Rang Dong Terminal Regulations Rev8 Finalmmmarine.com.vn/docs/6_Rang Dong Terminal... · ISGOTT...

Japan Vietnam Petroleum Co., Ltd.

JX Group

RANG DONG TERMINAL REGULATIONS

Document No.: SNO-SM-001

Revision No.: Rev 8

Japan Vietnam Petroleum Co., Ltd. Document no: SNO-SM-001

Rev 8 of 43 Rang Dong Terminal Regulations

SECTION INDEX

IMPORTANT NOTICE.............................................................................................................................. 4

DEFINITIONS AND INTERPRETATION............................................................................................... 6

SECTION 1 - LOCATION AND DESCRIPTION OF TERMINAL ...................................................... 9

1.1 FSO “Rang Dong MV17” .............................................................................................................. 9

1.2 Well Head Platforms ................................................................................................................... 9

1.3 Gas Pipelines ............................................................................................................................... 9

1.4 Rang Dong Crude Oil ................................................................................................................. 10

1.5 Time ........................................................................................................................................... 10

SECTION 2 - TIDES, CURRENTS, WIND AND WEATHER AND SEAS ...................................... 11

2.1 Currents ..................................................................................................................................... 11

2.2 Winds ......................................................................................................................................... 11

2.3 Waves ........................................................................................................................................ 11

2.4 Climate ....................................................................................................................................... 11

2.5 Sea Water Temperature and Salinity ....................................................................................... 11

SECTION 3 - SUMMARY OF THE MOST ESSENTIAL REQUIREMENTS TO BE MET BY OFFTAKE TANKERS LIFTING OIL AT RANG DONG TERMINAL ................................................ 13

SECTION 4 - TERMINAL FACILITIES AND SERVICES ................................................................. 17

4.1 Terminal Facilities ..................................................................................................................... 17

4.2 Terminal general services ......................................................................................................... 17

4.3 Port Control formalities ............................................................................................................ 17

SECTION 5 - COMMUNICATIONS ..................................................................................................... 18

SECTION 6 - SAFETY PRECAUTIONS ............................................................................................. 19

6.1 General Precautions .................................................................................................................. 19

6.2 Fire Precautions ......................................................................................................................... 19

6.3 Watch Keeping and Lookout ..................................................................................................... 19

6.4 Precautions during Berthing and Mooring ............................................................................... 20

6.5 Precautions during crude oil loading ........................................................................................ 20

6.6 Pollution Control ....................................................................................................................... 20

6.7 Emergency Responses ............................................................................................................... 21

SECTION 7 - OFFTAKE TANKER EQUIPMENT .............................................................................. 22



7.1 Forecastle Deck Mooring Arrangement ................................................................................... 22

7.2 Offtake Tanker’s Manning ........................................................................................................ 22

7.3 Propulsion System ..................................................................................................................... 22

7.4 Lifting Equipment ...................................................................................................................... 22

7.5 Towing Lines .............................................................................................................................. 22

7.6 Loading Manifolds and Hose Adapters .................................................................................... 23

SECTION 8 - BERTHING AND MOORING AT THE TERMINAL ................................................... 24

8.1 Vessel Arrival and Notice Of Readiness (NOR) ........................................................................ 24

8.2 Safe Access ................................................................................................................................ 24

8.3 Anchoring .................................................................................................................................. 24

8.4 Pilotage ...................................................................................................................................... 24

8.5 Berthing sequence .................................................................................................................... 25

8.6 Decision of berthing .................................................................................................................. 25

8.7 Decision of unberthing .............................................................................................................. 25

8.8 Berthing assistance ................................................................................................................... 25

8.9 Berthing / Un‐berthing in Foul Weather Conditions ............................................................... 25

SECTION 9 - LOADING OF CRUDE OIL ........................................................................................... 27

9.1 Connection of Floating Hose ..................................................................................................... 27

9.2 Disposal of Ballast ..................................................................................................................... 27

9.3 Control of crude oil transfer ..................................................................................................... 27

9.4 Suspension of crude oil transfer ............................................................................................... 28

9.5 Normal Departure ..................................................................................................................... 28

9.6 Early Departure Procedure (EDP) ............................................................................................. 28

SECTION 10 - TERMINAL CHARGES ............................................................................................... 30

APPENDIX A - ......................................................................................................................................... 32

CONDITIONS OF USE OF THE RANG DONG TERMINAL .......................................................................... 32

APPENDIX B - ......................................................................................................................................... 35

SAFETY CHECKLISTS AND NOTICES ........................................................................................................ 35

FIRE INSTRUCTIONS ............................................................................................................................... 40

APPENDIX C - ......................................................................................................................................... 41

MARINE EXCLUSION ZONE ..................................................................................................................... 41



IMPORTANT NOTICE

THE ATTENTION OF OWNERS, CHARTERERS AND MASTERS OF OFFTAKE TANKERS VISITING

THE TERMINAL IS DRAWN TO THE IMPORTANCE OF TAKING EVERY PRECAUTION TO ENSURE

THAT NO OIL OF ANY KIND IS DISCHARGED OR ALLOWED TO ESCAPE TO THE SEA.

IF THERE IS ANY SUCH DISCHARGE OR ESCAPE, ANY RESULTANT LOSS OR EXPENSE TO THE

COMPANIES WILL BE FOR THE ACCOUNT OF THE OWNERS AND/OR CHARTERERS OF THE

OFFTAKE TANKER.



These Rang Dong Terminal Regulations (the “Regulations”) apply to Offtake Tanker Owners of Offtake Tankers calling at Rang Dong Terminal (the “Terminal”) and are the conditions of use of the Terminal. The Terminal, located at the position Lat. 10o01’12.62” N and Long. 108o16’08.29” E in Block 15-2 offshore Vietnam, is operated by Japan Vietnam Petroleum Co., Ltd. (“JVPC”), a company incorporated in Japan (“Company”). The Company has contracted for the provision and charter of the Floating Storage and Offloading System (FSO) named “RANG DONG MV17” from RANG DONG MV 17 B.V. (“MODEC”); Company and MODEC, their subcontractors, agents and servants being herein referred to jointly as the “COMPANIES”.

Offtake Tanker Owners agree to comply strictly with the provisions of the Regulations and all the safety measures the Companies consider appropriate to take under any given circumstances.

At the time of the Terminal representatives boarding Offtake Tanker, the Offtake Tanker Master thereof shall sign THE CONDITIONS OF USE OF THE RANG DONG TERMINAL in the form of Appendix A hereto, evidencing in particular that they have knowledge of these Regulations and that they accept the terms hereof.

However, should this formality not occur for any reason whatsoever, the provisions of the Regulations shall in any case remain full applicable.

The information in the Regulations is believed to be accurate at the time of publication, but the COMPANIES make no warranties in respect of and assume no responsibility regarding its accuracy or that of any information, which may appear in supplemental publications, additions or corrections. This information does not supersede or replace any information, laws or regulations, official documents, charts or publications with respect to the waters and areas to which it pertains. The locations given are approximate and should not be taken as being sufficiently precise for navigational purposes. Reference should be made to the appropriate publications of the United Kingdom Hydrographic Office and official charts for the purposes of obtaining navigational and meteorological information.

In no case shall the COMPANIES be responsible for any direct or indirect damage whatsoever caused to personnel or equipment of any Offtake Tanker, and without the following list being limitative, when such damage is caused by the following:

- Defects or failures in the installation, equipment and craft belonging to or chartered to or operated by the COMPANIES, in particular loading equipment such as anchoring chains, buoys, flexible hoses, moorings, hawsers, craft for line handling and transfer of personnel, and tug/supply boat.

- Services rendered, notifications, information or instructions given by the COMPANIES.

- Lock-outs, strikes or any other circumstances interrupting or slowing down the activity of the COMPANIES.

Any Offtake Tanker waiting or manoeuvring at the Terminal shall be responsible for any direct or indirect damage it may cause to the COMPANIES or any third parties.

Any person with an interest in the operation of the Offtake Tanker, which is waiting or manoeuvring at or in the vicinity of the Terminal shall waive all rights of recourse against the COMPANIES for any damage the Offtake Tanker, its personnel or equipment may suffer owing to the COMPANIES and/or third parties. He shall also indemnify the COMPANIES from the effects of any proceedings to be taken against them as a result of any direct or indirect damage caused by the Offtake Tanker to third parties.

None of the provisions hereof shall be interpreted in a manner contrary to:

- International Regulations.

- Laws, decrees and regulations in force in the territory and waters of the Socialist Republic of Vietnam.



DEFINITIONS AND INTERPRETATION In this Terminal Regulations, the following words have the following meanings:

ABS Means American Bureau of Shipping. Cargo Inspector Means an independent inspector appointed by Company or a lifting party to

witness and verify the quantity and quality measurement and sampling activities. CCR Cargo Control Room DWT Deadweight Tonnes ETA Means the estimated date and time of arrival at the Terminal of the Offtake

Tanker in question. EDP Early Departure Procedure as set out in clause 9.6 of the Regulations. FSO Means the Floating Storage and Offloading System named Rang Dong MV17. FSO Manager Means the manager of FSO Rang Dong MV17. Government Means the government of Vietnam, including all relevant governmental

authorities, agencies and ministries. ICS Means the International Chamber of Shipping IMO Means the International Maritime Organisation International Means all kinds of international laws and regulations which are applicable Regulations to maritime transportation. ISGOTT Means the International Safety Guide for Oil Tankers and Terminals JVPC Japan Vietnam Petroleum Company Limited, the Operator of Block 15-2 within

which the Rang Dong Field and Terminal is located. JVPC OIM Means a JVPC Offshore Installation Manager who is stationed on CPC being

responsible for and supervises the offshore operation in Block 15-2 on behalf of JVPC.

