Brazil - Guide to Port Entry

BRAZIL

Brazil GENERAL:

(See Plan)

GEO-POLITICAL: Capital City: Brasilia. Nationality: Brazilian. Population: 173,000,000. COMMUNICATIONS: International Direct Dial Code: 55. Number of Internal Airports: 541. Major Languages Spoken: Portuguese, Spanish, English, French. ECONOMY: Currency: 1 Brazilian Real (BRL) of 100 Centavos. Exchange: (as of July 2002) US$ 1.00 ␦ BRL 2.86 BRL 1.00 ␦ US$ 0.35 Main Industries: Textiles; shoes; chemicals; cement; lumber; iron ore; tin; steel; aircraft; motor vehicles and parts; other machinery and equipment. ENVIRONMENT: Territorial Sea: 12 n.m. Other Maritime Claims: Contiguous Zone: 24 n.m. Continental Shelf: 200 n.m. Exclusive Economic Zone: 200 n.m. Coastline Extent: 7,491 km. Climate: Mostly tropical, but temperate in south. Natural Resources: Bauxite; gold; iron ore; manganese; nickel; phosphates; platinum; tin; uranium; petroleum; hydropower; timber. Average Temperatures: Month High Low January 28␥ C 23␥ C June 27␥ C 16␥ C September 24␥ C 16␥ C DOCUMENTS: Required prior to Arrival: Notice of Arrival: At least 24 hours prior to the anticipated arrival of the vessel, the following must be notified: the Captain of the Port, the Federal Maritime and Air Police, and Maritime Health. Likewise, the Cooperative of Health Inspector of Bahia (VHF radiotelegraph station, Channels 12 and 18) must be notified either directly or through the agency. (The Bahia Cooperative is a private institution, controlled by the Office of the Captain of the Port.) Information on cargo for the port: The agency should receive by airmail, at least 24 hours in advance of the anticipated arrival of the vessel, the following documents for distribution as indicated. Port Documents Authority Customs Agency Total 4 2 1 1 Cargo Manifest 4 2 1 1 Manifest of Dangerous Cargo 3 2 1 – Freighted Bills of Lading 2 1 – 1 Stowage Plan All manifests not in the Portuguese language must be translated into Portuguese and put on a special form, (copia de traducao de manifesto de carga) copy of translated cargo manifest. Request for port services: At least 24 hours prior to arrival, the Brazilian Port Authority, Empresa de Portos do Brasil, S.A. (PORTOBRAS), must receive their berthing request, to obtain port services. Additional requirements: All communications with the above mentioned Authority must be made through a shipping broker. The Port Agent handles all cargo operations. The shipping broker may also be the Port Agent. On arrival: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

Number and distribution of documents Port Maritime National Basic forms Captain(a) Customs Police Health Agency General Declaration(b) 1 1 1 – 1 Cargo Manifest(c) – 1 – – 1 Crew List 1 3 3 1 2(d) Passenger List 1 3 3 2 2(d) Ship’s Store List – 3(a) 1(f) – 1 Crew Effects Declaration – 3 – – – Maritime Declaration of – – – 1(g) – Health Mail List – – – – 1 Health Pratique Book from – – – 1 – preceding Brazilian Port Entrance Declaration 1 – – – – Certificate of Customs – 1 – – – Inspection No-cargo Manifest – 1 – – 1 No Passenger Declaration 1 1 2 1 2(d) List of Passengers in 1 – 1 1 – transit Bills of Lading – 1 – – 1 Declaration of On-deck 1 – – – – Cargo In-ballast Declaration 1 – – – –

Total 4 2 10 11 5 3 1 1 1 1 1 2 8 3 2 1 1

(a) These documents are delivered to the Office of the Captain of the Port, where their contents are recorded. They are then sealed and returned for the vessel’s departure operation. (b) In addition to the special Entrance Declaration for the Office of the Captain of the Port, and the Certification of Customs inspection. (c) The Manifest should include the number and contents of the containers, as well as an indication of unfreighted containers. (d) One copy for the exit gate of the harbour. (e) In the event that the next port of call should be Brazilian, an additional copy must be submitted, which is stamped by Customs. (f) If the drugs are not included on the Ship’s Store List, a list of medicinal drugs (narcotics) must be presented to the Maritime Police. (g) Only for the first Brazilian port of call. There is a special form in the Portuguese language, but the LAFTA/OAS form will be accepted.

Other requirements: The landing card requirement provision is still current, but it is not always requested. The agency delivers blank forms. The cards are filled out on board, and a photograph of the passenger or crew member must be affixed. The cards must be presented to the Maritime Police within 48 hours after the arrival of the vessel, but in the meantime all interested persons may land. The cards must be returned to the Police before the vessel’s departure. Crew members’ Documents: Certain Brazilian ports authorities have been levying fines at an increasing rate, against vessels in cases where crew members’ documents have been incomplete or improperly prepared. In order to avoid such fines, the following guidelines should be adhered to: (1) All crew members should possess a valid Seaman’s Book. (2) Crew members without a Seaman’s Book must have a statement in their passport, mentioning ‘Seaman’ as profession, preferably with the vessel’s name and the crew member’s rank. (3) If the above requirements are not satisfied, the crew member should be listed on a Passenger List, but still bear a valid passport and valid visa, plus vaccination certificates. (4) Supernumeraries are not accepted on Crew Lists. Any relatives of crew members should be stated on a valid Passenger List, also bearing a valid passport with required visa and vaccination certificate. Prior to Departure: At least 24 hours prior to sailing, to avoid possible delays, the following documents must be processed: Customs: The original of the payment voucher covering the lighthouse and beacon fees, to obtain the clearance permit; Captain of the Port: A copy of the above mentioned voucher; Crew List, should there have been any crew changes; List of Passengers Embarked; upon presentation of these, the sailing permit is granted. Maritime Police: Passenger List or no-passenger declaration; Crew List, should there have been any crew changes. Postal Service: A certificate of mail delivery or a no-mail certificate must be obtained. In the event that the next port of call is Brazilian, the local authorities check the sailing permit issued by the four agencies mentioned above; if the next port of call is foreign, the sailing permit issued by the Captain of the Port suffices. Other Provisions: The agency must, within seven days following the departure of the vessel, deliver a copy of the cargo manifest of freight embarked in the port, and a copy of each bill of lading issued to Customs, PORTOBRAS, and SUNAMAN. FLAG: All vessels alongside or anchored in Brazilian ports must display flags fore and aft on the national holidays of 7th September and 15th November. Brazilian Flag: The Brazilian flag must be flown between 0800 hrs. and sunset. Vessels bound for Brazilian ports must obtain the national flag in advance. If this is not possible, the flag should be obtained through the Agent. Customs Flag: Blue with a white star – to be flown 24 hours a day after clearance is granted. FREE PRATIQUE: Vessels must report ETA via Agent 24 hours in advance, confirming 12 hours prior to arrival. The message must report that sanitary conditions are satisfactory or otherwise and an indication of the number of passengers intending to disembark and/or in transit. On arrival the Port Health Authority will board, and further to the documents previously mentioned will require to sight vaccination certificates. Officials will only board by accommodation ladder, or gangway if the vessel is alongside, and must be met at the head of the ladder by a Ship’s Officer. Documents: In order to grant Free Pratique, the Authorities require the following: (a) Vessel details, including name, class and flag. (b) Name of the port and country (or Brazilian State) where voyage began. (c) List of last 5 ports of call, including dates, countries and/or Brazilian States. Flag: Vessels must display ‘‘Q’’ Quarantine flag by day (sunrise to sunset) or red light over while light at night (sunset to sunrise) when approaching any Brazilian port. These signals must be displayed until Pratique is granted. PILOTAGE: This is compulsory for all vessels over 200 g.r.t. There are specific boarding points shown on the charts for each port and vessels must wait there, flying flag G, either at anchor or under way. A safe rope ladder must be provided and must be properly illuminated. Pilots should be ordered at least 2 hours prior to arrival by ship’s Agent, or in the event of outlying ports 24 or 48 hours ahead (See each port). Pilot’s Union Report: October 1998. AMAZON RIVER/NORTH BAR Lat. 01␥ 34' N., Long. 49␥ 13' W. Time Zone: GMT minus 3 hours. Max. Draft: 11.38 m. Description: The Amazon River is to be entered through Canal do Norte. Pilots board at Santana, Fazendinha Pilot Station in position Lat. 00␥ 04' 06" S., Long. 51␥ 06' 45" W. This passage can be made with or without pilot assistance. The distance from Barra Norte to Santana is about 170 nautical miles. As the banks/depths are subject to frequent change, the river should not be entered unless information has been received on the current or position of the buoys. Maximum draft is restricted by the North Bar, with charted depths of less than 10.0 m. Brazilian charts to be used with correction by Notice to Mariners, as British charts are shown not to be adequate.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Navigation in the Barra Norte requires great caution and attention at all times. GPS, radar and echo-sounder in good condition are essential aids to navigation in this area. The draft restriction for Barra Norte is 11.38 m. (37 ft.) fresh water at high tide and 9.75 m. (32 ft.) fresh water at low tide. Tidal information for the area is confusing. The Admiralty Tide Tables and Brazilian Tide Tables only have data for a position off Curua Island, although this listed as Barra Norte and Ponta do Ceu, it is well South of the Bar and Channel, at the mouth of the river with the times and heights being irregular and inconsistent. The tidal current in Barra Norte flows in a S.W. direction during flood tide and N.E. during ebb tide and 3 knots (Neaps) and 5.5 knots (Springs). About 5 hours after high tide or low tide, the current flows in the directions of N.W. and S.E. respectively. The quality of the bottom in Barra Norte is soft mud. The Brazilian charts have a Note about the tide in Barra Norte States water at Ponta do Ceu (Lat. 00␥ 46' N., Long. 50␥ 06' W.). H.W. at Barra Norte is 3 hours 20 minutes before H.W. in Ponta do Ceu (this information is irregular and inconsistent). During the day, the coastal region of the Barra Norte may be obscured by mist or haze, making it difficult to take visual bearings at night, especially in the early evening and at dawn. The radio beacon signal beams sometimes present deviation of up to 10␥. The ‘‘Canal Grande do Curua’’ (Curua Channel) is usually marked with pairs of lateral mark light buoys IALA ‘‘B’’ system. The position and light characteristics of these buoys can eventually change due to the alterations in the soundings in the area. Notice to Mariners will provide the up-to-date information about these alterations. Pilotage: Not compulsory, but advisable. There are experienced Pilots for Barra Norte and South Channel to Santana. Pilots board vessel bound for Canal Grande do Curua (Lat. 00␥ 55' N., Long. 49␥ 55' W.) off Salinopolis in approximate position (Lat. 00␥ 29.58' S., Long. 47␥ 23.05' W.), 7.5 nautical miles N.N.W. of Salinopolis Lt. Pilots require ETA notice 48 hours prior to arrival. The distance from Barra Norte to Santana is about 170 nautical miles, and the distance from pilot position in Salinopolis to Santana through Canal Norte is about 350 nautical miles and through Canal Sul (South Channel) about 260 nautical miles. The Pilotage Fees are based on the ship’s Gross Register Tonnage and are under control of the Ministry of Marine. All Pilots of the Barra Norte are experienced and qualified by the Brazilian Navy Authority. The pilot station has VHF, working 24 hours on Channel 16, call sign ‘‘Macapa Pilot Station’’. Pilots Address: Unipilot, Rua Senador Manuel Barata 718, Ed. Infante de Sagres, Sala 1805, Comercio, 66.019.000 Belem, Para, Brazil. Tel/Fax: ␣55 91 241-8222. Email: [email protected] VHF: Vessels in coastal regions to maintain watch on Channel 16. SEARCH AND RESCUE RESPONSE SYSTEM (SISTRAM): Brazil’s Search and Rescue Co-ordination system. This system tracks all merchant vessels engaged in ocean, coastal and inland navigation within the Brazilian SAR area. See ‘‘Plan’’. SISTRAM is compatible with the U.S.C.G.’s AMVER system and other systems throughout the world. The system allows quick identification of nearby vessels which may be capable of assisting a ship in distress. In addition, vessels participating in these systems can help render urgent medical assistance. Participation by Brazilian ships is mandatory. However, participation by foreign vessels is voluntary and radio communication is free of charge so long as reports are sent through ‘‘RENEX’’ (Brazilian Coastal Radio Stations Network). Vessels transmit standard type messages about their voyage plans. For further information go to website WWW: www.mar.mil.br/~cotram Also see ‘‘Ship Reporting System’’. STEVEDORES: Longshoremen are provided by the dock companies and paid for from the Port Charges. Stevedoring can be carried out either by ship’s Agents or by contract. In all cases the number of men per gang and their salaries are fixed by Sunaman (Merchant Shipping Superintendency in the Ministry of Transport). The vessel is legally the employer of the labour, and as a result the vessel is responsible for any damage to the cargo, ship or any third party, by the stevedores. GENERAL BERTHING INFORMATION: A berthing priority in Brazilian Ports is given as follows: (1) Warships, Brazilian or Foreign. (2) Regular Passenger Liners for whom immediate berthing facilities are available. if requested at least 24 hours in advance. (3) Cargo vessels, for whom there are special installations, are given preferential berthing rights. (4) Vessels with perishable cargoes are given priority berthing. (5) Vessels that can load and discharge simultaneously can obtain preference over others. As soon as cargo operations finish, all vessels must leave their berth, or be removed by the Port Authority. POLLUTION: Very strict penalties are enforced, and fines are the same, however little pollution is caused. No dumping of any oil is permitted within 50 miles of the coast. Garbage: It is forbidden to dump any garbage in any harbour or river. In some ports garbage collection can be arranged. FUEL: A monopoly on supply is held by PETROBRAS, and owners requirements must be made well in advance to the Petrobras offices in New York, London or Rio de Janeiro. Supplies are not plentiful, and in certain ports only certain grades are available. GANGWAY/DECK WATCHMEN: Services of watchmen compulsory.

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TIME: (a) Eastern States (except as below): GMT minus 3 hours. Daylight Saving Time GMT minus 2 hours, 3rd Sunday in October to Saturday before 2nd Sunday in February. (b) N.E. States and East Para State: GMT minus 3 hours. (c) Western States (except as below): GMT minus 4 hours. Daylight Saving Time GMT minus 3 hours, 3rd Sunday in October to Saturday before 2nd Sunday in February. (d) Amapa, Amazonas and West Para States: GMT minus 4 hours. CREW: Crew members wishing to join a vessel, must carry a Letter of Instruction for the ship’s Agent. They must be signed on within 48 hours of arrival. For Crew members joining from abroad it is advisable to be in possession of a two year multiple entry visa, as only U.S. Consulates in Rio de Janeiro, Recife and Brasilia are authorised to issue visas. Seamen’s Missions: Scandinavian Seaman’s Mission Flying Angel Club German Seaman’s Home The above Missions are in Santos, and can arrange football matches, tours, etc. There are no Missions in other ports. HOLIDAYS: National Holidays: January 1st (New Year’s Day); April 21st (Tiradentes (Independence Hero)); May 1st (Labour Day); September 7th (Independence Day); October 12th (Patroness of the Nation); November 2nd (All Souls Day); November 15th (Republic Day); December 25th (Christmas Day). Variable Dates: Carnival (February or March); Easter (March or April); Corpus Christi (June or July). GENERAL: Operators and Masters of Liberian flag vessels should consult Agents well in advance respecting requirements for endorsement of Seamen’s Books or Passports. SHIP REPORTING SYSTEM: Information System of Maritime Traffic Control (SISCONTRAM) Description: A voluntary reporting system operated by the Naval Command for the Control of Maritime Traffic (COMCONTRAM). The limits of the search and rescue (SAR) area covered by the system are: (a) 04␥ 31' N., 50␥ 59' W. Brazil – Guyane border. (b) 05␥ 00' N., 48␥ 00' W. (c) 05␥ 00' N., 40␥ 00' W. (d) 07␥ 40' N., 35␥ 00' W. (e) 06␥ 22' S., 16␥ 00' W. (f) 06␥ 22' S., 10␥ 00' W. (g) 34␥ 00' S., 10␥ 00' W. (h) 34␥ 00' S., 53␥ 00' W. Brazil – Uruguay border. In addition vessels are requested to participate in the scheme within the larger area of the Atlantic Ocean, South of 23␥ 30' N. Requirement for messages: DEPARTURE MESSAGE (Type 1). This contains the vessel’s Sailing Plan and should be sent: (a) On sailing from a port within the area. (b) Prior to entering the reporting area. ALTERATION OF ROUTE MESSAGE (Type 2). This should be sent whenever the ship has to modify the route or change the destination given in the Departure Message. POSITION MESSAGE (Type 3). This should be sent: (a) When the vessel is more than 25 miles off the planned route. (b) On a change in the navigational status of the vessel, e.g. stopped or damaged. (c) When the vessel observes a danger to navigation. ARRIVAL MESSAGE (Type 4). This should be sent: (a) When the last point on the pre-established route close to the port of arrival is reached. (b) When leaving the reporting area. Form of messages: Each message consists of a selection of items from the format list shown below. Message items should be separated by a stroke (/), omitted items by a dash between two strokes (/–/) and the end of the message by a double stroke (//). A. Vessel’s call sign (4-8 characters). B. Vessel’s nationality (2 character abbreviation of name). C. Vessel’s name (up to 18 characters). D. Type of vessel. (CGO – general cargo, container, Ro/Ro; BLK – bulk carrier; PAS – passenger; TKR – tankers in general; TUG – tug; FSH – fishing. E. Message type (e.g. ‘‘3’’ indicates Position Message). F. Port of origin/departure (up to 18 characters). G. ETD in GMT (6 digits with suffix Z – represents time of departure from a port, time of entry into the area or time of position). H. ARRIVAL PORT (up to 18 characters). I. ETA in GMT (format as for G – represents time at last route point close to destination or time on leaving the area). J. SPEED (4 digits, knots and tenths of knots, e.g. 15.5 – this is estimated speed over pre-established route or new estimated speed if route has changed). L. POSITION1 (for message types 1 and 2 a minimum of 2 and maximum of 16 latitude and longitude groups, representing course change points, can be sent; each group should be separated by ‘‘/’’. Type 3 messages require a single latitude and longitude group). M. COURSE CHANGE POINT NUMBER (2 digits representing the last pre-established course change point passed). N. DATE/TIME (format as in G – time of transmission). O. DOCTOR ONBOARD (Y for yes, N for no). P. OTHER INFORMATION (Use codes from the International Code of Signals to provide additional information about the incident which caused the Position Message to be sent – maximum of 18 characters). 1 Latitude (4 digits) in degrees and minutes N or S, e.g. 2125S; longitude (5 digits) in degrees and minutes E or W, e.g. 05125W.

We welcome all advice, updates and additions to this information.

BRAZIL DEPARTURE MESSAGE (Type 1) consists of items A/B/C/D/E/F/G/H/I/J/O/L/N// ALTERATION OF ROUTE MESSAGE (Type 2) consists of items A/B/C/D/E/G/H/I/J/L/N// POSITION MESSAGE (Type 3) consists of items A/B/C/D/E/L/G/M/I/J/P/N// ARRIVAL MESSAGE (Type 4) consists of items A/B/C/D/E/H/I/N// Transmission of messages: Reports addressed to COMCONTRAMAR are free of charge and can be sent through one of the following Brazilian coast radio stations: Belem (PPL), Olinda (PPO), Rio (PPR), Juncao (PPJ). Alternatively, reports addressed COMCONTRAM RIO can be sent by radiotelex No. 2136931. Reports sent in this way are chargeable. SHIPMASTER’S REPORT: July 1987. VHF: Arrival Reports: The Port Captain’s Department of each port requires the vessel to make reports in a specified form: 1. On entering, in English via Pilots or Port Control. 2. On entering, (normally by Pilot in Portuguese). 3. On leaving (normally by Pilot in Portuguese). Information to include: Name, Call Sign, Flag, Last Port, where to berth, ETA and the anchorage position (probably in Latitude and Longitude). Customs: A regulation of 1950 is applied in some ports which requires the declaration of all ship’s stores and spare gear. Items such as propeller, tail shaft, anchor, tools, paints, etc., are confiscated and sold at auction after the vessel’s departure if they are not declared. It is recommended to contact Agent for the requirements at the port of call. Pollution: No oil to be discharged within 50 miles of the coast and no garbage within 12 miles of coast. Patrols are made by aircraft. Fines are calculated on a flat rate, multiplied by the g.r.t. of the vessel, whether for 1 litre or 1,000 litres. Imprisonment up to 3 years.

ALUMAR: 02.40 S. 44.21 W.

(See Plan)

LOCATION: Alumar Port is located at Sao Marcos Bay, on the West bank of Sao Luis Island, 5.5 miles South of the Port of Itaqui in position 02␥ 40.5' S., 44␥ 21.5' W. The port was built in the confluence of the Rio dos Cachorros with the Estreito dos Coqueiros which was dredged to permit access to the Baia de Sao Marcos. The dredged access channel in the Estreito dos Coqueiros is located between the Islands of Sao Luis and Taua-mirim. DOCUMENTS: Documents Required on Arrival: 6 Crew Lists. 3 Stores Lists. 3 Crew Personal Effects Lists. 6 Passenger Lists (or Negative Passenger List). 1 Ballast Declaration. 2 Manifests and 1 Bill of Lading, if with cargo for Alumar Port. The following will be inspected: Crew and Passenger Vaccination Certificates. Ship’s Documents. Fuel, Diesel, Water quantities on arrival. Derat or Exemption Certificate. Cargo Papers: Master will receive copies of each document listed below: Notice of Readiness. Bill of Lading (non-negotiable copy). Cargo Receipt. Statement of Facts. Draft Survey Result. Cargo Manifest. Masters shall approve and sign the Notice of Readiness, Bill of Lading, Draft Survey Result, Statement of Facts and Cargo Receipt, as required by the shippers and Agents. Clearance: Ship’s Agent will furnish clearance papers for sailing as well as the Cargo Manifest. PILOTAGE: Compulsory for all ships sailing to and from Alumar Port. They will board and disembark in the Pilots waiting area, abeam of Ilha do Medo, which is also used by the Port of Itaqui. ANCHORAGES: Masters shall contact the Pilot Station on VHF Channel 16, prior to proceeding to the Anchorage Area. The waiting area is also used by the Port of Itaqui and is located at Lat. 02␥ 28.4' S., Long. 44␥ 23.5' W. The area is a circle around the above coordinates with a minimum depth of 21.5 m. Brazilian Government Officials may board ships in the anchorage area for clearance formalities. A suitable and adequate ladder for this purpose must be provided soon after anchoring. It is extremely important that Masters comply with Brazilian Anti-pollution Laws while in Brazilian waters. RESTRICTIONS: The Access Channel is located between the Islands of Sao Luis and Taua-mirim. It is 3.0 miles long, with minimum width of 120 m., and dredged to 7.0 m. The Turning Basin has been dredged to 7.0 m. depth and has a diameter of 400 m. The Berthing Basin, located in front of the wharf, is 320 m. long, 50 m. wide and dredged to 11.0 m. depth. Maintenance dredging is periodically carried out to maintain these conditions. All depths are related to DHN - Brazilian Navy Datum (low sea level). MAX. SIZE: Max. draft 10.5 m. (berthing only during hightide). HEALTH: Free Pratique should be requested by radio 72 hours prior to arrival, by forwarding quarantine message to Port Health Authorities through the ship’s Agent.

RADIO: Alumar Port Operations may be called through VHF Channel 16 from the vicinity of the waiting area or from other areas when within range. Arrival Notice: The Master of an arriving vessel is required to cable to the Agent his ETA 15 days in advance or when sailing from previous port if distance is less than 15 days. Additional ETAs to be sent 5 days, 48 hours and 24 hours prior to arrival at Alumar Port. Any significant change in ETA should be advised immediately. 48 hours message shall provide the following information: ETA, cargo tonnage by hatch number, arrival draft, ballast tonnage on board and deballasting time. VHF: See ‘‘Radio’’. TUGS: Tug service is compulsory for all vessels in Alumar Port. There are 2 tugs of 1,830 h.p. (27 ton bollard pull) permanently based at the port. BERTHING: The wharf consists of a 252 m. long␺19.6 m. wide concrete platform. There is a mooring dolphin at a distance of 50 m. from the West end of the wharf, and a mooring buoy with a 30 ton sinker, located 110 m. from the same West end of the wharf. The docking wharf is fitted with 9 sets of fenders, spaced 29 m. apart. Bulk Cargo Unloader: Clamshell type ship unloader, with 1,200 t.p.h. unloading rate. Ship’s air draft shall not exceed 20.3 m. at any stage of the tide. Alumina Loader: The linear type shiploader to load alumina, is rated at 1,500 t.p.h. and has a 60 in. wide belt conveyor. Ship’s air draft shall not exceed 14.0 m. at any stage of the tide. Caustic Unloading Facilities: The caustic unloading facilities are located at the West end of the main wharf. It consists of 1␺6 in. fixed coupling system, which is to be fitted to flexible hoses supplied by the ship. The caustic soda shall be pumped by the ship. BALLAST: There are no shore facilities available at Alumar Port for receiving slops, dirty or contaminated ballast. Masters are cautioned that discharging of anything other than uncontaminated ballast will be subject to penalties as prescribed by Brazilian law. FRESH WATER: Potable water is available to ships at Alumar Port. Ships which require potable water shall notify Port Authorities before berthing. FUEL: Available by barge. Agent requires advance notice. PIRACY: For the years 2000 and 2001 there have been no reported piracy incidents in this port. Masters are advised to observe Port regulations with particular regard to gangways and deck watchmen and to implement appropriate anti-piracy deck watches. Also see ‘‘Piracy’’ before first port. TIME: GMT minus 3 hours. GARBAGE DISPOSAL: No service available. WASTE OIL DISPOSAL: No waste oil disposal service available at the port or at Sao Luis City. SEAMAN’S CLUBS: There are no Seaman’s Clubs in Sao Luis, but the city provides good shopping at the shopping centers available, as well as international telephone services, churches, post office, and mini-bus collection can be arranged with the shipping agents. GENERAL: Weather: Sao Luis is located within the Intertropical Convergence Zone (I.T.C.Z.) and it is not on the route of Tropical hurricanes and cyclones. Local temperature ranges between 24␥C. and 30␥C., and mean humidity from 75% to 85%. Annual average rainfall is 2,250 mm., distributed in 2 well defined seasons: the rainy season from January to June and the dry season from July to December. Predominant winds, characterised as trade-winds, come from N.E. and E.N.E. Annual average wind speed is about 10 knots. Tides: Special care is required with the tides, which range from ␤0.3 m. to ␣7.10 m. during Spring tides. Tide level variation generates reversible currents all over the area. During Spring tides, approximately 3 hours after the beginning of the ebb or the flood tide, current reaches 5 knots to 6 knots. Charts: The following Nautical Charts should be consulted for navigation in the Baia de Sao Marcos area: Diretoria de Hidrografia e Navegacao – DHN – Brazilian Navy: Chart No. Title 010 From Cabo Orange to Recife 400 From Cabo Gurupi to Ilha de Santana 411 Baia de Sao Marcos 412 Vicinity of the Ports of Sao Luis and Itaqui 413 Port of Itaqui 414 Vicinity of the Island of Taua-mirim U.S.A. Defense Mapping Agency Hydrographic and Topographic Centre: Chart No. Title 24020 Baia do Oiapoque to Rio Parnaiba 24260 Ilha de Santana to Camocim 24270 Cabo Gurupi to Ilha de Santana 24271 Baia de Sao Marcos Fire Protection: The wharf is equipped with 4 hydrants with double outlet of 2.5 in. diameter and 60 m. flexible hoses. Lighthouses: Sao Marcos, Mangunca, Santana, Aracagi, Pirajura, Alcantara, Ponta da Areia, Ilha do Medo, Ponta da Madeira. Radio Beacon: Sao Joao Lighthouse, Sao Luis Airport. Access: The same access used for Itaqui Port, and the cited navigation aids system should be used for the approach to the waiting area of Alumar Port. AUTHORITY: Porto da Alumar, P.O.Box 661, Sao Luis, Maranhao, C.E.P. 65095-050, Brazil. Tel: ␣55 (98) 216-1392, 216-1878. Telex: 981058 (Port Operations). FAX: ␣55 (98) 232-1272. Contact: Ronildo Jose Carvalho, Port Superintendent.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL ANGRA DOS REIS: 23.01 S. 44.19 W.

(See Plan)

(A) GENERAL CARGO SECTION (B) TANKER SECTION (A) GENERAL CARGO SECTION: DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: Pilotage compulsory for tankers, propane carriers, nuclear powered vessels, vessels carrying explosives and all foreign vessels. Pilot boards in position: Lat. 23␥ 05' S., Long. 44␥ 07.5' W. Pau a Pino Island (East). Lat. 23␥ 07' S., Long. 44␥ 23' W. Laje do Coronel (West). Request for pilot must be made 4 hours in advance via the vessel’s Agent ANCHORAGES: In the Bay of Ilha Grande; approximately midway between the ports of Rio de Janeiro and Santos; offering excellent anchorages, amongst which may be mentioned: Enseada das Estrelas, Enseada do Abraao, Enseada das Palmas, Enseada Sitio Forte and Enseada de Aracatiba. The inspection area of the Port Health, Federal Receipt and Maritime Police authorities is covered by a radius of 300 m. around the point of co-ordinates 23␥ 00' 42" S., 44␥ 18' 41" W. Anchorage for vessels of more than 31 ft. draft and 10,000 g.r.t. 23␥ 01' 54" S., 44␥ 19' 18" W. Anchorages for vessels of less than 31 ft. or 10,000 g.r.t. 23␥ 00' 48" S., 44␥ 18' 30" W. Anchoring prohibited in the approach channel and manoeuvring basin. Quarantine Anchorage: 23␥ 06.47' S., 44␥ 27.1' W. RESTRICTIONS: The Bay of Ilha Grande possesses two entrances, from the East and the West, permitting immediate access to the Port of Angra dos Reis from the direction of Rio de Janeiro or the Port of Santos, without any change of course. Both access Channels are adequately marked, enabling ships of up to 14 m. draft to navigate in complete safety as far as the port basin about 1 mile from the wharf, where they may lie at anchor and take on cargo from tenders tied up alongside There is another basin with a mud bottom even nearer the wharf, permitting anchorage and docking manoeuvres for ships of up to 10 m. draft. Access Channel: The port has an access channel varying from 110 m. – 120 m. wide running in the direction 345␥ true, starting at the junction of the South and North channels, and is marked on Brazilian chart No. 1604. The tidal amplitude is 1.80 m. and the depth at the bar is 40 m. Near to Ilha da Francisca and the port, the depth is about 10.5 m. Manoeuvring Basin: The basin is 500 m. long and 320 m. wide and has a depth of 9.0 m. from the access channel up to the port where it is 150 m. wide and 9 m. deep (Agent reports that the dredged depth in the manoeuvring basin is 8.84 m.). HEALTH: Port doctor visits all ships on arrival and requires Maritime Declaration of Health, Derat Certificate, 2 Crew Lists. Vessels from another Brazilian port automatically receive Free Pratique and should not fly Quarantine Flag. If suspected disease or fever on board it is advisable to cable Agent before arrival. VHF: Pilots operate on Channels 16 (listening), 12 (calling) and 13 (manoeuvring). TUGS: Available: 4 tugs of up to 600 h.p. BERTHING: Pier of 400 m. length with 360 m. of berthing space and a depth of 9.0 m. (Agent reports depths alongside the berth vary between 10.0 m. – 8.0 m.). Restrictions Shed 1 Shed 2 General/Steels (MSM) Wheat Max. LOA(1) No restrictions No restrictions Max. beam No restrictions No restrictions Max. draft (SW) 29 ft. (8.84 m.) 29 ft. (8.84 m.) Max. airdraft 15.0 m. 15.0 m. Depth alongside (SW)(2) 26 ft. 3 in (8.0 m.) 26 ft. 3 in. (8.0 m.) Water density 1024 1024 Remarks: 1) At Angra Dos Reis, there is no specific max. LOA/beam as the port has mooring bits every 30 m. along the 360 m. of quay. 2) It is very seldom that steel loaders seek a completion draft exceeding the offical mark of 29 ft. (8.84 m.), and if required, it would depend on the Pilot’s agreeing with the eventual excess, but would essentially be tied up to the tide variation. Nothwithstanding the tide variation at Angra Port varies from Chart Datum to 1.2 m. The bottom is soft mud. There are occasions when 2 vessels are berthed and total LOA exceeds 360 m. In these cases, vessels allocated to Shed No. 2 berth bow or stern in and the excess (up to 60 m.) protrudes beyond the end of the quay. CARGO HANDLING FACILITIES: 2 electric cranes of 3.2 tons capacity, 1 crane of 6.3 tons capacity and 2 electric cranes of 2 tons capacity. Mobile cranes, 1 for 40 tons, and 10 for 22 tons. Verolme have an 80 ton floating crane available for hire. Also available for hire are 2 mechanical conveyors, each with 80 t.p.h. capacity. Shed 1: Max. outreach of crane jibs 15.0 m. Shed 2: Wheat – Moinho Sul Mineiro (MSM) Silos capacity 11,500 tonnes Max. length of crane rails No restrictions Max. outreach of crane jibs 15.0 m. Pneumatic suckers 2 Discharge rate 1,600 tonnes per day Holds cargo concentration Midship Side – alongside Generally starboard Downgrading and others See below.

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Discharge/Loading Rate: Discharging and/or loading of steel is always performed using ship’s gear, as shore cranes have a very limited capacity of max. 6 tonnes. The following rates are achieveable working 3 gangs over 24 hours. Type of Cargo Rates Wire rods in coils 1,200 Rebars and once folded steel bars 1,200 Steel billets 1,800 Steel coils 8,000 Aluminium ingots 1,200 Steel round bars 1,200 Tin plates in rectangular bundles 3,000 Tin plates in square bundles 2,000 Steel slabs 7,000 Cooking gas canisters empty 1,400 BULK CARGO FACILITIES: Silo for wheat and bulk grain with a capacity of 10,000 tons, owned by Moinho Sul Mineiro S/A. There are 2 suction plants of 60 t.p.h. each. Also see ‘‘Berthing’’. STEVEDORES: Working Hours: Monday – Friday Day Shift: 0700 – 1300 1300 – 1900 Monday – Friday Night Shift: 1900 – 0100 0100 – 0700 Saturday Day Shift: 0700 – 1900 Saturday Night Shift: Inoperative Sunday Day Shift: Inoperative Sunday Night Shift: Inoperative MEDICAL: All facilities available. If doctor needed on arrival or making emergency call to land sick persons, cable ETA 12 hours before arrival. DENSITY: 1024. FRESH WATER: Available at a rate of 10 cu.m.p.h. Connection is 4 in. FUEL: No facilities for supplying large vessels. Small vessels can be supplied with diesel oil. CONSULS: There are no Consuls in this port. They are situated in Rio de Janeiro. REPAIRS: Various mechanical workshops for the execution of shipboard repairs, equipped with lathes, presses, planes, electric and acetylene welding, drills, power-saws and grindstones, etc. The large shipyards of Verolme with facilities to dry dock vessels up to 600,000 d.w.t. are situated in the Bay of Jacuecanga, near the port of Angra. DRY DOCKS: See ‘‘Repairs’’. GANGWAY/DECK WATCHMEN: Gangway watchmen strongly recommended for any vessels working cargo with shore labour on board. Watchmen from shore not necessary for coal, iron ore and oil cargoes. CUSTOMS ALLOWANCES: For each crew member, 2 cartons of cigarettes and 1 bottle wine or spirits. TIME: The local time is GMT minus 3 hours. HOLIDAYS: 1st January; 1st May; 29th June; 7th September; 8th December; 25th December; 31st December, also local holidays January 6th, April 3rd and December 8th. TELEPHONES: Not available. GARBAGE DISPOSAL: Garbage removal ex-truck at a cost of US$ 165.00 per truck of approximate capacity of 6 cu.m., equivalent to 6␺200 ltr. drums. GENERAL: Charts: Brazilian Charts No. 1600, 1602, 1604, 1608, 1609, 80, 81, and 30. U.K. Chart No. 1683. U.S.A. Charts No. 24153 and 24154. AUTHORITY: Porto de Angra dos Reis, Av. Beira Mar S/No., Angra dos Reis 23.900, Rio de Janeiro, Brazil. Tel: (0243) 65-0273, 65-0602. Telex: 223227 CDGB-BR. Contact: Fernando Mauricio de Lima Cavalcanti, Manager.

(B) TANKER SECTION: Terminal Gerencia da Baia da Ilha Grande (GEBIG) is the tanker terminal for Angra dos Reis LOCATION: 23␥ 03' 38" S., 44␥ 13' 10" W. IMPORTANT FEATURES: 1. Anchorage – (see Brazilian Nautical Charts No. 1600, 1602 and 1609). Anchorage for tankers: The anchorage for tankers waiting for berth is a circle with one mile radius, its centre near Ponta Acaia. Bearing 075␥ – 2.8 miles from Lage Branca light – (Lat. 23␥ 09' 00" S., Long. 44␥ 23' 48" W., shown on Brazilian Nautical Charts Nos. 1600, 1602 and 1609. 2. Anchorage for lighterage: The same as for waiting for berth. 3. Vessels are prohibited from anchoring in the areas near the Terminal piers, since these areas lie on the access channel for ships making for the Port of Angra dos Reis or leaving it through the Eastern bar. 4. There is no assigned anchorage for Port Authorities clearance (for the time being). According to the Captain of the Port of Angra dos Reis, Free Pratique will be granted upon docking at the Terminal pier. 5. Display of quarantine signals on approach to Angra dos Reis must be continuously maintained until Free Pratique is granted. These signals are: sunrise to sunset: Quarantine Flag. Sunset to sunrise: Signal lights red over white. 6. In addition to quarantine signals, the Brazilian Flag must be flown from vessel’s foremast throughout the vessel’s stay in port. 7. The access channel from anchorage to the manoeuvring area (near the pier) is about 8.75 miles long, 350 m. wide and 25 m. deep in a S.W. – N.E.’ly direction, beaconed with 19 resilient beacons (nine exhibit Fl. G. 5M. and ten exhibit Fl. R. 5 sec. 5M.). 8. The manoeuvring area near the pier is 0.6 miles Northward and nearly 1.3 miles East-Westward and more than 30 m. (98 ft.) depth. 9. Signals for emergency: Series of 7 short blasts followed by 1 long blast of the ship’s whistle or siren.

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BRAZIL 10. The Terminal operates around the clock. 11. There are two ‘‘open L’’ shaped piers for accommodating oil tankers, projecting from Ponta do Leme into the sea, about 1,318 m. long in an East-Westerly direction. 12. Pilotage is compulsory when making for the pier and commences near Ponta de Acaia. DOCUMENTS: The Captain of the Port of Angra dos Reis authorises ship’s clearance upon berthing alongside the Terminal piers. The following documents are required for immediate inspection by the boarding officials: Any and every document issued or related to ship’s clearance at the Last Port of Call. 5 Crew Lists. 2 Stores Lists. 2 Personnel Effects Lists. 3 Passenger Lists. 3 Cargo Manifests. 3 Bills of Lading. APPROACHES: A vessel making for DTSE/GEBIG approaching by the channel Westward of Ilha Grande should steer for Lage do Coronel light column (a truncated pyramidal concrete column painted in red and black horizontal bands 4 m. in height situated in the middle of the rock (Gp. Fl. (2) W. 10 sec. 10M.) (Lat. 23␥ 06' S., Long. 44␥ 24' W.), bearing more than 000␥ which will lead Westward of Lage do Pendao de Fora. When Lage Branca light-column bears 090␥, course should be altered so as to make for the swept channel, beaconed with 18 resilient beacons (Fl.G. 5 sec. 3M. and Fl.R. 5 sec. 3M.) in a S.W. – N.E.’ly direction about 8.75 miles long, 350 m. wide and 25 m. deep, which leads to the manoeuvring area near the ‘‘L’’ shaped piers. The ‘‘Terminal Gerencia da Baia da Ilha Grande – DTSE/GEBIG’’ facilities are situated on the mainland, in front of the central part of Baia da Ilha Grande. Its ‘‘L’’ shaped piers extend about 1,318 m. from Ponta do Leme in an East-Westerly direction and having 2 berths with berthing space for tankers up to 500,000 d.w.t. PILOTAGE: Pilotage is compulsory (4 hours notice required) when making for the piers and commences near Ponta Acaia. Pilots moor, unmoor and supervise the movement of all vessels in the vicinity of the piers. Compulsory pilotage starts near Ponta Acaia in position Lat. 23␥ 09' 00" S., Long. 44␥ 23' 48" W. Pilot will board the ship at this point from a launch or tugboat. Vessels must be equipped with satisfactory mooring equipment, lines, gear, etc., and ballasted to the satisfaction of the Pilot. It is the responsibility of the Master to notify the Pilot of any special conditions, difficulties or peculiarities such as engine or boiler deficiencies, defective navigational equipment, mooring lines, tackle, gear, or lack of necessary equipment which might impose hazards in connection with the handling, mooring, unmooring, discharging and loading of vessel. At the piers, vessels must be moored to the entire satisfaction of both the Pilot and Terminal Operators. If the Master or the Officer of the Watch is in any doubts as to the Pilot’s actions or intentions, or if he does not agree with Pilot’s actions considering the safe navigation or manoeuvre of his ship it is the responsibility of the Master to take the necessary steps according to his best judgement and to notify the Captain of the Port, in writing, through the ship’s Agent. ANCHORAGES: Anchorage for tankers waiting for berth: Anchorage for tankers waiting for berth is within a circle with 1 mile radius, its centre near Ponta de Acaia, with Laje Branca lighthouse bearing 075␥ (true), and 2.8 miles away (Lat. 23␥ 09' 00" S., Long. 44␥ 23' 48" W.), shown on Brazilian Nautical Charts 1600, 1607, 1631, 1632 and 1636. Anchorage for Lighterage: Anchorage for lighterage is the same as for tankers waiting for berth (see above). Prohibited Anchorage: Vessels are prohibited from anchoring in the vicinity of the Terminal piers since the place lies on the access channel for ships making for Angra dos Reis or leaving it by the Eastern bar. Anchorage for Clearance: There is no assigned anchorage for Port Authorities clearance (for the time being). According to the Captain of the Port of Angra dos Reis, Free Pratique will be granted upon berthing at the Terminal pier. RESTRICTIONS: Access Channel: The swept access channel from anchorage to the manoeuvring area (near the pier) is about 8.75 miles long, 350 m. wide and 25 m. depth, running in a Southwest-Northeasterly direction and beaconed with 19 light beacons (Fl.G. 5M. and Fl.R. 5 sec. 5M). Manoeuvring Area: The manoeuvring area near the pier is approximately 0.6 miles Northward and 1.3 miles East-Westward and more than 30 m. (98 ft.) depth. Tidal Amplitude and Streams: Local and diurnal tidal rise is approximately 1.20 m. (4 ft.) above MLWS at neaps and 1.70 m. (5.5 ft.) in HWS. Tidal streams are West going during the in-going, tide, running nearly parallel to the pier, and East going during the out-going tide. If the wind is fresh from N.E., South or S.W., the tidal stream follows the direction of the wind. Tidal stream normally attains a rate from 1.0 to 2.2 knots. There are no remarkable tidal streams in this whole area. MAX. SIZE: Max. draft 25.0 m. (82 ft.). HEALTH: Vessels entering are inspected by the Health and Customs Offices between 0700 hrs. and 1900 hrs.; but by previous application, a special visit may be granted outside this period on payment of an extra tax. RADIO: ETA must be radioed by all Petrobras chartered vessels bound for DTSE/GEBIG, 72 and 48 hours prior to arrival, to Petrobras as well as to Agent. Confirmation as well as any changes in the time of arrival must be radioed 24 hours prior to arrival. When within VHF range, ships must contact DTSE/GEBIG for instructions. ETA radio messages must specify ‘‘local’’ or ‘‘GMT’’ time.

VHF: DTSE/GEBIG Central Radio Station is in the Control Room. Transceivers are monitored by Terminal Operators tuned to Channel 16 (Delta), 24 hours a day. Pilots operate on Channels 16 (calling), 12 (answering) and 13 (manoeuvring). Tugs listen on Channel 16. TUGS: General: DTSE/GEBIG operates 3␺3,720 h.p. tugs. Mooring and unmooring assistance is provided by these tugs which are fitted with fire pumps, water cannons and foam monitors to assist in fighting fires. At least one tug is on duty at all times in order to provide assistance should necessity of emergency or additional services arise. Tugs join when passing Buoys 11 and 14. Tug Requirements: Vessels up to 100,000 d.w.t. – 2 tugs. Vessels 100,000 d.w.t. to 200,000 d.w.t. – a minimum of 3 tugs. Vessels over 200,000 d.w.t. – 4 tugs. Tug/Ship Communications: The tugs are equipped with VHF radiotelephones so that continuous communications between ship and tugs may be maintained during docking and undocking manoeuvres. A 24-hour-a-day listening watch is maintained in order to comply with ship’s or operational personal requests even if the vessel is already berthed. Should a radio failure occur when docking/undocking and manoeuvres are in progress, the following whistle signals must be used: Calling: 4 long blasts followed by 1 or 2 short blasts. Short blasts are intended to number the tugs needed, that is, one blast one tug, two blasts two tugs, and so on. Before towing line is made fast: 2 short blasts – stand by for pushing on the bow or picking up ship bow line. 3 short blasts – stand by for pushing on the stern or picking up ship stern line. After towing line is made fast: 1 long blast – pull to starboard. 2 short blasts – pull to port side. 3 short blasts – stop pulling. Manoeuvring alongside ship: 1 short blast – pull. 2 short blasts – push. Other ship’s whistle signals for the tender craft: Calling: 2 long blasts followed by 1 short blast – calling pilot launch. 1 long blast followed by 2 short blasts – calling motor launch. Tugs will acknowledge orders received by sounding a short blast; since tugboats are equipped with radio-telephone, orders may be given by radio. Unless otherwise ascertained, the Pilot gives orders to the fore tug sounding a mouth whistle and to the aft tug sounding the ship’s whistle. Launches: Launches for Crew Members: Launches can be rented. Pilot’s Launch: Pilots use either one of the manoeuvring tugs or pilot’s station launch since DTSE/GEBIG operates no launches for pilotage service. Small craft for assistance in manoeuvres: Assistance in handling mooring lines is rendered to DTSE/GEBIG by contract with specialised firm including operation of two small diesel powered launches. BERTHING: DTSE/GEBIG operates around the clock. Vessels may moor and unmoor at any hour except in severe adverse weather conditions. Pier Facilities: There is one ‘‘L’’ shaped pier for accommodating oil tankers up to 500,000 d.w.t., projecting from Ponta do Leme into the sea, about 1,318 m. (3,954 ft.) long in an East-Westerly direction. Outer Berth Inner Berth Name: P-1 P-2 Location: South Side North Side Length: 570 m. (1,869 ft.) 570 m. (1,869 ft.) Depth: 30 m. (98 ft.) 36 m. (118 ft.) Loading Arms: 4␺20 in.for oil and ballast 4␺16 in. for oil and ballast 1␺12 in. for diesel oil 1␺12 in. for diesel oil and fuel oil and fuel oil Ship’s manifold maximum heights above loading arms platform level: Outer berth (P-1) 23.60 m. (77.5 ft.) Inner berth (P-2) 20.60 m. (67.5 ft.) Height of loading arm platform above MLWS: The height of the loading arm platform level referred to the MLWS is 7.20 m. (21.6 ft.). Max. allowed d.w.t. for operating ships: Outer berth (P-1) Up to 500,000 d.w.t. Inner berth (P-2) Up to 350,000 d.w.t. The following minimum wire mooring line requirement is mandatory for all tankers over 75,000 d.w.t. at the DTSE-GEBIC Pier as per ‘‘Guidelines and Recommendations for Safe Mooring of Large Ships at Piers and Sea Islands’’. D.w.t. Mooring Lines (1,000 tonne) Minimum Recommended 75 – 160 8 12 161 – 250 10 12 251 – 300 12 14 301 – 350 12 16 351 and over 14 16 Rat Guards: Rat guards must be in place on all mooring lines. Emergency Towing Wires: Emergency towing wires to be lowered to the waterline from the offshore bow and quarter bitts and will be tended to keep the eye above the waterline during cargo operations. Auxiliary Facilities: Both berths are equipped with recording devices to measure continuously the ship’s speed and her distance to the pier, referred to the pier longitudinal axis. Both berths are also equipped with hydraulic powered accommodation ladders for easy access aboard ship. LOADING/UNLOADING: Equipment: The pier is equipped with the following lines for loading/unloading and/or bunkers (both berths): 3␺42 in. oil lines about 9,500 m. long; 4␺16 in. arms; 10.5 kg./sq.cm. (150 lb./sq.in.) maximum working pressure; 12,000 cu.m./h. maximum flow rate (each). 1␺26 in. line for ballast, about 1,800 m. long; 2␺12 in. arms; 10.5 kg./sq.cm. (150 lb./sq.in.) maximum working pressure and 4,000 cu.m./h. maximum flow rate.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 2␺20 in. lines for fuel oil, about 2,000 m. long; 2 arms (1␺20 in., 1␺12 in.); 10.5 kg./sq.cm. (150 lb./sq.in.) maximum pressure and 1,350 cu.m./hr. maximum flow rate (each) or 1,800 cu.m./hr. for 2 lines. Maximum working temperature for both lines: 70␥C (158␥F). 1␺12 in. line for diesel oil, about 1,050 m. long; 1␺12 in. arm; 10.5 kg./sq.cm. (150 lb./sq.in.) maximum working pressure and 1,050 cu.m./hr. maximum flow rate. 1␺8 in. line for drinking water, 3.2 kg./sq.cm. (45 lb./sq.in.) working pressure and 70 cu.m./hr. maximum flow rate. Cargo/Ballast Operation: General: The terminal is equipped with 2 slop tanks with a combined capacity of 40,000 cu.m. or 251,500 bbls. (20,000 cu.m. or 125,750 bbls. each). Discharge into the sea of any amount of oil or oil based products, either alone or in combination with ballast water, is strictly forbidden and heavily fined. DTSE/GEBIG is particularly interested in having vessels complete the deballasting operation promptly after berthing in order to minimise time at berth. Simultaneous loading/deballasting or unloading/ballasting is allowed on properly equipped vessels. Ships will be held responsible for any consequences whatsoever which may result of such operating procedures. Hose Handling: Hoses are in use for fresh water supply only. For loading/unloading operations the Terminal is equipped with 11 quick release flange connection loading arms of 150 lb./sq. in. capacity. Nominal Flow Rates: The terminal lines allow oil discharging at a rate of 25,000 cu.m.p.h. and loading up to 12,900 cu.m.p.h. Trimming: Vessels must not exceed 5.0 m. (16 ft.) trim when berthed at the Terminal. Inert Gas System: All ships fitted with an inert gas system (IGS) shall ensure the oxygen content of all cargo tanks (including those containing water ballast, dirty or clean), has been reduced to 8% or below by volume prior to unloading, loading, ballasting or deballasting. Note: Cargo Operational Safety Masters for the DTSE/GEBIG Terminal check cargo tanks with a portable oxygen analyser prior to loading, unloading, ballasting or deballasting. Failure to comply with this requirement could result in unberthing. Cleaning Tanks: Discharging of oily water resulting from conventional tank cleaning is not allowed as a rule. Provided previously scheduled and accepted by Terminal, crude washing may be authorised. MEDICAL: In emergencies or cases of serious injury, DTSE/GEBIG may assist with first aid. Medical treatment in case of serious illness must be requested by Masters to Agents. Dental treatment is available in Angra dos Reis. If the patient(s) cannot speak Portuguese or Spanish, an interpreter will be desirable for better understanding. DENSITY: 1025. FRESH WATER: Drinking Water: DTSE/GEBIG is equipped for supplying drinking water through universal quick release 2.5 in. universal manifold from a 8 in. line with a 70 cu.m.p.h. flowing rate. Boiler Water: DTSE/GEBIG auxiliary area is equipped with 2␺1,550 cu.m.p.h. tanks (each) for own use as well as for supplying ships with boiler water through an 8 in. fresh water line. FUEL: DTSE/GEBIG is equipped with blending machines for mixing fuel oil and diesel oil in order to supply berthed tankers with any type of bunkers e.g. bunker C, marine gas oil, marine diesel oil and marine fuel with any grade of viscosity, and charging international prices. Orders for bunkers must be placed 48 hours in advance and addressed to: Divisao de Abastecimento de Navios, Departamento Comercial, Av. Republica do Chile, 65 – ZC – 06, Rio de Janeiro 20.000 – RJ – Brasil. Cable Address: Petrobrasecope. Telex: 23335. Tel: 534-3291, 262-2277. Departamento Comercial may also be contacted through Owner’s Agent. Lubricants: Orders for lubricants must be placed 15 days in advance and addressed to: Petrobras Distribuidora, Rua General Canabarno 500, 13 Andar, Maracana, R.J., Brasil. Cables: Petroedipe. Telex: 36301, 21409. Tel: 021-5664477. Petrobras Distribuidora may also be contacted through owner’s Agent. CONSULS: There are no Consular representatives available in Angra dos Reis. The nearest city where such representatives can be found is Rio de Janeiro, where most of the maritime nations maintain Consulates. Agents may be able to contact Consulates if duly notified in good time. REPAIRS: Ship Repairs: There is a shipbuilding yard, Verolme Estaleiros/I.V.I., in Baia de Jacuacanga (km. 83 Estrada Rio-Santos) which may be used by vessels to effect limited repairs only, since it main activity is shipbuilding. There is no specialised personnel or well equipped workshops intended for ship repairs. In case of emergency repair or those which cannot possibly be postponed and which Verolme yards cannot effect, the following workshops may be contacted for limited repairs. Industria e Comercio Angrense Ltda. Rua do Comercio 495 – Loja 6. Oficina Mecanica Tres Irmaos, Rua Arcebispo Santos 209 – Fundos. Electronic Repairs: There are no workshops or specialised personnel for repairs in electronics available in Angra dos Reis. Agents may be able to take the necessary steps in order to comply with orders placed for repairs in electronics if contacted in good time. Compass and Radio Adjustments: Orders for compass and radio direction finder adjustments must be placed through Agents well in advance, considering that such services are not available in Angra dos Reis. DRY DOCKS: See ‘‘Repairs’’. SURVEYORS: Classification Societies: There are no classification societies representatives in Angra dos Reis. However they may be called from Rio de Janeiro and/or Santos upon Agent’s request. ABS, GL, LR and BV maintain offices and representatives in Rio de Janeiro.

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Petroleum Inspection: No Petroleum Inspection Services are available in Angra dos Reis. They may be contacted in Rio de Janeiro or Santos at the following addresses: Chas. Martin & Co., Praia do Flamengo, 66/610 Bc.B, 20.000, Rio de Janeiro – RJ – ZC – 00. Tel: 242-4219, 245-5636, 265-1535. E. W. Saybolt & Co., Rua Bras Cubas, 3, 11100 – Santos – SP. Tel: 46638. Sociedade Brasileira de Superintendencia S/A (Redwood), Av. Presidente Vargas 466, 13␥ andar, Rio de Janeiro, RJ, 20.000. Tel: (021) 233-3522. Superinspect Supervisao Vistorias e Inspecoes S/C, Av. Rio Branco 18-7␥ andar, 20.000 – Rio de Janeiro – RJ. Tel: (021) 253-3939. Telex: (021) 22335 SUPER BR. Caleb Brett do Brasil Ltda., Rua Antonio de Carvalho, 20/1105, 20071 Rio de Janeiro – RJ. Tel: (021) 240-7697. Telex: (021) 352259 CBRE. SHORE LEAVE: Ship’s personnel are not permitted ashore for any purpose whatsoever until Free Pratique has been granted. Luggage and packages are subject to Customs Officers and/or Terminal Watcher inspection. As a rule shore leave is permitted with the above stated restrictions. Vessels are not permitted to sail unless all crew members are onboard. In case of seamen left ashore for any reason whatsoever all expenses are for ship’s account. Passengers: Passengers will be permitted ashore if in possession of the required visas and documents. WEATHER: Winds: Easterly winds predominate but due to the Ilha Grande high mountains they may blow from several directions. S.S.W. winds due to cold fronts may cause heavy seas and swells in exposed areas. S.S.W. winds often blow in the afternoon period. N.N.E. winds are not infrequent. Wind speed ranges from 3 knots to 60 knots in the Terminal area. In the Autumn and Winter, cold fresh winds are common on the coast from Rio de Janeiro to Santos. In daytime the breeze tends to increase the East component, and at nightime the West component predominates. In protected areas (harbours, bays and channels in this area) S.S.W. winds starts about noon, when fresh to moderate winds cause the temperature to decrease; wind force decreases at night and an interval of calm follows, before the arrival of the sea breeze from N.N.E., about 2000 hrs. (local time) until 1000 hrs. (local time). Rain: The average annual rainfall is about 2,000 mm. in the area. Visibility: The visibility in this area is generally fair to good. During Autumn and Winter fog is moderately frequent in the early morning. In Summer time, dry haze is comparatively frequent, causing the visibility to be reduced. Temperature: Local average temperature ranges from 18␥C (64.4␥F), in June and July, to 35␥C (95␥F), in December and January. Pressure: The pressure over the area is about 1,015 mb. in good weather. Humidity: Humidities are comparatively high, ranging from 76% to 81%. GENERAL: Charts: No charts or Pilot Publications are available either at the Terminal or Angra dos Reis. If necessary, Agents must be contacted for placing orders in Rio de Janeiro. The ‘‘Diretoria de Hidrografia e Navegacao’’ (Brazilian Navy Hydrographic Service) issues the following navigational publications: Chart Numbers: 1600, 1607, 1631, 1632 and 1636 (soundings in metres) covering the area. A Brazil Pilot of the Brazilian Coast (Roteiro). List of Lights (Lista de Farois). Flags: Display of Quarantine signals on approach to Angra dos Reis and DTSE/GEBIG facilities must be maintained until Free Pratique is granted. These signals are: sunrise to sunset: quarantine flag (‘‘Q’’). Sunset to sunrise: Signal lights – red over white. In addition to quarantine signals, the Brazilian Flag must be flown from vessel’s foremast throughout the vessel’s stay in port. Vessels entering or leaving Brazilian ports must display their ensign when within 3 miles of the entrance to a port or anchorage and, by day, also display their call letters in flags of the International Code of Signals. Cranes: Neither DTSE/GEBIG and Angra dos Reis Port operate floating cranes. Verome Yards may rent a floating crane with 80 tons capacity. DTSE/GEBIG does not operate barges or lighters. Provisions and Stores: Orders for provisions and/or stores may be placed through Agents. Since some items are only obtainable in Rio de Janeiro, orders must be placed as soon as possible. Laundry: No laundry facilities are available at DTSE/GEBIG. There are however laundry facilities in Angra dos Reis which may be used through Agent, which must be contacted as soon as possible for such purposes. Mail Services: No Post Office Agency is available at DTSE/GEBIG. Mail must be sent care of Agent and posted in Angra dos Reis. Cash Advances: DTSE/GEBIG is not authorised to effect cash advances. Master must contact either Owner’s Agent or FRONAPE for such purpose (FRONAPE must be contacted in the case of ships chartered by PETROBRAS). Customs Watches: Brazilian Customs Officials may be assigned on board according to Customs Regulations in order to enforce the said regulations. Meals must be supplied to these Officials at regular meal times. Contraband: Brazilian law is very strict in every aspect concerning smuggling. Masters are requested to instruct their crews about restrictions concerning trafficking goods of any kind including cigarettes, cigars, tobacco, alcoholic beverages, souvenirs, firearms, playing cards, narcotics. Trafficking in these articles or any others, between ships or between ships and Terminal employees or representatives, or anybody else is strictly prohibited and failure to comply with the law may result in several penalties. Items as above stated must be kept sealed under lock and key. Visitors: No visitors are allowed aboard ships berthed alongside unless duly authorised by Master and Terminal Superintendent and local Maritime Police. Unauthorised visitors will have to be reported to the Maritime Police. National Holidays: All ships in port must be fully dressed on the following National Holidays: September 7th and November 15th.

We welcome all advice, updates and additions to this information.

BRAZIL Machinery in Readiness: When berthed alongside PETROBRAS’ Terminal vessels must keep engines and propulsion machinery in readiness to leave the berth under full power on short notice. No repairs are allowed which would interfere with this requirement. Violation of this rule will entail towage from the berth at the vessel’s expense and PETROBRAS will not accept any kind of responsibility for the resulting delay to the vessel. Refuse and Garbage: All deck scuppers must be kept plugged and, as far as possible, discharging of waste water from lavatories on terminal side must be prevented. DTSE/GEBIG has no way to deal with ship’s garbage or refuse. If absolutely necessary, it can be disposed to a barge of capacity 24 cu.m. The cost is US$150.00 per hour (US$750.00 per trip). Agent must be contacted for such a purpose. Fishing and Painting: Use of pier for painting ship’s hull is not allowed. It is also forbidden to fish on the terminal side of the ship. General: Shore access to DTSE/GEBIG is by car or by bus along BR-101 Highway km. 81 Jacuacanga. DTSE/GEBIG is 150 km. (about 93 statute miles) from Rio de Janeiro. There is a regular bus service between these cities. There is international telephone service available (Long Distance Direct Dialling) DDD (0243 for Angra dos Reis). The piers are equipped with two hydraulic powered accommodation ladders which allow personnel to board the vessel safely. At the ladder’s end, a lifebuoy is fastened to a 27 m. (29 yd.) long safety line. Telephone Numbers: Important telephone numbers of the Terminal: General Manager of the Terminal 5201 Operations Manager 5203 Operations Supervisor (around the clock) 5211, 5287 and 5283 Operating Room (main) (around the clock) 5215 and 5287 Operating Room (auxiliary) (around the clock) 5244 Pier (around the clock) 5246 and 5275 Traffic and Facilities Section 5241 Program and Control Section 5240 and 5204 Safety Section 5260 Marine Section 5234 Medical Section 5221 *to be called in working hours only **when needed out of working hours call 5211, 5287 and 5283.

SHIPMASTER’S REPORT: November 1981 (updated 1994). Port Name: Although called ‘‘Terminal Gerencia da Baia da Ilha Grande’’ orders for this terminal are given for ‘‘Angra dos Reis’’. Terminal called DTSE/GEBIG. Anchorage: Outside the port about 3 miles West of Laje Branca. Except in special cases officials will not board vessel in this anchorage as a result of difficulties experienced in the past with sudden changes of weather. In the approaches to the port, to South and North of the buoyed channel, anchorage is possible with a max. draft of 21 m. and port officials will board vessels here, shore leave being possible by shore launch for crew. Pilotage: Pilots board off the seabuoy at the entrance to the buoyed channel to take vessel to terminal or inside anchorages. Outward bound the Pilot remains until the last pair of channel buoys. Pilots work ships for terminal only. Channel Lights: These are neither very bright nor very reliable. Pratique: There is no radio pratique and quarantine officials board with Customs and Immigration but ships should cable to Agents two days prior to arrival ‘‘Codicoes Sanitarias Abordo Satisfactorias’’. Formalities: 2 each Crew Lists, showing vaccination dates; 2 each Store Lists and Personal Effects; 8 Crew Lists. Ship’s Certificates taken ashore by Agent to effect Clearance. Agents: Direct VHF communication from office to ships in anchorage or at terminal. Until recently weekend cables were erratic but telex is now installed. Shore Leave: By minibus from berth to Angra dos Reis (30 minutes) – taxis not allowed inside terminal gate (30 minutes walk from berth). No passes required. Crew Changes: Easily possible (via Rio de Janeiro, 3 hours by car) – sometimes difficulties with Customs for crew joining and leaving bringing/taking radio/cassette players, Customs escort sometimes being required or ambiguous fines imposed. Fresh Water/Bunkers: Available at terminal. Lighter fuel oils are sometimes a mixture of heavier fuel and diesel oils. Tugs: Three terminal tugs (2␺3,720 h.p. and 1␺3,170 h.p.) always available, fourth tug for larger ships (also 4,000 h.p.) berthing is sent from Mangaratiba. Two ship’s lines are used to bow and stern tug (and care should be taken sending these as tugs inclined to steam off with them) and tug’s lines from shoulder tugs. Berth: Single long finger pier, South side taking ships up to 500,000 d.w.t and North side up to 350,000 d.w.t. Ships on North side feel current flow tending to push them off the berth and short ‘‘semi-breast’’ stern lines are preferable to ones with long drifts. Main deck springs are sometimes impractical to the shore as centre dolphin section of the pier is about 260 ft. in length and in many ship’s springs would be too short. Otherwise plenty of mooring hooks and general pattern is 2 springs, three breast and four head/stern lines. Terminal: Communication by VHF; crude oil washing permission should be sought prior to arrival; usual check lists; terminal schedules of berthing and discharge are very variable.

AUTHORITY: Dutos e Terminais do Sudeste – DTSE – GEBIG, BR-101 km. 81 – Jacuacanga, C.P. 73091, Angra dos Reis – RJ, CEP 23900, Brazil. Tel: 612255 PABX, Direct long distance dialling number DDD 0243 (for Angra dos Reis) followed by the telephone number (65-0358). FAX: 0243-612519 DDD. Contact: Paulo Penchina Cortines Pereira, General Manager. Head Office: Petroleo Brasileiro S/A – Petrobras, Avenida Republica do Chile, 65-ZC-06-Centro, Rio de Janeiro 20.000, Brazil. Divisao de Operacoes: Same address, as above, 12th Floor, (Operations Division). Captain of The Port: Avenida Almirante Julio Cesar de Noronha No. 13, Angra Dos Reis, Brazil. Tel: 0243-650365. FAX: 0243-651854. Contact: Marcos Luiz Portela, Port Captain.

ANTONINA (Barao de Tefe): 25.26 S. 48.41 W. (See Plan) Also see ‘‘General’’ before first port and ‘‘Paranagua’’. PORT LIMITS: The limits of the Port of Barao de Tefe extend from the Teixeira Point to the port quay. DOCUMENTS: See ‘‘Paranagua’’. Inspection carried out at Paranagua. PILOTAGE: Compulsory in the port of Barao de Tefe and in the access channel. Also see ‘‘Paranagua’’. ANCHORAGES: Only anchorage is in the vicinity of Teixeira Point (See DHN Chart No. 1823). See ‘‘Paranagua’’ for quarantine and explosives anchorages. Anchoring in front of the quay is prohibited. RESTRICTIONS: Access Channel: This is marked on Chart No. 1823 of the DHN (National Hydrographical Directorate), the channel is 120 m. wide, running in a S.E. – N.W. direction, starting at the Island of Teixeira and proceeding as far as the manoeuvring basin. Critical Points: Itaucu de Baixo Rocks, Shallows of Fundao Grande and Joao Fernandes; average depth 5 m. Anchoring in the channel is forbidden, and to navigate it, it is necessary to have good visibility and daylight. Tide: The average speed reaches 3 knots on the ebb tides, average height during Spring tides – 2.2 m., Neap tides – 1.7 m. Berthing: Manoeuvring may only be effected in daylight and good visibility. Berthing always takes place on a rising tide. TUGS: To be requested from Paranagua. BERTHING: The area for manoeuvring is 280 m. wide in front of the quay, with a length of 700 m. Variable depth between 6.5 m. and 7.5 m. Length of berth, Matarazzo Quay, length 200 m. (additional quay, length 150 m. planned, being 45 m. from Matarazzo Quay); depth alongside, 6.0 m. – 6.5 m.; Bollards 50 m. apart. Facilities: 5 warehouses, 12,200 sq.m. without cold storage; 1 vertical silo at Matarazzo of 8,500 tons capacity (not in operation); open air areas, 7,500 sq.m. Cranes: 1 of 6.5 tons on rails, 4 on tyred wheels of 9 and 3.5 tons, stacker trucks – 4 of 5 tons capacity, 4 of 2.5 tons and 5 of 2 tons. No rolling bridge, loaders or suction units available. Railway lines extending 3,100 m. but no locomotives available; 6 wagons which are of the open type (28 ton capacity); 22 trucks on tyred wheels (3.5–7.0 tons capacity). No Ro/Ro or container facilities. No barges, pontoons or lighters available. STEVEDORES: See ‘‘Paranagua’’. MEDICAL: Hospital available. Tel: 432-1244. FRESH WATER: One hydrant at end of port quay, rate 30 cu.m.p.h. and 3 hydrants at Matarazzo Quay (100 m. apart), rate 30 cu.m.p.h. No water boat available. FUEL: Available to vessels alongside by road tanker. REPAIRS: See ‘‘Paranagua’’. AIRPORT: At Curitiba (Afonso Pena Airport) 65 km. away, or Paranagua for light aircraft 50 km. away. HOLIDAYS: Local: 6th November (City Anniversary), 15th August (City’s Patron Saint Day). POLICE/AMBULANCE/FIRE: Police, Tel: 355 or 432-1234; Fire Brigade from Paranagua is used. TELEPHONES: Not available. SERVICES: Foodstuffs available. Rubbish collection is the responsibility of the Agent. AGENT’S REPORT: 1980. The Port of Antonina is situated in the inner recesses of Paranagua Bay, about 15 miles from this port. Vessels demanding that port receive Free Pratique at Paranagua and proceed on voyage 1 hour before HW. As the channel has no light-buoys, navigation is only possible during day time. There are only 2 berths available at Antonina, and should both of them be occupied, vessels await in Paranagua, because there is no safe anchorage there. Vessels have to turn around before docking, and for this reason only small vessels should go there. Official Maximum Drafts: Spring tide – HW: 21 ft. Neap tide – HW: 18 ft LW: 15 ft.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Stevedoring – Labour: (a) Number of gangs available: Not restricted. Stevedores affiliated to their Union. (b) Working hours: Normal hours: 0700–1100 1300–1700 Night hours: 1900–2300 0000–0400 Overtime: 1100–1300 1700–1900 2300–2400 0400–0700 (c) Number of men in regular gang: Unitised cargo: 9 men. Break-bulk cargo 11 men Reefer cargo: 20 men (d) Labour available all year round. (e) Rigging and cleaning gangs available. (f) Capable supervision is available. In addition to normal stevedore supervisors, agency employees give ample assistance to ships’ operations. (g) Average tons worked per hour per gang, loading: Bagged cargo: average of 40 t.p.h. General cargo: average of 10/20 t.p.h. (h) Average tons worked per hour per gang, discharging: Bagged cargo: average 20 t.p.h. General cargo: average of 10/15 t.p.h. Equipment/Gear: Shore gear, hooks, slings, etc., available. Heavy lift slings available to handle maximum 120 tons. Shore cranes: 1 electric crane – capacity 25 tons – Outreach 25 m. 4 electric cranes – capacity 6.3 tons – Outreach 25 m. 4 electric cranes – capacity 3 tons – Outreach 15 m. 6 electric cranes – capacity 3.2 tons – Outreach 25 m. 4 electric cranes – capacity 2 tons – Outreach 25 m. 1 automotive crane on tyres – capacity 30 tons – Outreach 20 m. 1 floating crane available, capacity 110 tons. Cargo is discharged onto railroad trucks and trailers. Export cargo is brought alongside by trucks, railway cars or trailers. Sideloaders also available. No container spreaders available. No lighters available. Warehouse/Transit Cargo Sheds: (a) Within the port area there are 31 warehouses of concrete construction, with tile roofs, with a total of 87,310 sq.m. of storage. (b) A small refrigerated storage shed is available, used mostly for meat, fish, shrimps and fruit; its capacity is for 2,900 cu.m., and there are 9 chambers. Temperature: Range of 14␥/15␥F. One chamber can be brought down to ␤13␥F. (c) Free time period allowed on cargo discharged from vessels is 6 days. (d) Storage always paid by importer/exporter. Customs: Tel: 432-1221. AUTHORITY: Administracao dos Portos de Paranagua e Antonina, Av. Conde Francisco Matarazzo, Antonina, Brazil. Tel: 432-1027. Port Captain, Rua Marques de Herval 216. Tel: 432-1384.

ARACAJU: 10.55 S. 37.03 W.

(See Plan)

LOCATION: On the right hand bank of the Rio Sergipe, 3.24 nautical miles from the entrance. D.H.N. Charts 1000 to 1003 cover this area. APPROACHES: The access channel is 100 m. long and 2.9 m. deep. Tidal variation 2.3 m. PILOTAGE: Compulsory. BERTHING: Manoeuvring basin is 600 m. long with a depth of 12 m. The quay consists of 96 m. (concrete) and 80 m. (wood) berthing space, with depths of 6 m. and 7 m. available. Warehouse of 1,200 sq.m. and 50,000 sq.m. open storage available. CRANES: One 9 ton mobile crane available. BULK CARGO FACILITIES: There are 3 silos, with a capacity of 5,800 tons and one mechanical wheat loader, capacity 20 ton. A 40 ton weighbridge is also available. FRESH WATER: Available, delivery rate 25 t.p.h. CONSULS: Portugal (vice-consul). REPAIRS: Can be undertaken. AIRPORT: Nearest at Santa Maria, 13 km. distant. TIME: GMT minus 3 hours. HOLIDAYS: National: January 1st, April 21st, May 1st, September 7th, November 15th and December 25th. Regional: December 8th. Movable: Monday and Tuesday of Carnival, Ash Wednesday, Good Friday and Corpus Christi. Commemorative: August 28th, October 28th, October 30th and November 2nd. SHIPMASTER’S REPORT: November 1996. Berth: Barra dos Cequeiros. Location: Lat. 10␥ 50' 36" S., Long. 36␥ 55' 07" W. Size: Maximum length 338 m., with 15 dolphins. Maximum allowable draft is 9.5 m. Density: 1025 (average). Communications: The Port Authority is located at Aracaju town. It is about 15 km. away. They are not watching on VHF Channel 16 throughout 24 hours. Contact Agent by using VHF Channel 72, Channel 69 is the working channel for manoeuvring. Pilotage: Compulsory. Transport: No public transport. To town by taxi is about U.S.$ 30.00 one way. Light Buoy System: System ‘‘B’’. There are 4 privately owned light buoys marking the entrance channel and the Turning Basin. Time: GMT minus 3 hours.

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Fresh Water: Available. Supply by hose from the Terminal at a rate of about 25 tons per hour. Fuel: Not available. Cargo Operations: Loading with one belt about 250 t.p.h. One shore crane for discharging bulk cargo with grab. General: The Terminal is a jetty out from the shore, the East side breakwater aligned 029␥ – 209␥, with length about 600 m. The swell from the Atlantic Ocean causes the ship to pitch and roll during the Winter season (May to October). It is advisable to use as many lines as you can and longer lines than usual. Drop anchor for safety. AUTHORITY: Administracao do Porto de Aracaju, Av. Joao Rodrigues, s/no., 49000, Aracaju, SE. Tel: (0792) 22-3314. Contact: Engineer Militino Rodrigues Ferreira, Administrator. Tel: (0792) 22-3217.

ARATU: 12.47 S. 38.30 W.

(See Plan)

LOCATION: The port facilities of Aratu are located on the Eastern side of All Saints Bay in the Enseada do Caboto, between Marinho and Pereira Points, to the North of the Bar of Cotegipe and the Naval Base of Aratu, facing the Mare Island. Its areas of administration and jurisdiction correspond to the Bay of All Saints, limited to the South by parallel 12␥ 50'. DOCUMENTS: See ‘‘General’’ before first port and ‘‘Salvador’’. APPROACHES: Access Channel: The access channel starts at Lat. 12␥ 58' S., Long. 38␥ 31' 55" W. with a minimum depth of 18 m. (see Chart 1108 of the NHD). The channel is marked by 8 light buoys, 4 to starboard with red lights and 4 to port with white lights and by the lighthouse at Areia Point. To the North of the Port of Aratu is the lighthouse of Cabrito Point which provides a good landmark day and night for vessels bound for the port of Aratu. The length of the channel is about 2 miles as far as the manoeuvring area, with a minimum width of 180 m. The improvement of the nautical signalling arrangement in the access channel to the port is planned, based on a study carried out by a Dutch firm and under an agreement which will be signed with the SSN. The following points are fairly clear and serve for direction finding purposes: (a) Furnaces of the Salvador Cement Company, at Sacopa Point, during the day; (b) USIBA terminal which has a red light at its top, serving as a reference point both day and night. (c) Construction at the top of the hill at Toque-Toque Point, during the day. (d) Church of Nossa Senhora das Neves on the Southern part of the Island of Mare during the day; (e) The lighthouses of Areia Point and Cabeto Point, both day and night. Existing Dangers: The shoal to the West of Sacopa Point and the banks of the Island of Mare are being permanently dredged. Manoeuvring Area: The area intended for berthing and unberthing of vessels is defined to the East and West by the 10 m. line, with variable width from 400 m. to 1,000 m., limited to the South by the 12␥ 46' 09" S. parallel. Minimum depth 12 m. Depth at Bar 20 m. Max. height of tide 2.8 m. PILOTAGE: Compulsory. Requests for Pilots are to be made to the Bay of Todos os Santos Pilots’ Association at Serra da Raiz Building, 5th Floor, Room 510 – Rua da Grecia 8, Tel: 242-2221 or by Channel 16 VHF-FM of the coastal radiotelephone network. Requests must be made 2 hours in advance, specifying the time of the vessel’s entry. ANCHORAGES: The anchorage of Monte Serrat, must be used for visiting vessels and for manoeuvring. Anchorage is prohibited in the manoeuvring area and in the access channel (See chart). The visiting areas of the Port Health Authorities, Federal Receipt and Maritime Police are those defined by a radius of one mile around the points of co-ordinates Lat. 12␥ 58' 07" S. and Long. 38␥ 32' 18" W. and Lat. 12␥ 55' 56" S. and Long. 38␥ 31' 37" W., as shown in Chart 1.102 of the National Directorate of Hydrography. Vessels may only come alongside the berth after having been visited by the authorities. The anchorage for free pratique coincides with the waiting area for Pilots and the permitted anchorage area (i.e. the anchorage area of Monte Serrat). MAX. SIZE: Solid Bulk Terminal: 65,000 d.w.t. Liquid Bulk Terminal: 45,000 d.w.t. Gas Products Terminal: 20,000 d.w.t. HEALTH: See ‘‘Anchorage’’. TUGS: Salvador tugs used. BERTHING: To carry out operations of vessels going to the Port of Aratu and movement of their cargo and storage, the Port has specific Terminals, with an infrastructure capable of giving highly efficient operations as follows: Cargo: 1. Solid Bulk Terminal – T.G.S. 2. Solid Bulk Terminal – T.G.S. – 2. 3. Liquid Bulk Terminal – T.G.L. 4. Gas Products Terminal – T.P.G. Solid Bulk Cargo Terminal – T.G.S.: Finished in 1976, commenced operations in 1977 and has a basic formation of: A berthing pier; berthing dolphins (2) – South side; access bridge; a storage area; silos and warehouses (private); various equipments. This terminal will also be equipped with a berth for solid bulk. Beginning of operations is expected in 1988. This dock will be equipped with a pier of approximately 175.05 m. in length; draft of 12 m. for vessels of up to 40,000 g.r.t. over which electric portico cranes and special private facilities will be installed.

We welcome all advice, updates and additions to this information.

BRAZIL The mooring dolphins will also be built with access by means of passageways from the pier. For storage and handling of bulk solids, which will be performed at this site, a complete infrastructure will be prepared on the re-fill, including highway/railway access. Handling of aggressive and/or corrosive solid bulk products currently operated at TGS, such as sulphur and fertilizer as well as alumina, will be transferred to this pier. In addition to these products, all bulk currently handled at the Port of Salvador which, due to physical/chemical difficulties could not yet be handled at Aratu, will also be transferred to this dock. Mooring Pier: Constructed in reinforced concrete on pipes and with the following characteristics: Level ␣4.50 m.; width 37.50 m.;, length on the North side 153.20 m., on the South side 202.60 m.; distance between dolphins 286.60 m. (on the South berth). North Berth: Depth 10.00 m.; largest permissible vessel 100,000 g.r.t.; distance between mooring points 24 m.; max. load on mooring point 50 tons (9); cylindrical fenders, external diameter 0.80 m.␺1.50 m. (12). South Berth: Depth 11.00 m.; largest permissible vessel 100,000 g.r.t.; distance between mooring points 24 m.; max. load on mooring point 50 tons (9); cylindrical fenders, external diameter 1.20 m. ␺ 1.50 m. (24). Note: In a later phase, after extension, the depths will be increased as will be permitted loads. Mooring Dolphins: There are 2 berthing dolphins in reinforced concrete on pipes situated on the South side of the pier with the following characteristics: Distance from axis to axis, 286.60 m.; mooring capacity 100 tons; dimensions 10 m. ␺ 10 m. Access Bridge: Constructed in protected reinforced concrete with the following characteristics: Level ␣4.5 m.; width 9 m., length 200 m.; load projected – Class 36. This acts as support for the conveyor belts, pipes, electrical supply, passage of vehicles and service equipment, ambulances and fire fighting equipment. Storage Open Area: For storage of various solid bulk cargoes in the open air, destined for import and export, with the following characteristics: Covered by asphalt concrete; total width 114 m.; total length 600 m.; total area 68,400 sq.m.; usable area 35,840 sq.m.; Permitted load 30 tons/sq.m.; max. static load 475,000 tons. Note: By virtue of the diversification of solid bulk cargo moved and stored in the open air, the loads stated are subject to the action of wind and rain and special care is recommended with regard to positioning; protection and cleanliness at the storage area. Silos and Warehouses (Private): 1. Alcan – Aluminio do Brasil Nordeste S.A. Installations for receipt and storage of calcinated aluminium, connected to the T.G.S. transport system, and constituted basically by: 1 vertical metal Silo on a structure of reinforced concrete with top feed and discharge at the bottom through 9 outlets, capacity 10,000 cu.m. 1 conveyor belt ‘‘B10’’ width 48 in. and 141 m. long. Note: Extension of these installations is planned by construction of more vertical silos. 2. Nitrofertil – Fertilizantes Nitrogenados do Nordeste S.A. Installations for receipt of urea by road vehicles and rail trucks, storage under cover and shipment connected to the transport systems of T.G.S. and constituted basically: By a discharge station for road vehicles and railway trucks under cover and containing 4 silos and two 401–V–48 in. and 402–V–48 in. transporters, both with a capacity of 300 t.p.h. One warehouse constructed from reinforced concrete, with 50 m. width and 200 m. long and 40,000 tons capacity, equipped with 10 dehumidifiers, 1 transporter (403–V–48 in. – 300 t.p.h.) with receipt from a moving handling unit with two outlets for stacking area, 1 Kratzer of 750 tons per hour for recovery and loading to the transporter 404–V–54 in. – 730 tons, for shipment. One external transport complex for shipment, of 730 t.p.h., including 4 transfer points and 3 conveyor belts 405–V–54 in., 406–Va–48 in., 406–Vb–48 in. 1 weighbridge for flow purposes installed in the transporter 404–V; 1 administrative office; 1 sub-station. 3. Caraiba Metais S.A. Installations for the receipt of copper concentrate, phosphate rock and coke, covered storage and delivery for metallurgy, through a direct duct silo and road and rail system, in the future railway silo with feed in the shed by loader and constituted basically by: 1 covered shed with 15,000 sq.m. area and storage area of 79,600 tons (concentrated copper 42,000 tons, phosphate rock 35,000 tons and coke 2,100 tons). T.G.S. Equipment: The installations and equipment of T.G.S. are constituted by a semi-automatic system for movement of solid bulk cargoes by three lines of operation, that is to say: Import Line: 1. Situated on the pier there are the following installations: 1 vessel discharger unit which is mobile with a nominal capacity of 970 t.p.h. lifting capacity on the hook of 25 tons, its own weight 900 tons, maximum load in the self-carrying silo of 600 tons, which uses grabs of the ‘clam shell’ or ‘trimmer’ large capacity type, with cycles of less than 60 seconds under normal conditions and two vibratory feeders for the Bla transporter with 700 t.p.h. each. Currently there are 7 grabs ranging between 4 cu.m. and 13.5 cu.m. 2. Connecting the pier and the storage area: 1 reversible conveyor belt Blb–48 in. – 1,200 t.p.h. – 1.6 m/sec. – 442 m. 3. Situated in the storage area: 1 belt transporter B2–48 in. – 1,200 t.p.h. – 1.6 m/sec. – 247 m. 1 mobile stacker, for piling bulk solid up to a height of 10.0 m., with a capacity of 1,200 t.p.h.

The recuperation of stored merchandise for delivery to the user is performed by means of mechanical shovels with direct feeding to trucks. Railway wagon feeding is planned for the near future. Quantity control of bulk products is performed by means of vessel draft and/or highway scale, 60 tons capacity, installed at the Port entrance. Average unloading capacity (production) under normal conditions is 500 t.p.h. Factors which reduce average production: Specific weight granulometrical and aggregation of bulk products. Improper stowage. Necessary clean-up of terminal between operations with different bulk products. Improper vessels (non-bulk carrying vessels). Export Line: 1. Situated in the storage area: 1 mobile loader fed by shovel with a capacity of 12 cu.m. with 2 vibratory feeders of 700 t.p.h. each; 1 belt transporter B3–48 in. – 1,200 t.p.h. – 1.6 m/sec. – 238 m.; 1 transfer tower B2/Blb. 2. Connecting the storage area and the pier: 1 reversible belt transporter Blb. 3. Situated on the pier: 1 transfer tower Blb/B7; 1 belt loader B7–54 in. – 1,200 t.p.h. – 1.6 m/sec. – 19 m.; 1 transfer tower B7/BB; 1 belt transporter B8–48 in. – 1,200 t.p.h. – 1.6 m/sec. – 331 m.; 1 belt transporter B9–48 in. – 1,200 t.p.h. – 1.6 m/sec. – 81.0 m. One mobile shiploader, with a nominal capacity of 1,200 t.p.h. and equipped with a telescopic arm which includes a lifting movement and a 54 in. belt. There is a second shiploader on the opposite side. The recovery of cargo stored for feeding the hopper is performed by means of mechanical shovel, storage being performed either directly from dump trucks onto storage area, arranging the material by mechanical shovel for area reduction, or by means of wagon/truck unloading line which is described below. Wagon/truck unloading line: Located in the storage area, consisting of: 1 underground wagon/truck unloading station, with 220 cu.m. silo and 2 vibratory feeders, capacity 700 t.p.h. 1 B6-48 in. conveyor belt – 1,200 t.p.h. – 1.6 m./sec. 54.0 m. 1 B2 conveyoy belt. 1 Stacker. General comments on the T.G.S.: Maximum specific load permitted 3.88 tons per. cu.m. Maximum granulometry – 400 mm. diameter. Total length of the 8 conveyors – 1,848.0 m. Currently, the conveyor system is regulated to the primary phase, that is: Belt velocity – 1.6 m./sec. Maximum belt volume capacity – 1,000 cu.m. per ton. Maximum load capacity – 1,200 t.p.h. In addition to the equipment already mentioned, the T.G.S. has at its disposal 3 sub-stations, 1 system control house with synoptic panel and 1 control building in the storage area. In order to perform operations, pre-established teams are assigned in advance, depending on the nature of the operation to be performed, which act within Codeba facilities. It should be noted that in operations for private facilities (Alcan, Nitrofertil, Urea and Caraiba Metais) both the equipment and the staff from the corresponding companies should work in a synchronised manner with the Codeba equipment and staff. For this purpose, the Terminal has an interlock system for basic functions and its own telephone communications system, which reaches specific areas, using VHF radio for remaining areas. Solid Bulk Cargo Terminal – T.G.S. – 2: Construction completed 1988. Operations commenced in 1989. The berth is equipped provisionally with a 16 ton electric portico crane. Length of berth 210 m., depth alongside 10.0 m. 2 berthing dolphins available. Liquid Bulk Cargo Terminal – T.G.L.: Completed in 1978, commenced operations in 1979, and is composed basically of: A berthing pier; 10 berthing dolphins; access bridge; platform; storage area (tanks); installations and equipment. Berthing Pier: In this terminal, the berthing is defined by the dolphins which are located at the side of the operations platform. North Berth: Depth 10.6 m.; largest cargo vessel permitted, 35,000 g.r.t./220 m. length; distance between fenders (2) 66 m.; maximum load – mooring heads – 50 tons (6); cylindrical fenders (2) – external diameter 1.20 m. ␺ 1.50 m. South Berth: Depth 11 m.; biggest cargo vessel permitted 25,000 g.r.t.; distance between fenders (2) 66 m.; maximum load – mooring heads – 50 tons (6); cylindrical fenders (2) – external diameter 1.20 m. ␺ 1.50 m. Note: Near the berth there is a slope which limits the operations here to the following: (a) Maximum vessel length – 120 m. (394 ft.) (b) Ships over 105 m. length must be equipped with bow thruster. (c) Ships of more than 80 m. (262 ft.) length must be assisted by a minimum of 3 tug boats and operations must be performed under favourable sea and weather conditions. (d) Time of manoeuvring is at the Pilot’s discretion. Mooring Dolphins: There are 10 mooring dolphins made of concrete on pipes with the following characteristics Dimensions 10 m. ␺ 10 m.; maximum level ␣4.60 m.; mooring capacity 50 tons. By virtue of the characteristics of the T.G.L. the dolphins are fitted with quick-release hooks to enable them, in case of necessity, to carry out prompt deberthing of the vessel.

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BRAZIL Access Bridge: Constructed of reinforced concrete on pipes with the following characteristics. Level – variable ␣10 m.; width – 9 m.; length – 324.60 m. Purpose – Access to the dolphins and platforms, passage for service vehicles, ambulance and fire fighting equipment. Support – There are two series of concrete supports on the bridge, level ␣4.65 and ␣6.55 m. for support and passage of pipelines. Platforms: Platforms made of concrete on pipes. Junction – On 3 levels with approximately 1,600 sq.m. Pumping – On only one level with access by metal ladder with approx. 200 sq.m. Operation – On two levels: upper level with 566 sq.m. and lower level with 2,068 sq.m. For reasons of safety, vessels must not transmit forces to the operations platform of the T.G.L. Storage Area (Tanks): Due to contracts with pre-established duration, signed with companies specialising in movement and storage of liquid chemical products, tanks and miscellaneous facilities were built in addition to equipment and installations on the pier and TGL feedback, capable of guaranteeing full operation of transport and storage systems for chemical and petrochemical products from the area of their entrance, with a high degree of efficiency and operational flexibility. Tank storage area operated by Tequimar – Terminal Quimico de Aratu S.A. A complex of 40 tanks in carbon steel, carbon steel lined with stainless steel, some for multiple purposes and others for a specific product only which will be handled and stored within rigid guidelines of security, distributed in concrete construction ducts. Installed capacity – with 40 tanks with 99,600 cu.m., thus: 2 tanks of 300 cu.m.; 12 tanks of 750 cu.m.; 12 tanks of 1,500 cu.m.; 8 tanks of 3,000 cu.m.; 2 tanks of 8,000 cu.m. and 4 tanks of 500 cu.m. Dichloroethane: Pipeduct for Dichloroethane (EDC) with 35 km. length connecting the terminal to the Camacari Chemical Complex. It is planned to increase the capacity by installation of more tanks in accordance with demand. Tank accessories: Blanketing with N2; heat installation with cooling serpentines; inlet and outlet valves motor-operated by remote tele-control; automatic level measuring with remote indicator; Automatic temperature measuring with remote indicator; central analogical computation system for control of stocks. System of Loading and Unloading of Vessels: Sleeves, 2 supports and 2 cranes for the movement of sleeves. Pier lines with flanged connection valves. 10 pre-pumping tanks of 8 cu.m. on the pier – for sampling. 10 pre-pumping tanks of 8 cu.m. in the storage area – for sampling. A complex of centrifugal ship-loading pumps with a nominal capacity of 250 t.p.h. Simultaneous transfer operation in all the pier lines. ‘‘Pig’’ device for internal cleansing and scraping of lines which handle various different products. A complex of pumps, of the screw type of 60 cu.m/h. used for draining the lines, pumping of samples and other emergency operations. There are also two more pumps with a capacity of 120 cu.m./h. intended for services which require greater outlet, for example transfer of liquids from one storage tank to another. Loading/unloading System for Truck Tankers: The operations of loading and unloading trucks are performed on bases located on parallel lines on jetties, at the points near the tanks or group of tanks. These bases (12) compose the ‘‘islands’’ under which are installed the pumps which permit loading or unloading trucks on one side or the other of the bases, by means of loading arms. All storage tanks are connected to the respective pumps. Auxiliary Units: There is in the port area a system of steam distribution, service air, drinking water, and nitrogen for all necessary operations and cleaning of pipelines in the terminal. Drinking Water System: A raised concrete storage tank with 15 cu.m. and one made of carbonic steel, with 500 cu.m. Feed is made by the distribution mains operated by Codeba with meters. Steam System: A tubular frame boiler, fed by diesel oil with a capacity of 2 t.p.h. of steam at a pressure of 6 kg./sq.cm. The steam is intended for service stations and for cooling the Dutrex tanks and the lines with ‘‘steam-tracing’’. One of the uses of steam is for the production of hot water for washing hoses. For this there are various water heating points distributed at the various points of consumption. Compressed Air System: The compressed air system consists of 2 (two) compressors of the two stage type with a capacity of 160 cu.m./h. at a pressure of 7 kg./sq.cm. It is intended for feeding service stations and its main function is the drying of hoses after washing. Mask Air System: The air system for breathing consists of various stations distributed within the loading areas for lorries and vessels. Nitrogen System: Nitrogen is stored in a pressurized tank of 17.6 kg./sq.cm. with a liquid capacity of 34 cu.m. The system with vaporiser was planned for a demand of 200 N cu.m/h., operating at a pressure of 5 kg./sq.cm. Nitrogen is used to inert tanks which require ‘‘Blanketing’’. It is also used for cleaning lines and for moving the ‘‘Pigs’’.

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Firefighting System: The firefighting system is constituted by equipments and installations. The water mains to combat fire using sea water through a ring of firefighting water which covers the tank area, the anchorage and those where work and administration is carried out. The capacity of the mains is 1,500 cu.m./h. being fed by 3 pumps of 500 cu.m./h. capacity each and a maximum pressure of 12 kg./sq.cm. Apart from the firefighting pumps, there is a ‘‘jockey’’ type pressurised pump of 50 cu.m./h. which maintains the mains continually pressurised at a pressure of 7 kg./sq.cm. With a complex of extinguishers of CO2 and chemical powder; a system for storage tank cooling; A system for foam firefighting; a system for fire alarm by means of local manually operated units; a system of communication of emergency by telephonic lines. Port Services: In view of foreman type contracts signed for pre-determined durations with Codeba, Tequimar may perform foreman services on its connections and those of others. However, it is up to Codeba to inspect such services as well as to control access to berths and vessel mooring. Installations and Equipment of Nordeste Terminais S.A.:Nordeste Tank Storage Area: A complex of 30 tanks in carbon steel, some for multi-purposes and others for specific products which will be operated and stored within rigid security guidelines and distributed in docks of containment made of concrete. Installed Capacity: 16 tanks with 28,200 cu.m. and there are under construction another 14 similar tanks with a planned capacity of 6,600 cu.m. Tanks under construction: 8 ␺ 300 cu.m. and 6 ␺ 700 cu.m. The capacity planned should bring up, after all phases of construction the total storage capacity to 63,000 cu.m. System of Loading and Unloading of Vessels: Sleeves, 2 supports and auxiliary arms for movement of sleeves. 5 pre-pumping 1 cu.m. tanks – for sampling on the pier. 5 pre-pumping 1 cu.m. tanks in the storage area, – for sampling. A complex of chemical centrifugal pumps for loading vessels with a nominal capacity of 204 cu.m./h. Simultaneous transfer operation in all the pier lines. ‘‘Pig’’ – device for cleaning the interior of lines which use different products. System of Loading and Unloading Lorries: The unloading operations of tanker vehicles are carried out in localized bases on the bridges which are nearest the tank or group of tanks in question. The bases are constituted by ‘‘islands’’, equipped with 80 cu.m./h. and 204 cu.m./h. pumps which enable simultaneous discharge. The loading operations of tanker trucks is centralised in a platform for loading tanker road vehicle’s point in which it will be possible to load 6 tanker lorries at a time by independent lines at each storage point. Drinking Water System: A raised tank made of concrete of 5 cu.m. and another one in carbon steel of 500 cu.m. Feed is made by the distribution network operated by Codeba with meters. Steam System: A flame-tubular boiler with a capacity of 1,000 kg./hr. The boiler is fed by BPF, the steam is destined for heating tanks with serpentines and service stations. