution Incident Report and a narrative report describing the
events leading to the incident and detailing any actions taken.

Should pollution occur from the vessel, QP would initiate any clean-up operations. All costs will
be debited to the account of the Owners and/or Charterers. The vessel is liable to penalties if
found responsible for causing a pollution incident.

Failure to report a pollution incident is a serious offence against State Regulations and persons
found contravening this requirement will be liable for prosecution in Qatari Courts.

7.2 ACTIONS IN AN EMERGENCY

The following recommended actions are intended to give the Master an understanding of the
Terminal Emergency Contingency Plans and thus enable him to co-operate fully in an emergency
situation.

The Master is responsible for taking all immediate steps to safeguard his ship and if at the SBM,
he shall liaise continuously with the Pilot onboard the vessel.
Revised: September. 2013 Rev.11 33
7.3 OIL SPILL
1. Stop cargo operations immediately
2. If loading/discharging oil, close the manifold valves after depressurising the lines.
3. Raise the alarm on the vessel.
4. At the SBM, inform the Pilot who will inform the Terminal. Locate source of pollution.
5. Take such measures as are necessary to stop/minimise the escape of oil.
6. The Pilot will coordinate any shore assistance that may be required for clean-up operation.
7. In consultation with the Master, Halul Terminal will implement the QP oil spill contingency
plan.
8. Commence clean-up operations

7.4 FIRE
1. Stop cargo operations immediately
2. If loading/discharging oil, close the manifold valves after depressurising the lines.
3. Raise the alarm on the vessel.
4. At the SBM, inform the Pilot who will inform the Terminal.
5. The standby tug and any other craft that can offer assistance to prepare their fire fighting
systems.
6. Vessel to fight the fire as per their emergency procedure.
7. Disconnect the oil transfer hoses
8. The tanker is to prepare to vacate the SBM. The Pilot will liaise for any shore assistance that
may be required for fire fighting or towing and will co-ordinate such assistance.

7.5 SBM MOORING HAWSERS PARTING

1. Stop cargo operations immediately and close the manifold valves after depressurising the
lines.
2. Raise the alarm
3. Inform the tug to stop towing.
4. Place the ship's engines on stand-by and crew to disconnect the hoses
5. Inform the Pilot on-board who will inform the Terminal and take the strain off the remaining
hawser.
6. After lowering hoses into the water, the Pilot will co-ordinate the un-mooring and vacate the
SBM.

7.6 INCREASED SECURITY LEVEL TO ISPS LEVEL – 3 AT SBMs

1. Stop cargo operations and close the manifold valves after depressurising the lines.
2. Raise the vessel’s alarm. Inform the Pilot and tug.
3. Place the Ship's engines on stand-by and crew to standby to disconnect the hoses.
4. Inform the Pilot who will inform the Terminal.
5. Implementation of Ship and Terminal Security Plan at highest Security level.
6. After lowering the hoses into water, the Pilot will co-ordinate the unmooring and vacate the
SBM.

Revised: September. 2013 Rev.11 34

7.7 BOMB THREAT
1. Inform the Pilot or Halul Terminal Representative who will contact the Local and
Governmental Authorities.
2. Conduct initial search. Do not move or examine suspicious objects or containers.
3. If during oil transfer operations, consider stopping operations and commence hose
disconnection.
4. Either cordon off the immediate area or remove personnel to a safe area onboard. Evacuation
of non-essential crewmembers may be considered.
5. Prepare fire-fighting equipment in case it’s required.
6. Maintain communications and report progress.

7.8 H2S EXPOSURE

1. See the “Material Data Sheet” for immediate 1st Aid to be taken.
2. Stop cargo operations - close the manifold valves after depressurising the lines.
3. Raise the vessel’s alarm.
4. Inform the Pilot so that Medical Assistance can be provided.

7.9 INJURY
1. Apply immediate 1st Aid.
2. Raise the vessel’s alarm.
3. Inform the Pilot so that Medical Assistance can be provided.
4. Prepare the patient for a Medical Evacuation
5. Stop cargo operations and close tanks prior to helicopter landing

7.10 EPIDEMIC
In the event of a suspected epidemic or if contagious diseases are detected onboard, the Terminal
is to be notified and the Maritime Declaration of Heath is to be completed to reflect the current
situation and the crew members involved, isolated. This may also include suspected exposure to
high radiation levels.

The vessel may be placed under quarantine until a medical assessment has been conducted. Any
instructions will be passed on to the Master through the Pilot or Agency. Medical assistance or
the transfer to medical facilities will be coordinated by the Health Department and strictly
controlled.

7.11 OTHER EMERGENCIES

These could include loss of power or steering during manoeuvring, grounding, collision, taking
on water, man overboard or any other accident or incident. The alarm is to be raised. The Pilot or
Terminal is to be informed so as to render immediate assistance. The Master is to take all possible
precautions to minimise any resulting consequences.

7.12 RESUMING OPERATIONS

Once the emergency condition has been controlled and/or eliminated, normal operations can only
be resumed with the specific approval of the Pilot and Terminal. A complete inspection of the
relevant equipment or facilities will be undertaken before oil transfer operations can be resumed.

Revised: September. 2013 Rev.11 35

 SECTION – 8 Attachment No. 1

Tanker Approach and Departure Route

Revised: September. 2013 Rev.11 36

EMERGENCY CONTACT NUMBERS Attachment No. 2

Halul Terminal has listed below the requisite information to assist TANKERS calling at Halul Terminal
SBM’s to notify and mobilize resources and assistance in a rapid and efficient manner during an
emergency.

Region Designation Contact Details

State Authority Manager, Halul Terminal & Export +974 4440 2517 (O)
Doha Head of Halul Operations +974 4440 1017 (O)
+974 5580 3307 (M)
Local Authority Senior Terminal Supervisor +974 4440 3495 (O)
Halul +974 4440 3444 (24hr)
Port Authority Chief Marine Officer +974 4440 2072 (O)
Doha +974 5582 1041 (M)
Halul Pilot / Load Master +974 4440 3400 (O)
Pilot / Load Master +974 4440 3501 (O)
Pilot / Load Master +974 4440 3775 (O)
Email: Port Security/Pilot Services [email protected]
Port Security Chief Marine Officer +974 4440 2072 (O)
(PFSO) Tanker Operation (SBM) +974 5582 1041 (M)
Senior Security Officer (Halul) +974 4440 2733 (O)
Harbour Operation +974 4440 1742 (O)
Terminal Contact Halul Control Room +974 4440 3537 (24 hr)
+974 4440 3538 (24 hr)
Halul Agency Dept. Tanker Agency +974 4440 2189 (O)
Doha +974 5588 9777 (M)
Local Fire Dept. Fire / Safety Officer +974 4440 3435 (O)
Halul
Local Clean Up Emergency Response Coordinator +974 4413 8484 (O)
Halul +974 5554 4521 (M)
Salvage Contact Head Of Marine Logistics +974 4440 2593 (O)
Doha +974 55873790 (M)
Local Halul Radio +974 4440 3444 (24hr)
Communications +974 4440 3510 (24hr)
VHF Ch. 09, 16
State Doha Radio - A7S +974 4440 2000 (24hr)
Communications VHF Ch. 16
Doha

Note:
There is a Pilot / Loading Master onboard the vessel at all times whilst the Tankers are at the Halul
Terminal SBMs. He is in contact with the Terminal Control Room and Halul Radio at all times by a
dedicated UHF radio. An identical radio is provided to the ship’s staff during the vessel’s stay at
Halul.
Whilst on the SBM, the Pilot / Loading Master shall be the first line of communications in an
emergency. The information provided above may be used as a back up.

Revised: September. 2013 Rev.11 37

 HALUL TERMINAL Attachment No. 3

MATERIAL SAFETY DATA SHEET

Trade Name Qatar Marine Crude Oil

Chemical Name Crude Oil
UN No. 1267
PHYSICAL PROPERTIES

APPEARANCE Tan to Black Viscous Liquid

ODOUR Mild to Pungent Hydrocarbon Odour
FLASH POINT < - 5C
BOILING POINT 44 – 390°c
MISCIBILITY Immiscible with Water
VAPOUR DENSITY >1
H2 S High H2S Content - Above 700 PPM
OTHER Flammable, Transported Ambient up to 60°c. No Heating
Required.

HAZARDS IDENTIFICATION

 Moderate Irritant
 Aspiration Hazard
 May release HAZARDOUS LEVELS of H2S and/or other SULPHUR COMPOUNDS.
 May release BENZENE at concentrations above ESTABLISHED EXPOSURE
STANDARDS.
 May release FLAMMABLE VAPOURS.
 Strong irritant to skin, eyes and affect respiratory system.
Wear recommended PERSONAL PROTECTIVE EQUIPMENT (PPE).
Take all recommended precautions to PREVENT PERSONAL CONTACT.
Carry H2S PERSONAL ALARMS
Keep CONTINUOUS COMMUNICATION CHANNELS open

COMPOSITION

Complex mixture of HYDROCARBONS and TRACE ELEMENTS. It contains

HYDROGEN-SULPHIDE (H2S) in high concentration and other SULPHUR
COMPOUNDS

Revised: September. 2013 Rev.11 38

FIRE AND REACTIVITY

Stable under normal temperatures and pressures. Keep away from heat source, open flames
and other sources of ignition. Reacts with strong oxidizers and strong acid or alkali. Thermal
decomposition may include oxides of carbon and sulphur (toxic fumes).

EXTINGUISH FIRE WITH FOAM, DRY CHEMICAL, AND/OR CARBON DIOXIDE. WATER
MAY BE INEFFECTIVE AND SPREAD THE FIRE

SPILLAGE

Sound Alarms

Contain spill and remove any fire hazard

Use absorbent material and pads for spillage and dispose of properly to avoid hazard to the
environment.

ALL SPILLAGE MUST BE REPORTED TO THE TERMINAL IMMEDIATELY

FIRST AID MEASURES

Call for assistance

EYES : Immediately flush with plenty of water and get prompt medical attention.
SKIN : Remove contaminated clothing immediately and wash affected skin with soap
and water.
INHALATION : Move to fresh air.
INGESTION : Keep victim quiet. Aspiration hazard. DO NOT induce vomiting. Rinse out
mouth with water. Encourage casualty to Drink 1-2 glasses of water. Seek
medical attention.

May need to treat for shock

Revised: September. 2013 Rev.11 39

 HYDROGEN SULPHIDE (H2S)

Colourless gas, Slightly heavier than air, Slightly soluble in water, V.P.
PROPERTIES 20atmos @78F
High acute toxicity by inhalation, Can deaden sense of smell,
KEY HAZARD Flammable, reacts violently with oxidising agents like Nitrates,
Peroxides.
Unpleasant ROTTEN EGG ODOUR at low concentrations, Sweet odour
WARNING and possible IRRITATION of eyes and respiratory tract at higher
PROPERTIES concentrations, ODOUR IS UNRELIABLE AS A WARNING; can
deaden the sense of smell.
FLAMMABLE LIMITS 4.3% to 46% (H2S in air), Shut-off all ignition
FIRE/ EXPLOSION sources, Toxic gases are produced in fires (oxides of Sulphur), To
EXTINGUISH, SHUTOFF FLOW OF MATERIAL; Water spray or foam
can be used.

 INHALATION:- can produce IRRITATION, bronchitis, pulmonary

HEALTH oedema and paralysis of the respiratory system causing
HAZARDS asphyxiation – MAY BE FATAL

 SKIN:- can cause IRRITATION: can produce cryogenic (cold)

burns if contact with liquid


EYES:- can cause IRRITATION, watering of the eyes and severe
pain
0.13 PPM Lower Odour threshold
CRITICAL 10 PPM TLV – TWA
EXPOSURE 27 PPM Upper Odour Threshold
LEVELS 250 PPM for < 120 min Life Threatening
700 – 1000 PPM Rapid loss of consciousness, DEATH

TREATMENT Remove from the area. If loss of consciousness or apparent death,

Artificial Respiration may restore life.

If exposure of the gas is likely to occur, appropriate safety

precautions are to be used e.g. suitable respiratory/breathing
apparatus and minimum exposure on deck. Personnel should try to
keep to windward so far possible.

All tankers loading at Halul Terminal should continuously monitor

the concentration of H2S using suitable detection equipment and
alarm systems, particularly in calm wind conditions.

Revised: September. 2013 Rev.11 40

 Attachment No. 4

MOORING ARRANGEMENT

Revised: September. 2013 Rev.11 41

 Attachment 5

HOSE CONNECTION DETAILS

(Starboard side)

Revised: September. 2013 Rev.11 42

 Attachment No. 6

Revised: September. 2013 Rev.11 43

 QATAR PETROLEUM Attachment No. 7
HALUL TERMINAL & EXPORT DEPARTMENT
HALUL TERMINAL STANDARD CABLE VIA A7D
To Master Date: ………………………
Ship’s ETA: …….…..…...
IMO No. Inmarsat Tlx: ……………
Call Sign: Fax No…………………

We confirm your vessel is nominated to load: approx. Bbls of Qatar Marine Crude Oil at
o
Halul Terminal and/or discharge approx. Bbls. The approx. load Temp - F
o
and API gravity of at 60 F.

Depending on the availability, draft or requested loading rate and the prevailing weather conditions the vessel will
berth at either SBM-1 or SBM-2 which are located, 2.3 and 3.4 miles respectively. southeast from Halul Light
House.

The vessel arriving in ballast or part loaded condition should ensure that the draft, trim and freeboard is adequate
for safe manoeuvring. The minimum acceptable draft being that the propeller is fully immersed and that the
recommended trim does not exceed three meters by the stern.

The Terminal will provide two SBM mooring hawsers/chains. Please prepare two empty winch spooling drums
forward with two good messenger ropes ready to connect to the SBM mooring pick-up ropes. The use of winch
drum ends is not permitted.

Both the Port and Starboard derricks or cranes, with a minimum SWL of ten tons, should be rigged ready to lift the
hose connecting equipment. The starboard manifold is to be prepared with reducers to connect two 16 inch hoses

The ship crews are required to moor the vessel and connect the hoses with guidance from our operations assistant.
When proceeding towards the berth both anchors must be fully secured in the hawse pipes. The Pilot will board
1.5 miles NE of the SBMs. The Pilot ladder and / or accommodation ladder should be rigged ready on both the
starboard and port side and a good lee be made when the pilot boards and the mooring equipment is lifted on board.

Please contact Halul Control/Halul Radio on VHF Ch. 9 as soon as VHF contact can be established. Advise the
Pilot of the latest ETA at the Pilot boarding station and receive final instructions and berthing prospects. (At least 2
hrs before arrival).

Kindly provide the following information at the earliest: -

AA: Present ETA Halul
BB: Arrival and sailing draft
CC: Last port of Call / Next Port of Call
DD: Maximum available loading rate long tons/hour and quantity of cargo required.
EE: Derrick/crane SWL
FF: That all ballast treated or exchanged as per MEMAC/Gulf Region Regulations.
GG: Type and number bow mooring chain stoppers fitted.
HH: That original and valid CLC certificate on board with expiry date.
II: That vessel equipped with IGS, system fully operational and cargo tanks properly inerted.
JJ: Cargo tank gauging and closed loading vent system fully operational.
KK: Any navigation aid or machinery defects that affect the vessel ability to navigate, manoeuvre, moor/unmoor
or carry out cargo operations safely.
LL: Has the vessel completed QP Vetting list and faxed / telexed to QP.
MM: Vessel’s security level and Last Port

OUR TLX NO. 4201A QATOFF DH OR TLX NO. 4253 QPADOH DH

Notes: 1 – The Ship’s Agent should have been sent 5 Forms that are to be completed prior to arrival and
retained on board to be collected by the Pilot. If these forms have not been received, please contact your
Agent to avoid any delays in berthing. (Arrival Report, Port Health, Ballast Declaration, ISPS last 10 Ports
list and Environmental Study Questionnaire)
2 - A wellhead platform has been established in position 045 degrees x 1.85 nautical miles from Halul Light House.
The location is marked with a light MO (U). Vessels should avoid passing south of this platform.

HEAD OF HALUL PLANNING

Revised: September. 2013 Rev.11 44

 Attachment No. 8

Heat stress (A silent workplace hazard)

Heat stress

When the human body is unable to maintain its normal core temperature of 38-39 0C (99-100
0
F), and overheats due to external heat sources, heat induced illnesses or disorders will occur.

Heat – induced disorders `

Lower physical performance and lower mental alertness
Skin rash, heat cramps, nausea
Irritability, anger, fatigue, dehydration, fainting and sometimes heat stroke
Heat stress affecting factors
Air temperature
Humidity in the air
Radiant heat
Wind velocity
Condition of the employee such as: age, gender, life style, alcohol intake, heart disease, diabetes
or heat tolerance level)
Type or amount of clothing
Level of work activity (Light, Medium and Heavy)
Management of Heat Stress
Limit the worker’s exposure to prolonged periods in high temperatures. (Regular breaks to lower
the body temperature)
Wear appropriate clothing and head covering.
Plan the daily activities to perform heavy and medium type of work activity in cooler times of
the day.
Provide adequate cool drinking water supplies and necessary electrolytes replacement drinks.
Awareness on heat stress management and signs and symptoms of heat stress.
Provide acclimatization of the workers to the outside heat. Provide and use cool rest areas.
Biological monitoring of workers - Oral temperature and heart beat rates are to be recorded if
heat stroke or dehydration is suspected. Seek medical assistance.

Revised: September. 2013 Rev.11 45