JVPC Means the person appointed by JVPC to supervise offtake operations with Representative special responsibility for issuance of bill of lading(s), cargo documents and other offtake documentations. MARPOL Means the International Convention on Marine Pollution 1973 / 1978 MEZ Means Rang Dong Marine Exclusion Zone, the zone as declared by Vietnam

National Maritime Administrations, as shown in Appendix E Mooring Master Means the team leader of the Terminal offtake team with main responsibilities

for the safety of the Terminal offtake team personnel, the overall safe and environmentally kind execution of the offtake operation aboard Offtake Tanker.



Notice of Means a notice given by Offtake Tanker Master to COMPANIES prior to the Readiness commencement of loading operations when the Offtake Tanker arrived at five

nautical miles from the Terminal and is ready to load without delay in compliance with the Regulations.

OCIMF Means the Oil Companies International Marine Forum Offtake Tanker Means the oil tanker, which requires the Terminal’s services to be provided or

performed in connection with the lifting of crude oil from the Terminal by that oil tanker.

Offtake Tanker Means a master of Offtake Tanker which comes to the Terminal for the Master purpose of lifting crude oil. Offtake Tanker Means jointly and severally the Offtake Tanker, its owners, charterers (demise Owners or otherwise), owners of cargo and/or bunkers aboard the Offtake Tanker, and

their respective directors, officers, employees, servants (including Offtake Tanker Master and crew), agents and contractors, as applicable.

Offtake Support Means the vessel supplied by JVPC to assist in the mooring and offloading Vessel operations as a towing vessel that provides static tow to Offtake Tanker. Offtake Vessel Means the questionnaire issued by JVPC to and filled in by the Offtake Questionnaire Tanker Owners for the purpose of Offtake Tanker vetting for the Terminal. P&I Means Protection and Indemnity. P&I Club Insurance Means an insurance which is recognized with such name in the maritime

industry. Rang Dong Field or Means the oil field with such name located in Block 15-2 Offshore Vietnam Rang Dong Shall A mandatory instruction Should A recommended instruction SOLAS Means the International Convention for the Safety of Life at Sea 1974 and its

Protocol of 1978 SWL Means Safe Working Load, herein expressed in metric tones Terminal Means Rang Dong Terminal UTC Means Coordinated Universal Time

Vessel Means every description of water craft, including non-displacement craft, used or capable of being used as a means of transportation on water. In specific cases, a vessel coming to the Terminal to load crude oil is referred to as the Offtake Tanker.

Vietnamese Pilot Means the maritime pilot who conducts pilotage service in compliance with the

requirements of Vietnamese maritime laws Vung Tau Maritime Means the Maritime Administration of Vung Tau Administration



Vung Tau Pilot Means the pilot boarding area regulated by the Maritime Administration of Boarding Area Vung Tau WHP(s) Well Head Platform(s) means fixed production platform(s) located in Rang Dong

Field.



SECTION 1 - LOCATION AND DESCRIPTION OF TERMINAL

1.1 FSO “Rang Dong MV17”

1.1.1 Location:

The FSO “Rang Dong MV17” is located offshore Vietnam, at the position of Lat. 10o01’12.62” N and Long. 108o16’08.29” E.

Navigation charts and publications for the area are as follows:

- British Admiralty Chart numbers 3986, 1216 and 2660A;

- China Sea Pilot Volume 1.

1.1.2 Description

TYPE: Floating Storage and Offloading System

CLASSIFICATION: ABS

PORT OF REGISTRY: Panama

OFFICIAL NUMBER: 37128-TJ

CALL SIGN:. 3EQR9

DISPLACEMENT: 65,721 tonnes

DEADWEIGHT: 50,500 DWT

BUILD DATE: 2008

The Terminal consists of the tanker-shaped floating storage and offloading system, FSO “Rang Dong MV17”, moored by means of a single point mooring installed at the bow. The Terminal is designed to accept Offtake Tanker up to 150,000 DWT. The FSO “Rang Dong MV17” has export quality crude oil storage capacity of approx 56,160 m3 (at 98%, excluding slop tanks) and contains equipment necessary for dehydration, storage and transshipment of crude oil. The Terminal is loading crude oil continuously from the WHPs.

During the hours of darkness the FSO “Rang Dong MV17” will show lights with the distinctive characteristics of the Morse code letter “U”. In periods of poor visibility the fog signal will sound the Morse code for the letter “U”.

1.2 Well Head Platforms

WHP Legends Coordinates Operation Mode

CPC 9o59’54.21’’ N, 108o16’07.13” E Manned

C1 9o57’44.32” N, 108o15’26.81” E Un-manned

E1/E1A 9o58’56.81” N, 108o17’38.52” E Un-manned

S1 9o56’45.04” N, 108o13’42.23” E Un-manned

WHP-PD 10o04’13” N, 108o24’28” E Un-manned

1.3 Gas Pipelines

There are numerous in-field sub-sea pipelines for transferring well fluids, gas, crude oil between the WHPs and from WHPs to FSO Rang Dong MV17.

A 16” sub-sea gas pipeline connects the CPC with Bach Ho Field, which is a neighbour oil field situated approx. 30 nautical miles southwest of FSO “Rang Dong MV17”.

Refer to the Appendix C “Rang Dong Marine Exclusion Zone” for more details about sub-sea pipelines.



1.4 Rang Dong Crude Oil

Approximate characteristics of the Rang Dong crude oil are as follows:

- Density @15oC 0.8237 g/ml

- API Gravity @60oF 40.20o API

- Viscosity 3.57 cSt @50oC

- Pour Point +27oC

- Reid Vapour Pressure 8.33 psi

- Temperature Range of the crude oil 35 - 41oC

Rang Dong crude oil shall be heated and maintained within the temperature range during transportation.

1.5 Time

The time zone at the Terminal is UTC plus 7 hours.



SECTION 2 - TIDES, CURRENTS, WIND AND WEATHER AND SEAS

2.1 Currents

The surface currents of the South China Sea are influenced mainly by the monsoon winds which control the flow of water into or from the Sulu Sea, Java Sea and through Taiwan Straight. The main current flows on the West side of the region and sets Southwest during the Northeast monsoon (November to March) and Northeast on the Southwest monsoon (May to August). During the regime of either monsoon the appropriate current has a high constancy but some variations, and even occasionally reversals may occur with irregularities in the monsoon.

The main current trends with the monsoonal wind direction, at up to 3 knots on the surface.

2.2 Winds

The direction of prevailing winds is determined by monsoonal activity. Between May and September, the south-west monsoon period, south-westerly winds are predominant. Wind direction is variable in October and then during the north-east monsoon from October to January, the winds are from the north to east.

The winter months are subject to prevalent strong winds commencing in October. This period is also subject to monsoonal surges which may be associated with winds up to 50 knots. This is likely to affect mooring and offtake operations.

In February and March the dominant wind direction is south-east and in April, winds are again variable with the transition from the winter to summer monsoons. Typhoons, which can create wind speeds over 100 knots, are likely to be encountered in the latter months of the year.

2.3 Waves

Sea and swell conditions are directly related to the monsoons and since the Northeast monsoon (November to March) winds are stronger than those of the Southwest monsoon (July to August), the maximum sea and swell conditions therefore occur during the winter months.

During the height of the Northeast monsoon (December/February), seas are predominantly moderate with the occasional rough sea. In February 50% of the sea and swell conditions can be expected to be consistently moderate to rough and calm seas are the exceptions throughout the area.

During the change between the monsoon seasons in April/May and again in October, there is a marked improvement in the sea and swell conditions where an expectancy of 80% for smooth to slight seas can be experienced.

2.4 Climate

The region, influenced by the north-east and south-west monsoonal systems, is subject to seasonal wind shifts. The south-west or summer monsoon period, which extends from May to October, is characterized by prevailing south-westerly winds and high rainfalls (greater than 200mm/month). The north-east or winter monsoon, from November to February, is a period of predominantly north-east winds and lower rain fall (less than 70mm/month). During the change from the winter monsoon to the summer monsoon (February to April), winds are variable and rainfall is low (less than 30mm/month).

The minimum air temperature is 21oC and maximum 35oC.

2.5 Sea Water Temperature and Salinity

The average seawater temperature is about 26o Centigrade, the minima being experienced during February and maxima during August.

The salinity of the China Sea is extremely variable and is in direct contrast to the near uniform



sea surface temperatures experienced. In general, water masses of low salinity form at the surface and high salinity water of oceanic origin is found at depth. Between these two masses, a large area of mixed water is formed. These different water masses are transported by the monsoonal currents to and fro such that many regions are alternately filled with waters of different origin resulting in large seasonal variations of salinity.

The sources of low salinity are the mouths of the big rivers; the Mekong in Vietnam is a typical example where the discharge of the river has a greater influence on the salinity than the actual rainfall.

The bottom is gently undulating from 60 metres, generally sandy.



SECTION 3 - SUMMARY OF THE MOST ESSENTIAL REQUIREMENTS TO BE MET BY OFFTAKE TANKERS LIFTING OIL AT RANG DONG TERMINAL

3.1 Offtake Tanker Size:

The Terminal only accepts Offtake Tanker between 20,000 and 150,000 DWT class. The Offtake Tanker shall be required to moor in tandem at the FSO “Rang Dong MV17” with the bow of Offtake Tanker being made fast to the stern of FSO “Rang Dong MV17”.

3.2 Compliance with Vietnamese laws

The Terminal has been classified by the Government as an offshore crude oil export terminal residing within the Rang Dong Marine Exclusion Zone, over which Vung Tau Maritime Administration has jurisdiction. Offtake Tankers visiting the Terminal shall comply with the provisions of the Vietnamese maritime laws, as they apply to the Terminal in this context, and other applicable Vietnamese laws and regulations. Where there is no specific regulation in Vietnamese law, Offtake Tanker shall follow good international practices.

Offtake Tanker shall enter the MEZ only at the request or permission of the Terminal.

Offtake Tanker Owners shall comply with all directions by the Government having jurisdiction over the Terminal, the Regulations or any controversies arising from acts done upon or relating to the sea or continental shelf. Procedures specified by the Government whether relating to health, customs and immigration or otherwise shall be strictly adhered to.

3.3 Compliance with the international laws, codes

Offtake Tanker shall comply with latest SOLAS and MARPOL conventions and protocols, and other relevant conventions of the IMO. They shall be in possession of valid certificates as required by above conventions, including a Safety Management Certificate and Document of Compliance as specified in the International Safety Management (ISM) Code.

Operations at the Terminal are to be conducted by Offtake Tanker calling at the Terminal in accordance with the recommendations of the current issue of the “International Safety Guide for Oil Tankers and Terminals” (ISGOTT).

3.4 Compliance with the provisions of this Terminal Regulations

Offtake Tanker Owners agree to comply strictly with the provisions of the Regulations and all the safety measures the COMPANIES consider appropriate to take under any given circumstances.

At the time of Terminal Offtake Team boarding the Offtake Tanker and before the Notice of Readiness is accepted by the JVPC Representative, the Offtake Tanker Master thereof shall sign THE CONDITIONS OF USE OF THE RANG DONG TERMINAL in the form of Appendix A hereto, evidencing in particular that he has knowledge of these Regulations and that he accepts the terms hereof.

However, should this formality not occur for any reason whatsoever, the provisions of the Regulations shall in any case remain fully applicable.

3.5 Offtake Tanker Vetting

Before being accepted to lift crude oil from the Terminal, Offtake Tankers shall pass JVPC ship vetting procedure which includes technical review of the completed Offtake Vessel Questionnaire and submitted Forecastle Deck plan(s). The vessel’s forecastle deck plan(s) shall conform in terms of details and clarity to OCIMF “Mooring Equipment Guidelines” example diagrams. The Offtake Vessel Questionnaire and the forecastle deck plan(s) shall be completed and duly signed by the Offtake Tanker Owners.

After having boarded the Offtake Tanker, JVPC Representative and Mooring Master shall



conduct a final inspection to confirm the vessel’s acceptability. This final acceptance is a condition, which shall be satisfied before the Offtake Tanker may approach, berth and lift crude oil from the Terminal.

If the particulars given in the Offtake Vessel Questionnaire change in any respect or otherwise become inaccurate, the Offtake Tanker Owners shall promptly notify the Terminal in writing. Without prejudice to any other consequence of such inaccuracy or change, failure to so notify may cause delay or rejection at the Terminal, and all and any cost incurred shall be to the account of Offtake Tanker Owners.

Notwithstanding the other parts of this clause 3.5, COMPANIES reserves the right to refuse to accept any Offtake Tanker with deficiencies that in their opinion constitute a safety or pollution risk or any other findings that would jeopardize the safety and efficiency of the offtake operation. COMPANIES shall not liable for any damages, direct, indirect or consequential due to the refusal to accept for berthing the nominated Offtake Tanker due to non-compliance with the Regulations.

3.6 Tandem Mooring

Offtake Tanker shall be fitted with the appropriate equipment in accordance with the latest OCIMF “Recommendations for Equipment Employed in the Mooring of Ships at Single Point Moorings” and “Mooring Equipment Guidelines”. The equipment shall include a 200 MT SWL chain stopper designed for use with 76-mm chafe chain regardless of OCIMF category.

3.7 Offtake Tanker’s Equipment

Offtake Tankers shall be equipped with equipment and systems as described in detail in the Section 7 “Offtake Tanker’s Equipment”.

3.8 Oil Pollution Insurance

Offtake Tanker Owners (including Bare Boat Charterer) shall have in place maximum P&I Club Insurance for oil pollution liability (at least US$ 1 billion).

Offtake Tanker Owners shall at all times remain responsible for any liability for pollution or contamination or the direct or indirect consequences of same (including, without limitation, death, injury or illness or any person, loss or damage to property, statutory and civil liability for penalties and/or damages, liability to all person having a claim against the Terminal, COMPANIES and/or the Offtake Tanker Owners) where such pollution or contamination occurs as a result of the escape, for whatever reason, of crude oil or any other pollutant from the Offtake Tanker.

Offtake Tanker Owners shall at all times indemnify and hold COMPANIES harmless against all actions, suits, proceedings, claims, demands, damages, liabilities, losses, costs or expenses of whatsoever nature arising in connection with any pollution or contamination occurring as a result of the escape of crude oil or other pollutants from the Offtake Tanker.

3.9 Ballast System Configuration

Offtake Tanker shall be fitted with segregated ballast tanks (SBT) meeting the requirements of the MARPOL 73/78 Convention. The Terminal has no facility for the disposal of Offtake Tanker’s dirty ballast.

3.10 Helicopter Operations

Offtake Tanker shall comply in all relevant respects with ICS “Guide to Helicopter/Ship Operations” requirements relating to any helicopter operations advised as a contingency. The standard of helicopter operations contingency is public transport helicopter winching. JVPC shall state helicopter model and type of activity planned when advising of the need for helicopter operations.

3.11 Vessel History



Offtake Tanker with a history of major safety and environmental incidents such as fire on board, spill of crude oil cargo, non-conforming effluent disposal, serious injury/loss of life, stranding or reported violations of maritime law shall be reviewed with particular care before acceptance by JVPC. The management organisations of such vessels if nominating any other vessel to JVPC shall be subject to similar careful review prior to acceptance of the vessel.

3.12 Offtake Tanker Master, Officers and Crew

The Master of Offtake Tanker shall in all circumstances remain solely responsible for the safety and safe navigation of his vessel and its crew complement and for compliance with all applicable laws, rules and regulations.

Senior personnel of the Offtake Tanker who will be required to liaise with the Terminal personnel during any part of the lifting operation shall be fluent in spoken and written English.

The crew of the Offtake Tanker is required to perform all operations of mooring, connecting and disconnecting hoses, and unmooring.

3.13 Arrival Conditions

Offtake Tanker must arrive with not less than 30% of DWT on board, which can be made up of either ballast or cargo or a combination of both and be able to maintain this condition during the loading period.

Offtake Tanker must arrive with a trim by the stern not in excess of 0.015L (where L being the overall length of the Offtake Tanker) with the propeller(s) fully submerged.

3.14 Berthing

Berthing and unberthing shall be at the discretion of the FSO Manager. The presence of the Mooring Master and the Vietnamese Pilot (the Pilot) is compulsory.

3.15 Personnel Transfer in Bad Weather

During monsoonal seasons, weather conditions prevailing can prevent the transfer of personnel to or from the Offtake Tanker in the vicinity of the Terminal for a considerable time. In these circumstances the Offtake Tanker may be required to embark or disembark Terminal personnel at the Vung Tau Pilot Boarding Area.

3.16 Drugs and Alcohol Policy

No alcohol or non-prescription performance affecting drugs may be consumed under any circumstances by any Terminal or Offtake Tanker personnel whilst at or in the vicinity of the Terminal. The Mooring Master may cease oil transfer operations and disconnect the Offtake Tanker for failure to comply with this requirement. All and any costs incurred by such failure shall be to the Offtake Tanker Owners’ account.

No person under the influence of alcohol or drugs shall be permitted on duty. The opinion of the Mooring Master on the fitness of any individual shall be final unless an independent medical physician present at the time decides otherwise.

3.17 Cargo Heating

Due to the high pour point of Rang Dong crude oil, Offtake Tanker shall be equipped with a cargo heating system capable of maintaining the Rang Dong crude temperature at approx 40oC, or at a temperature stipulated in the charter party.

3.18 Provision of accommodations

Offtake Tanker shall provide accommodation, where available, and meals for all members of Terminal offtake team who stay onboard the Offtake Tanker to undertake offloading operations



and which includes but not limited to the following:

- 01 x Mooring Master

- 01 x JVPC Representative

- 01 x Vietnamese Pilot

- 01 x Ship’s agent

- 01 x Cargo Inspector

- 01 x Bow man (Mooring Master’s assistant)

- This list is subject to change as the circumstances require.

3.19 Removal of wrecks

Should any vessel sink or become an obstruction in any part of the Terminal, oil field or approaches thereto, or the area of the submarine pipelines, the COMPANIES shall be empowered and shall have the right to take any step it may deem necessary to remove the obstruction without notice to Offtake Tanker Owners. All expenses of such removal shall be borne by Offtake Tanker Owners and the COMPANIES shall be entitled to reimbursement by them for any such expenses incurred by the COMPANIES.



SECTION 4 - TERMINAL FACILITIES AND SERVICES

4.1 Terminal Facilities

4.1.1 Offtake Tanker using the Terminal will be moored in tandem, Offtake Tanker’s bow to the FSO “Rang Dong MV17” stern, by means of a mooring hawser approximately 50 metres in length at the end of which is a 7.5-metre length of 76-mm diameter chafe chain. The chain will be made fast to the Offtake Tanker by means of the Offtake Tanker’s bow chain stopper.

4.1.2 During the period when Offtake Tanker is moored at the Terminal, an Offtake Support Vessel, provided by the Terminal, will remain secured to the stern of the Offtake Tanker for a static tow. The Offtake Support Vessel will be directed by the Mooring Master. Should the Offtake Tanker Master disagree with the Mooring Master’s directions, he shall provide his reasons for the disagreement promptly and in writing to the FSO Manager.

4.1.3 The Terminal is equipped with a single 10” floating hose string. The floating hose is fitted with 10” ANSI 150lb flat face flange with camlock couplings. Offtake Tanker shall have adapters and fitting to enable the hose to be connected to the Offtake Tanker’s manifold.

4.2 Terminal general services

4.2.1 The COMPANIES do not perform general agency functions. Offtake Tanker Owners shall arrange for their own agents.

4.2.2 There are no bunkers, no fresh water, no stores, no small boat hire, no shore leave, no shore cervices, no medical assistance (except in cases of emergency) available at the Terminal. Information on port services in the area should be obtained from the Offtake Tanker’s agents.

4.2.3 Should it be necessary to supply divers, boats, materials, equipment or labour, to carry out repair work to enable the Offtake Tanker to continue loading, any costs involved will be charged to the Offtake Tanker’s account at rates to be established at that time. These services will only be provided in emergencies.

4.2.4 Crew members cannot leave the Offtake Tanker at the Terminal except in cases of extreme urgency. A valid passport is required. No crew changes will be permitted during the period an Offtake Tanker is in the Terminal area.

4.2.5 There is no garbage disposal facility at the Terminal and it is expressly forbidden to dump garbage.

4.2.6 The nearest international airport is in Ho Chi Minh City.

4.3 Port Control formalities

4.3.1 The Government defines the Terminal as an offshore crude oil export terminal. The Terminal and its Marine Exclusion Zone are put under the jurisdiction of the Maritime Administration of Vung Tau (or sometimes called Vung Tau Port Authority). Any Offtake Tanker entering or leaving the MEZ and Terminal shall comply in all respects with the port control, customs, immigration, quarantine and pilotage requirements.

4.3.2 The Offtake Tanker Master via his local agent shall have the Offtake Tanker cleared all arrival and/or departure formalities required by the Government for foreign vessels entering / leaving ports and navigational waters of Vietnam.



SECTION 5 - COMMUNICATIONS

5.1 Telex or telefax

It is most important that arriving Offtake Tanker advise their ETA 72 hours, 48 hours, 24 hours, 12 hours, and 4 hours in advance of arrival, described in UTC or in local time.

- Terminal name : FSO “Rang Dong MV17”

- Call sign : 3EQR9

- IMO number : 9406568

- Terminal VHF channels : Marine channel 16, 68

- Terminal Inmarsat phone no : 764854111

- Terminal Inmartsat fax no : 764854112

- Terminal telex no : Sat C Nr: 351461000

- Helideck NDB beacon : Freq 239 kHz, Callsign JBUZ

- Terminal Inmarsat ocean area : IOR or POR

5.2 The Terminal maintains a listening watch on VHF Marine channels 16 and 68 for 24 hours a day.

5.3 On receipt of the first message from the Offtake Tanker, the Terminal will respond to the Offtake Tanker giving the preliminary Terminal requirements. Offtake Tanker Master shall comply with these requirements in all details in order to facilitate Offtake Tanker turnaround and Government formalities.

5.4 Once an Offtake Tanker is within 4 hours of the Terminal, communications shall be available with FSO “Rang Dong MV17” on the marine VHF channel 68. When contact has been established on this channel, further communication will be conducted on a working channel advised by the Terminal.

5.5 Offtake Tanker Master is informed that insufficient or inaccurate ETA messages can cause delays since formalities officials are not based at the Terminal but arrive from elsewhere. Acceptance of “Notice of Readiness” may be affected by such insufficiency or inaccuracy of information.



SECTION 6 - SAFETY PRECAUTIONS

6.1 General Precautions

6.1.1 Offtake Tanker personnel are responsible for the safety of the Offtake Tanker and themselves and must take all necessary precautions whether or not so advised by the Mooring Master or other Terminal personnel. The Mooring Master may refuse to accept for loading, or may suspend or delay the loading, or may unberth the Offtake Tanker when the Offtake Tanker does not comply with the Regulations and/or safety precautions imposed by the Mooring Master. All and any costs incurred by the Offtake Tanker by such rejection or termination shall be for the Offtake Tanker Owner’s account. In addition the time required to bring the Offtake Tanker into compliance shall not count as used laytime.

6.1.2 Lifebuoys shall be available throughout the Offtake Tanker and in particular in the loading manifold area and at all points of entry and exit at the Offtake Tanker’s sides.

6.1.3 Offtake Tanker personnel are to be adequately instructed by the Offtake Tanker Master to avoid breathing any escaped gas. The Offtake Tanker shall be equipped with fresh air masks, gas masks and resuscitators which shall be kept in a conspicuous and readily accessible position ready for immediate use.

6.1.4 All accommodation doors, port holes and ventilators shall be closed during loading operations and doors and openings to machinery spaces in vicinity of Offtake Tanker tanks shall be closed.

6.1.5 The Offtake Tanker shall show in day and night appropriate signs, lights and shapes required by Government and International Regulations.

6.1.6 No swimming in the sea is permitted.

6.1.7 No fishing is permitted.

6.2 Fire Precautions

6.2.1 Fire fighting equipment shall be kept at instant readiness throughout the Offtake Tanker with additional equipment available at the loading manifold whilst the Offtake Tanker is moored. Fire water shall be available on deck service at all times, and fire hoses connected and flaked out at all fire stations ready for immediate use.

6.2.2 The Terminal has only fire-fighting equipment sufficient for its own purposes. Only limited aid may be given to Offtake Tanker in the event of fire utilising the field standby vessel if available.

6.2.3 Foam monitors forward and aft of mid-ship manifolds shall be directed toward the port manifold.

6.2.4 When the Offtake Tanker is moored or in the vicinity of the Terminal, boiler tubes shall not be blown. Every precaution must be taken that no sparks escape from the funnel and every other source of hot exhaust.

6.2.5 No electrical appliances of any kind may be used on deck unless certified for use in hazardous petroleum areas and subject to the approval of the Mooring Master.

6.2.6 Smoking shall not be permitted on deck whilst the Offtake Tanker is moored and shall only be permitted in places approved jointly by the Offtake Tanker Master and the Mooring Master. There may be occasions when smoking will be entirely prohibited. Cigarette butts etc. shall not be thrown overboard or through portholes at any time.

6.3 Watch Keeping and Lookout

6.3.1 A responsible English speaking ship’s officer with authority to manoeuvre the main engines is required to be on deck and in the control room at all times.

6.3.2 The bridge and/or CCR areas shall be kept unlocked and so arranged to allow immediate entry



at all times by the Mooring Master.

6.3.3 The Offtake Tanker shall be adequately and properly manned at all times. Not less than one deck officer in the CCR and three seamen shall be on duty equipped with hand-held radios, sober, alert and available at all times. One of the seamen shall be kept always on lookout duty on the bow to observe and report on the relative distance and aspect and to avoid contact between the Offtake Tanker and the Terminal. The loading manifold shall further be continuously manned by a competent seaman to tend the floating hose so as to avoid chafing, kinks or rubbing, which could cause the hose damage and to report any manifold leakage whatsoever.

6.4 Precautions during Berthing and Mooring

6.4.1 When an Offtake Tanker is moored at the Terminal or in the vicinity thereof, its engines must remain on standby with full power always available for immediate use. Deck machinery shall be kept at immediate readiness. No repairs of any sort affecting the availability of Offtake Tanker’s machinery or engines are permitted. Other repairs (including all painting) which present any hazard to the loading operation are strictly prohibited. The Offtake Tanker whistle shall be kept at instant readiness at all times.

6.4.2 Anchors of the Offtake Tanker shall be positively secured at all times against accidental movement from the time of berthing commencement.

6.4.3 When manoeuvring in MEZ, the Offtake Tanker shall comply with all aspects of the International Regulations for prevention of collision at sea.

6.5 Precautions during crude oil loading

6.5.1 The Offtake Tanker’s officers shall be responsible for the ballasting operation and the safe loading of the crude oil. They shall maintain radio communication with the Mooring Master and the CCR on the FSO “Rang Dong MV17” throughout the loading operations.

6.5.2 Under no circumstances are the Offtake Tanker’s valves to be closed against the loading flow of crude oil.

6.5.3 The cargo tanks of the Offtake Tanker shall be fully inerted at all times and the inert gas system shall be operable while the Offtake Tanker is at the Terminal.

6.5.4 After completing the discharge of ballast from the dedicated clean ballast tanks, the Mooring Master and the Cargo Inspector shall witness closing and sealing of pump room sea suctions.

6.5.5 The Mooring Master is authorized to shutdown loading operations during electrical storms, if another unauthorized craft of any description comes alongside the Offtake Tanker, whilst helicopter operations to or from the Terminal or the Offtake Tanker are in progress, and under any other circumstances which in the opinion of the Mooring Master may imperil or endanger the loading operations. The COMPANIES shall not be liable for any demurrage loss, claims, or demands resulting from such shutdown.

6.5.6 If an emergency stop of loading is required and communications between the Offtake Tanker and Terminal fail, the Offtake Tanker whistle shall be continuously sounded. THIS SIGNAL STOPS ALL LOADING.

6.6 Pollution Control

6.6.1 The Offtake Tanker shall comply fully with all relevant provisions of the MARPOL and with all applicable Vietnamese environmental laws. Any infringement of the International Regulations or Vietnamese laws regarding pollution of sea by oil may be dealt with most severely. Pollution of the sea by oil, dirty ballast water, bilge discharge or any other means may result in heavy fines being imposed, and, in severe cases, may result in imprisonment of the Offtake Tanker Master and the arrest of the vessel concerned.

6.6.2 Offtake Tanker must arrive with clean ballast only. It is the Offtake Tanker Master responsibility



to see that no oil of any kind is pumped, spilled or leaked overboard from the Offtake Tanker. This includes oily water from bilges, decks, crude residues from previous voyages or any other matter that may result in pollution of the sea. Any fines imposed on or third party claims against the COMPANIES or any of them shall be for the Offtake Tanker Owners account.

6.6.3 All scuppers shall be plugged before and throughout the crude oil transfer. Refusal to plug scuppers shall result in the Offtake Tanker being rejected. Drain trays and all materials necessary to clean up any oil spillage on deck shall be available for immediate use.

6.6.4 Any oil leakage or spillage shall be immediately reported to the Mooring Master. Loading operation shall be suspended until the cause of the spill is established and remedied and cleaning completed to the satisfaction of the Mooring Master and Government. Without derogating from the Regulations provisions, liability for any pollution caused by oil, which has passed the first flange of the loading manifold of the Offtake Tanker shall be for the account of, and recoverable from, the Offtake Tanker Owners.

6.7 Emergency Responses

The Companies have in place an emergency response plan, which is coordinated with JVPC‘s office in Vung Tau. Through this plan, shore based emergency support can be initiated and controlled. Nonetheless, the Offtake Tanker Master remains ultimately responsible for the Offtake Tanker, its crew and passengers at all times.

If an emergency situation arises on the Terminal, the Mooring Master shall inform the Offtake Tanker Master of the situation and advise of actions the Offtake Tanker Master should take. If any emergency situation arises on the Offtake Tanker, the Offtake Tanker Master shall immediately inform the Mooring Master or his delegate of the situation and the actions being taken, who shall advise the Terminal.

Where feasible the Mooring Master shall coordinate these and ensuing emergency response procedures with the masters of the various vessels concerned, who retain legal ultimate responsibility for the safety of their vessels, crew and other persons onboard. Each such vessel shall follow the emergency response procedures already in place for that vessel but retaining coordination so as not to prejudice the safety of any other vessel, if applicable.



SECTION 7 - OFFTAKE TANKER EQUIPMENT

7.1 Forecastle Deck Mooring Arrangement

7.1.1 Offtake Tanker shall be fitted with appropriate equipment in accordance with the “Recommendations for Equipment Employed in the Mooring of Ships at Single Points Moorings” and “Mooring Equipment Guidelines” of OCIMF. The equipment shall include a 200 tonne SWL chain stopper designed for use with 76-mm chafe chain regardless of the ship tonnage categories.

7.1.2 Offtake Tanker’s bow windlasses or winches to be used for mooring shall be capable of picking up the mooring hawser and its chafe chain.

7.1.3 Only winch drums shall be used for hauling the mooring pick-up lines. Under no circumstances shall the warping drum ends be used to heave in the pick-up lines.

7.2 Offtake Tanker’s Manning

The Mooring Master may reject an Offtake Tanker if it is not, upon inspection, properly equipped or if it is not suitably manned or if he deems it to have dirty ballast or tanks unsuitable for receiving the cargo. The Offtake Tanker is suitably manned only if it has a full complement of Officers and Crew in a sober condition, competent and willing to carry out their duties and orders, and sufficient English is spoken so that the Mooring Master can understand and be understood. The COMPANIES shall in no circumstances be liable for any loss, damage or delay arising or resulting from any decision, justified or not, by the Mooring Master to reject the Offtake Tanker pursuant hereto.

7.3 Propulsion System

7.3.1 Offtake Tanker must be equipped with good working propulsion unit(s) as passed by an appropriate classification society. Inoperative Offtake Tanker or partially inoperative Offtake Tankers will be rejected. Should the Offtake Tanker become inoperative whilst moored at the Terminal, it may be removed from the Terminal area by the COMPANIES at the expense of the Offtake Tanker Owners.

7.3.2 Additionally, Offtake Tanker must have both anchors and ground tackle in good working condition and in such sizes and amounts as to meet either Lloyds, ABS or Bureau Veritas standards although it may be in fact classified by other societies. When underway and whilst moored at the Terminal the Offtake Tanker anchors must be properly secured against accidental dropping.

7.4 Lifting Equipment

Offtake Tanker must be adequately equipped with a 10 tonne SWL crane or derrick boom, blocks, tackles, wire runners and sundry equipment on both sides to efficiently hoist the floating hose to the loading position. Equipment and tools shall include wrenches, drift pins, nuts and bolts, wire and fibre strops, drip pans, gaskets, hammers, shackles etc. To assist in Offtake Tanker turnaround, it should have all necessary derricks or cranes and cargo gear rigged and ready before being boarded by the Mooring Master.

7.5 Towing Lines

7.5.1 Normally the Offtake Support Vessel of the Terminal will provide a tow wire, but the Offtake Tanker must provide and make ready for use two mooring lines in good condition suitable for towing on her poop deck.

7.5.2 A fire wire maintained in good condition shall be rigged on the port shoulder of the Offtake Tanker in compliance with ISGOTT relevant recommendations.



7.6 Loading Manifolds and Hose Adapters

7.6.1 Offtake Tankers shall comply fully with the latest “Recommendations for Oil Tanker Manifolds and Associated Equipment” of OCIMF.

7.6.2 Offtake Tankers equipped with larger or smaller than 10” hose connections at the loading manifold should arrive with such hose connections suitably adapted for a 10” hose.



SECTION 8 - BERTHING AND MOORING AT THE TERMINAL

8.1 Vessel Arrival and Notice Of Readiness (NOR)

8.1.1 Terminal is normally open 24 hours a day, 7 days a week, weather conditions permitting. The FSO Manager shall be the final authority as to when the Terminal is open or closed.

8.1.2 The Terminal will make every effort to moor the Offtake Tanker upon its arrival in daylight, weather permitting. Nighttime berthing shall only be permitted at the discretion of the FSO Manager.

8.1.3 Notice of Readiness shall not be tendered at the time of arrival unless the Offtake Tanker is in all respects ready to load, including compliance with all terms of the Regulations. Notice of Readiness shall be tendered in English.

8.1.4 Notice of Readiness shall only be accepted when the Offtake Tanker is securely moored to the Terminal, and after signing of THE CONDITIONS OF USE OF THE RANG DONG TERMINAL in the form of the Appendix A of the Regulations.

8.2 Safe Access

The embarkation and disembarkation of the Terminal personnel shall be carried out in a safe manner. The Offtake Tanker Master shall provide safe access to and from this vessel at all times, and in accordance with SOLAS Chapter 5 Regulation 17. Failure to comply may result in delay in berthing or sailing and all and any costs incurred shall be to the Offtake Tanker Owners’ account.

8.3 Anchoring

As sub-sea flow lines and gas pipelines exist within the MEZ, anchoring within the MEZ shall only be permitted with the prior consent of FSO Manager and JVPC OIM. Anchoring outside the MEZ is at the discretion of Offtake Tanker Master, however the Offtake Tanker should remain within VHF communication range, taking into account positions of the gas pipeline between Rang Dong and Bach Ho oil fields.

8.4 Pilotage

8.4.1 Pilotage is mandatory. The Mooring Master and Vietnamese Pilot shall board the Offtake Tanker when it reaches at a position appointed by the Mooring Master inside the MEZ (or if at Vung Tau Pilot Boarding Area, at a location selected by Vung Tau Maritime Administration).

8.4.2 The presence of the Vietnamese Pilot on board Offtake Tanker is compulsory as required by Government’s legislation. His legal duty is to guide the Offtake Tanker Master in respect of navigating the Offtake Tanker to and from and within the MEZ and other Vietnamese Navigational Waters as specified by Vung Tau Maritime Administration.

8.4.3 The Mooring Master shall advise the Offtake Tanker Master in piloting the vessel to the berth, mooring and un-mooring the Offtake Tanker to and from FSO “Rang Dong MV17”, handling Offtake Support Vessel for static tow. The Mooring Master shall supervise the connecting and disconnecting of the mooring hawser and the floating hose and other operations within the Terminal areas.

8.4.4 The services of Vietnamese Pilot are provided upon the express understanding and condition that when the Vietnamese Pilot goes on board the Offtake Tanker for the purpose of assisting such Offtake Tanker, he becomes for such purposes the servant of the Offtake Tanker Owners, and the COMPANIES shall not be liable for any loss, damage or injury resulting from any advice or assistance or actions by the Vietnamese Pilot.

8.4.5 Notwithstanding the assistance of Vietnamese Pilot and Mooring Master, the Offtake Tanker Master shall remain in command during approaching, berthing and unberthing of his vessel. He



shall remain solely responsible on behalf of the Offtake Tanker Owners for the safety and proper manoeuvring of the Offtake Tanker. The Offtake Tanker Master or one of his designated qualified deck officers specifically appointed by him must be on the navigation bridge at all times while the Offtake Tanker is being manoeuvred.

8.5 Berthing sequence

8.5.1 Offtake Tanker will normally be accepted and berthed in chronological order of arrival provided such Offtake Tanker have current nomination for cargo valid at the time of tender of Notice of Readiness, 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, manned and ready to moor. Should berthing be delayed on account of bad weather, Offtake Tanker will keep their position in line.

8.5.2 Offtake Tanker required to leave the Terminal area on account of bad weather should keep in contact with the Terminal, in order that they may be available when the weather is fit for resumption of operations. COMPANY reserves the right to load offtake tankers out of turn following the return of good weather. Further, the COMPANY reserves the right to decline to moor a specific offtake tanker if its condition or equipment is unsafe for mooring or loading even though the Terminal may be open to other offtake tankers.

8.6 Decision of berthing

The decision of the FSO Manager on berthing shall be final.

8.7 Decision of unberthing

The Mooring Master may require the Offtake Tanker to unmoor at any time he deems it necessary for the safety of the Offtake Tanker or the Terminal or both, or for infringement of the Regulations.

8.8 Berthing assistance

8.8.1 Offtake Tanker to be tandem moored shall be taken under static tow by the Offtake Support Vessel for the whole lifting operation, from prior to mooring until after the Offtake Tanker is released from the Terminal.

8.8.2 Before berthing, at approx. one nautical mile from the stern of FSO “Rang Dong MV17” or any distance provided by the Mooring Master, the Offtake Support Vessel shall be made fast at the stern of the Offtake Tanker.

8.8.3 On approaching the berth, at a distance of approx. 200 metres from the stern of the FSO “Rang Dong MV17”, messenger line of the mooring hawser will be passed from the Terminal to forecastle deck of the Offtake Tanker by means of a pneumatic line throwing apparatus or by other methods. The Mooring Master will then instruct the crew to heave in the ropes successively until the mooring hawser chafe chain is drawn through the panama fairlead and secured to the chain stopper.

8.8.4 Once the Offtake Tanker is connected to the Terminal, the Offtake Tanker’s main engines must remain available for instant use at all times. A qualified Officer of the Offtake Tanker with authority to manoeuvre the main engines shall be readily available for the period that the Offtake Tanker is moored to the Terminal. Reliable radio communications shall be established and maintained at all times with the Mooring Master. All communication shall be in English and the ship officer must be fluent in the language. A competent member of the Offtake Tanker crew shall maintain a lookout on the forecastle at all times to ensure the safe separation of the Offtake Tanker from the Terminal.

8.9 Berthing / Un-berthing in Foul Weather Conditions

8.9.1 Foul weather conditions are when the weather conditions are not safe for personnel transfer by the Offtake Support Vessel at the Terminal vicinity, but still within the parameters of normal



tanker loading operations. Terminal is normally considered closed for in-field personnel transfer when weather conditions are in excess of the following criteria:

Wind speed > 25 knots

Significant wave height (Hs) > 2.5 metres

Such conditions may prevent the transfer of personnel in the vicinity of the Terminal in which case the Offtake Tanker may be instructed to proceed to Vung Tau for embarking /disembarking Terminal’s personnel.

Berthing however may take place in excess of these conditions subject to JVPC Representative, Mooring Master, master of Offtake Support Vessel and Offtake Tanker Master are confident that the berthing operation can proceed safely.

8.9.2 In foul weather conditions, Terminal’s personnel and equipment may also be transferred to or from the Offtake Tanker by helicopter using public transport winching.

8.9.3 Via recognized forecasting services and local observation, the Terminal continually monitors weather conditions. In the event of deteriorating weather conditions or the approach of a typhoon, berthing may be delayed, or if the Offtake Tanker is already moored, shutdown operations shall be implemented in a timely manner and the Offtake Tanker un-moored.

Mooring Master in consultation with the FSO Manager shall make the decision to suspend the loading operation in deteriorating weather conditions and will be guided by the following criteria:

(a) three occurrences of a peak tandem mooring hawser tension greater than 100 tonnes force within one hour; or

(b) a single occurrence of a peak tandem mooring hawser tension greater than 150 tonnes force.



SECTION 9 - LOADING OF CRUDE OIL

9.1 Connection of Floating Hose

9.1.1 After the Offtake Tanker is securely moored the cargo floating hose will be hoisted aboard, normally on the starboard side, using the Offtake Tanker’s manifold crane or derrick.

9.1.2 The lifting, connecting and disconnecting of the cargo floating hose as well as other labours and duties on shipboard shall be performed by the Offtake Tanker’s crew, under the guidance and supervision of the Mooring Master or his delegate.

9.1.3 Either Offtake Tanker Master or his designated deck officer shall be present and must direct his crew in all handling. The Offtake Tanker may be rejected for unsatisfactory hose handling.

9.2 Disposal of Ballast

9.2.1 The Offtake Tanker’s deballasting plan shall be approved by the Mooring Master. The Offtake Tanker shall not commence deballasting operations without prior consultation with, and agreement of, the Mooring Master.

9.2.2 At no time shall the propeller immersion be allowed to become less than on arrival.

9.2.3 In addition to the lights usually displayed, Offtake Tanker discharging ballast and/or loading cargo during darkness shall illuminate the sea around the Offtake Tanker to the satisfaction of the Mooring Master, in order that any oil on the surface of the sea may be readily detected and the appropriate action taken. Any Offtake Tanker that is unable to illuminate the sea satisfactorily shall not discharge ballast during darkness. Offtake Tanker shall provide suitable floodlights for working on deck during night operations.

9.2.4 If evidence of oil appears during deballasting, the Offtake Tanker will be rejected forthwith and will not be accepted until satisfactory evidence is produced that such ballast was disposed of in a proper manner. If during inspection or during progress of loading it is revealed that the Offtake Tanker tanks are not tight or that oil is leaking from the Offtake Tanker, the Offtake Tanker shall be rejected or refused further loading. The Offtake Tanker shall not be later accepted for loading, unless satisfactory evidence of repair is submitted, duly certified by Lloyds, ABS, Bureau Veritas or other recognised surveyors. Any Offtake Tanker rejected because of dirty ballast or pollution of the sea will automatically nullify her Notice of Readiness, and will lose any priority of position for loading. The Terminal may suspend, delay or unberth any Offtake Tanker, which is under suspicion of oil pollution. The COMPANIES will not be liable for any demurrage, loss, claims or demands resulting from such suspension, delay or unberthing.

9.2.5 All spillage and leakage of oil must be reported immediately to the Mooring Master and a detailed report must be written, signed and submitted by the Offtake Tanker Master to the Mooring Master.

9.3 Control of crude oil transfer

9.3.1 A comprehensive loading plan shall be provided to the Mooring Master by the Offtake Tanker Master before the crude oil transfer commences. The Terminal/Offtake Tanker Safety Checklist (refer to the Appendix C) shall be completed satisfactorily by both the Mooring Master and the Offtake Tanker Master or his delegate prior to the commencement of the cargo transfer.

9.3.2 The Mooring Master may refuse to accept an Offtake Tanker for loading, if he considers the Offtake Tanker condition to be unsatisfactory. In the event the Offtake Tanker Master and the Mooring Master cannot agree to a procedure by which the Offtake Tanker can meet satisfactory loading conditions, both COMPANY and the Offtake Tanker Owners shall be immediately contacted so that corrections can be made. Time required to bring the Offtake Tanker into satisfactory condition shall not count as used laytime.



9.3.3 The Offtake Tanker Master is held entirely responsible for the operation of the Offtake Tanker

valves.

9.3.4 Not less than 30 minutes before the end of the loading, the Offtake Tanker Master or his delegate shall inform and give due notice to the Terminal control room to stop the cargo pumps in good time. On concluding the offloading operation all cargo pumping operations shall be confirmed as stopped by the Terminal before any valves are closed onboard the Offtake Tanker.

9.3.5 In case of emergency, pollution or serious incident, which may require urgent stoppage of cargo transfer, the Offtake Tanker shall inform the Terminal before closing her manifold valve(s).

9.3.6 The rate of cargo transfer is governed by either the Offtake Tanker’s maximum loading rate or the maximum pumping rate of the FSO “Rang Dong MV17”.

9.3.7 All activities of sounding ballast tanks, taking ullages and temperatures of the cargo and finding free water before, during and after the cargo transfer shall be performed by the Offtake Tanker crew, with the witness of the Cargo Inspector(s) and JVPC Representative.

9.4 Suspension of crude oil transfer

The Terminal shall halt transfer operations when:

- radio communication between the Terminal and the Offtake Tanker is lost;

- instructed to do so by the Offtake Tanker Master;

- instructed to do so by the Mooring Master or his delegate;

- should the Mooring Master decide that the mooring hawser tension is too high;

- an emergency situation concerning the Terminal, mooring or floating hose occurs;

- helicopter operations to the Terminal or to the Offtake Tanker are in progress;

- weather conditions exceed safety limits;

- or at any other time as may be determined by the COMPANY under the Regulations;

9.5 Normal Departure

When an Offtake Tanker has completed its loading at Terminal, the Bill(s) of Lading and other cargo documents such as Certificate of Quality, Certificate of Quantity, Tanker Loading Time Report, Certificate of Origin, Cargo Manifest and Receipt for Documents and Samples shall be produced and taken aboard the Offtake Tanker for the Offtake Tanker Master's signature. Signing these documents by the Offtake Tanker Master shall take place at the same time as the final departure clearance formalities are being carried out.

9.6 Early Departure Procedure (EDP)

9.6.1 For operational and safety reasons, Terminal may require the Offtake Tanker which has completed its loading operations to depart prior to completion of all the following cargo documents:

- Bill(s) of Lading

- Certificate of Origin

- Cargo Manifest

- Certificate of Quantity

- Certificate of Quality

- Tanker Loading Time Report

- Receipt for Documents and Samples



- Notification of Departure

- Note of Protest (if applicable)

9.6.2 The Offtake Tanker Master shall produce a written adoption for EDP to the JVPC Representative. The Offtake Tanker Master shall also issue a letter of authorization to the vessel’s agent, with a copy to the JVPC Representative, authorizing the agent to sign Bill(s) of Lading and other cargo documents for and on behalf of the Offtake Tanker Master.

9.6.3 Once loading has been completed, the floating hose shall be disconnected as soon as practical and the mooring hawser slipped. Then the Offtake Support Vessel shall be released. The Cargo Inspector shall complete his figures on the Offtake Tanker and with other Terminal personnel return to the Terminal.

9.6.4 Bill(s) of Lading cargo quantities shall be normally based on metered measurements on board FSO “Rang Dong MV17”. The quality of the offloaded crude oil shall be determined from samples collected by the automatic sampler on board FSO Rang Dong MV17. After the departure of the Offtake Tanker, JVPC Representative shall prepare the bill(s) of lading and other cargo documents, using cargo figures provided in the meter custody transfer report, final density, sediment and water content that are determined by the Terminal and witnessed by the Cargo Inspector.

9.6.5 When this is completed, JVPC Representative shall email/fax a set of copies of the bill(s) of lading and other cargo documents to the Offtake Tanker Master for his own use. All the rest of the bill(s) of lading and other cargo documents shall be sent to the interested parties by JVPC.



SECTION 10 - TERMINAL CHARGES

A nominal charge shall be paid by Offtake Tanker Owners for berthing services supplied by the Terminal. This charge is currently of US $25,000 per vessel per lifting but is subject to periodic review and may be varied. The terminal charges will be notified directly to Offtake Tanker Owners by their shipping agents.



APPENDICES



APPENDIX A -

CONDITIONS OF USE OF THE RANG DONG TERMINAL

These RANG DONG TERMINAL REGULATIONS (the “Regulations”) , including this Appendix A, in addition to any other requirements of law, apply to Offtake Tanker Owners calling at the RANG DONG Terminal (“the Terminal”) and are a condition of use of the Terminal. The Terminal located at Lat. 10o01’12.62” N and Long. 108o16’08.29” E, Block 15 – 2 Offshore Vietnam is operated by the Japan Vietnam Petroleum Co. Limited (JVPC), a limited company incorporated in Japan ("COMPANY"). COMPANY has contracted for the provision and charter of the Floating Storage and Offloading System FSO “RANG DONG MV17" including the mooring, loading and unmooring of Offtake Tankers, from RANG DONG MV 17 B.V. (“MODEC”), COMPANY and MODEC, their subcontractors, agents and servants being herein referred to jointly as the "COMPANIES".

1. Use of the Terminal

The Mooring Master may refuse to accept an Offtake Tanker for loading, or may suspend or delay the loading of, or may unberth an Offtake Tanker if he considers the Offtake Tanker’s condition to be unsatisfactory. In the event the Offtake Tanker Master and the Mooring Master cannot agree to a procedure by which the Offtake Tanker can meet satisfactory conditions, both COMPANY and the Offtake Tanker Owners shall be immediately contacted so that acceptable corrections can be made. Time required to bring the Offtake Tanker into satisfactory condition shall not count as used laytime.

2. Compliance with Instructions of the Terminal

The Offtake Tanker Master, or the person in charge of the Offtake Tanker, shall place, transport, or remove the Offtake Tanker at or to such mooring as the Terminal shall require, for the proper and efficient use of the same.

3. Strikes, Labour Disturbances

In the event of prevention or delay of loading due to act by the Government or compliance with any order, request or control of Government, fire, explosion, storm, or by strike, picketing, lockout, stoppage, or restraint of labour or other labour difficulties or disturbances (“Force Majeure”), Force Majeure shall be declared and the time so lost shall not count as used laytime.

4. Indemnities

a) The Offtake Tanker Master shall at all times be solely responsible for the proper navigation and safety of the Offtake Tanker and her crew. The COMPANIES shall not be responsible for any injury or death of persons, or for any loss or damage to property, or for any delay or liability suffered by any person, including the Offtake Tanker Owners, or any third parties, howsoever caused and in particular whether or not caused by the negligence of the COMPANIES or by reason of breach of any warranty of workmanlike performance which may be applicable, arising out of or in any way connected with any advice, instructions, assistance or services offered or provided in respect of the Offtake Tanker, including but not limited to pilotage, mooring or loading services, provision of navigational facilities (including buoy or channel markers), or otherwise.

Whilst the COMPANIES will endeavour to ensure that any berth, the Terminal, moorings, anchorages, premises, facilities, property, gear, craft and equipment provided are safe and suitable, no guarantee of such safety or suitability is given, and the COMPANIES shall not be responsible for any injury to or death or property loss or damage or delay sustained by any person (including the Offtake Tanker Owners and other third parties), howsoever caused, and whether or not due in whole or in part to any act, neglect, omission or default on the part of the COMPANIES or by reason of any breach of any Warranty of Workmanlike performance which may be applicable or to any fault or defect in any of the COMPANIES' berths, the Terminal, premises, facilities, property, gear, craft or equipment of any sort. The Offtake Tanker Owners



shall protect, defend, indemnify and hold the COMPANIES harmless from and against any suit, claim or expense (including legal expense) made against the COMPANIES in respect of any such injury, death, loss, damage, delay or liability.

b) If in connection with or by reason of the use of any berth, the Terminal or any part thereof, or of any gear or equipment, craft, facility or property of the COMPANIES, any loss or damage is caused to such berth, the Terminal, or any part thereof, gear or equipment, craft, facility or property of the COMPANIES, howsoever caused, and whether or not due in part or in whole to any act, neglect, omission or default on the part of the COMPANIES, and irrespective of whether there has been any act, neglect, omission or default of the Offtake Tanker or the Offtake Tanker Owners, then in any such case, the Offtake Tanker Owners shall bear such loss or damage and shall protect, defend, indemnify and hold the COMPANIES harmless from and against such loss or damage sustained by the COMPANIES, and from and against any loss, damage, liability, suit, claim or expense on account of personal injury or death or property loss or damage or delay suffered or incurred by any third party caused by the Offtake Tanker Owners

5. Sinkings, Groundings, Obstructions to Navigation

Should the Offtake Tanker sink or become an obstruction in any part of the port or approaches thereto, or the area of the submarine pipelines, the COMPANY shall be empowered and shall have the right to take any steps it may deem necessary to remove the obstruction without notice to the Offtake Tanker Owners. All expenses of such removal shall be borne by the Offtake Tanker Owners and/or by those owning it at the time of the accident, and the COMPANY shall be entitled to reimbursement by them for any such expenses incurred by it.

6. Pollution

The Offtake Tanker shall be entered under P&I membership and valid certificates shall be available for inspection by the Mooring Master. For any oil pollution caused by the Offtake Tanker Owners shall protect, defend, indemnify and hold harmless the COMPANIES from and against any loss, damage, liability, suit, claim or expense arising therefrom except where said oil pollution is caused by the sole negligence of the COMPANIES, or their subcontractors or their employees. The Terminal may suspend operations or may unberth any Offtake Tanker, if there is suspicion that the Offtake Tanker is causing oil pollution. Any time lost as a result of suspicion, delay or unberthing arising from the oil spill incident attributable to the Offtake Tanker shall not count as used laytime.

7. Servants and Agents

It is hereby expressly agreed that no servant or agent of the COMPANIES and/or every independent contractor or their subcontractors from time to time employed by the COMPANIES shall in any circumstances whatsoever be under any liability whatsoever for any loss, damage or delay of whatsoever kind arising or resulting directly or indirectly from any act, neglect or default on their part while acting in the course of or in connection with its employment and, without prejudice to the generality of the foregoing provisions in this clause, every exemption, limitation, condition and liberty herein contained and every right, exemption from liability, defence and immunity of whatsoever nature applicable to the COMPANIES or to which the COMPANIES are entitled hereunder shall also be available, and shall extend to protect every such servant or agent of the COMPANIES acting as aforesaid, and for the purpose of all the foregoing provisions of this clause the COMPANIES are or shall be deemed to be acting as agent or trustee on behalf of and for the benefit of all persons who are or might be their servants or agents from time to time (including Japan Vietnam Petroleum Company Ltd., MODEC) and/or other independent contractors or their subcontractors as aforesaid and all such persons shall to this extent be or be deemed to be parties to this agreement.

8. Governing Conditions and Regulations

Liability in respect of Terminal use regarding all matters covered by the present Appendix A, shall be governed hereby. For the avoidance of doubt, no provision of the Regulations shall be construed or applied so as to derogate from the scope, force or effect of the present Appendix, which shall in all cases



prevail.

9. Law

9.1 The Regulations shall be construed and governed in accordance with the law of ENGLAND.

9.2 Any dispute arising under or in connection with the Regulations shall be settled by arbitration in LONDON in accordance with the arbitration rules (as then in effect) (the “Rules”): United Nations Commission on International Trade Law (UNCITRAL) Arbitration Rules, except as provided herein. The party requesting arbitration shall serve upon the other party a written demand for arbitration with the name and address of the arbitrator appointed by it, and such other party shall, within twenty (20) days thereafter, appoint an arbitrator, and the two arbitrators so named, if they can agree, shall appoint a third, and the decision or award of any two shall be final and binding upon the parties. In no event shall any dispute or consolidated group of disputes be determined by more than three arbitrators. Should the party upon whom the demand for arbitration is served fail or refuse to appoint an arbitrator within twenty (20) days, the single arbitrator shall have the right to decide alone, and his decision or award shall be final and binding upon the parties. The arbitrator(s) shall have the discretion to impose the cost of the arbitration proceedings, including reasonable attorney’s fees upon the losing party, or divide it between the parties on any terms which may appear just. Any decision or award rendered hereunder may be made and entered as a rule or judgment of any Court, in any country having jurisdiction.

10. Execution by Master

It is a requirement hereof that the Offtake Tanker Master or other person issuing Notice of Readiness sign a copy of this Appendix A on behalf of the Offtake Tanker Owners. In the event that such Appendix is not so signed then the COMPANIES will be under no obligation whatsoever to perform or provide any service or services referred to in these conditions, or elsewhere. Receipt and acceptance of the Regulations, including this Appendix A, is hereby acknowledged.

Dated: _______________________________________________________

Signed: ______________________________________________________

Master of the Offtake Tanker: ________________________________

Signed: _______________________________________________________ For and on behalf of the COMPANIES



APPENDIX B -

SAFETY CHECKLISTS AND NOTICES

Offtake Tanker’s Name: _____________________________________________________

Berth: FSO RANG DONG MV17 Port: RANG DONG TERMINAL

Date of Arrival: _______________________________ Time of Arrival: ______________________________

INSTRUCTIONS FOR COMPLETION

The safety of operations requires that all questions should be answered affirmatively by clearly ticking (✓) the appropriate box. If an affirmative answer is not possible, the reason should be given and agreement reached upon appropriate precautions to be taken between the Terminal and the Offtake Tanker. Where any question is considered to be not applicable, then a note to that effect should be inserted in the remarks column.

A box in the columns ‘Terminal’ and ‘Offtake Tanker’ indicates that checks should be carried out by the party concerned.

The presence of the letters A, P or R in the column ‘Code’ indicates the following:

A – Any procedures and agreements should be in writing in the remarks column of this Check List or other mutually acceptable form. In either case, the signature of both parties is required.

P – In the case of a negative answer, the operation must not be carried out without the permission of the Maritime Administration.

R – Indicates items to be re-checked at intervals by the Mooring Master.



TERMINAL / OFFTAKE TANKER SAFETY CHECKLIST The safety of operations requires that all questions should be answered affirmatively by clearly ticking () the appropriate box. If

an affirmative answer is not possible, the reason should be given and agreement reached upon appropriate precautions to be

taken between the unit and the offload tanker.

GENERAL TERMINAL OFFTAKE TANKER

CODE COMMENTS

Is the Offtake Tanker securely moored?

Stop cargo at……....Kts wind vel. Disconnect at……….Kts wind vel.

Is the Offtake Tanker ready to move under its own power?

P

Stop cargo at…….t hawser tension Disconnect at…….t hawser tension

Does the Offtake Tanker carry a valid Ship Management Certificate (SMC) as required by the ISM code effective 01.07.98?”

Is there an effective deck watch in attendance on board? Is there adequate supervision on the Terminal and on the Offtake Tanker? Is the agreed Terminal / Offtake Tanker communications operative? A Has the emergency signals to be used been explained and understood? A Have the procedures for cargo, bunker and ballast handling been agreed? A Have the hazards associated with toxic substances in the cargo been identified & understood? Has an emergency shutdown procedure been agreed? A Are fire hose and fire fighting equipment ready for immediate use? R Are cargo / bunker hoses fit for purpose and properly rigged? Are scuppers effectively plugged and drip trays in position? Are unused cargo and bunker connections properly secured with blank flanges fully bolted? Are sea & overboard discharge valves, when not in use, closed and visibly secured? Are all cargo and bunker tank lids closed? Is the agreed tank venting system being used? Has the operation of the P/V valves and/or high velocity vents been verified using the checklift facility where fitted? Are hand torches of an approved type? Are portable VHF/UHF transceivers of an approved type? Are the Offtake Tanker main radio transmitter aerials earthed and radars switched off? Are electric cables to portable electrical equipment disconnected from power?

Are all external doors and ports in the accommodation closed?

R Are window type air conditioning units disconnected?



Are air conditioning intakes which may permit the entry of cargo vapours closed?

Are the requirements for use of galley equipment and other cooking appliances being observed?

Are smoking regulations being observed? R Are hot work regulations being observed? Have measures been taken to ensure sufficient pump room ventilation?

Are ship fire control plans located externally? INERT GAS TERMINAL

OFFTAKE TANKER

CODE COMMENTS

Is the inert gas system fully operational and in good working order?

Are deck seals in good working order? Are liquid levels in P/V breakers correct? Have the fixed and portable oxygen analysers been calibrated and functioning correctly?

Are fixed IG pressure and oxygen content recorders working?

Are all cargo tank atmospheres at positive pressure with an oxygen content of 8% /V or less

Are all the individual tank IG valves (if fitted) correctly set and locked?

Are all unit personnel in charge of cargo operations aware that in the case of failure of the inert gas plant, discharge operations should cease and the unit be advised?

CRUDE OIL WASH TERMINAL

OFFTAKE TANKER

CODE COMMENTS

Has the Pre-Arrival Crude Oil Washing Checklist, as contained in the approved Crude Oil Washing Manual, been satisfactorily completed?

Is the Crude Oil Washing Checklist for use before during and after Crude Oil Washing, as contained in the approved Crude Oil Washing Manual, available and being used?

DECLARATION: We have checked the items listed above in the course of a joint inspection and have satisfied ourselves that the entries we have made are correct to the best of our knowledge.



TERMINAL OFFTAKE TANKER

Name: Name:

Rank: Rank:

Signature: Signature:

Date: Date:

Time: Time:

ACKNOWLEDGMENT OF REPETITIVE CHECK TIME TIME SIGNATURE

For Terminal:

For Offtake Tanker:

For further information and guidance on completing this form please refer to the International Safety

Guide for Oil Tankers and Terminals (ISGOTT) Appendix A.

Terminal: _____________________________

Date: _________________________________

The Master

SS/MV: _______________________________



Dear Sir,

Responsibility for the safe conduct of operations whilst your Offtake Tanker is at this Terminal rests jointly with you, as the Offtake Tanker Master, and with the FSO Manager. We wish, therefore, before, operations start, to seek your full co-operation and understanding on the safety requirements set out in the Terminal/Offtake Tanker Safety Checklist which are based on safe practices widely accepted by the oil and the tanker industries.

We expect you, and all under your command, to adhere strictly to these requirements throughout your stay whilst moored to the Terminal and we, for our part will ensure that our personnel do likewise, and co-operate fully with you in the mutual interest of safe and efficient operations.

Before the start of operations, and from time to time thereafter, for our mutual safety, a member of the Terminal staff, where appropriate together with a responsible officer, will make a routine inspection of your Offtake Tanker to ensure that the questions on the Terminal/Offtake Tanker Safety Checklist can be answered in the affirmative. Where corrective action is needed we will not agree to operations commencing or, should they have been started, we will require them to be stopped.

Similarly, if you consider safety is endangered by any action on the part of our staff or by any equipment under our control you should demand immediate cessation of operations.

THERE CAN BE NO COMPROMISE WITH SAFETY

Please acknowledge receipt of this letter by countersigning and returning the attached copy.

Signed: __________________________ (Terminal Representative)

Terminal Representative on duty is ______________________________

Telephone ______________________________

Fax ______________________________

UHF/VHF ______________________________

Signed: ____________________________________ (Master)

SS/MV: ____________________________________

Date: ____________________________________

Time: ____________________________________



FIRE INSTRUCTIONS

ON DISCOVERING A FIRE DO NOT HESITATE TO RAISE THE ALARM

The fire alarm at this Terminal is:

A CONTINUOUS BLAST OF FSO OR OFFTAKE TANKER WHISTLE

FIRE ON THE OFFTAKE TANKER

OFFTAKE TANKER ACTION TERMINAL ACTION

* Raise the alarm * Raise the alarm

* Fight the fire and prevent spread * Contact the Offtake Tanker

* Inform the Terminal * Cease all cargo / ballast operations

* Cease all cargo / ballast operations * Close all appropriate valves

* Close all appropriate valves * Stand by to assist fire fighting

* Stand by to disconnect hoses * Inform all Offtake Tankers

* Bring engines to stand by * Implement Terminal emergency response

procedures

FIRE ON THE TERMINAL

OFFTAKE TANKER ACTION TERMINAL ACTION

* Stand by, and when INSTRUCTED * Raise the alarm

* Cease all cargo / ballast operations * Contact the Offtake Tanker

* Close all appropriate valves * Cease all cargo / ballast operations

* Disconnect hoses * Close all appropriate valves

* Bring engines to stand by * Implement Terminal emergency response

procedures

* Crew to stand by for preparation to unmoor * Disconnect as required

COMMUNICATIONS

OFFTAKE TANKER TERMINAL

UHF/VHF: UHF/VHF:

PHONE: PHONE:

FAX: FAX:



APPENDIX C -

MARINE EXCLUSION ZONE

Su Tu Oil Field

Phuong Dong WHP

Ruby Oil Field

Ba Vi

Chi LinhBach Ho Oil Field

Rang Dong Oil Field

JVPC Rang Dong Terminal Plan

Vung Tau

FSO Rang Dong MV17

Rang Dong Terminal Regulations Rev8 Finalmmmarine.com.vn/docs/6_Rang Dong Terminal... · ISGOTT...

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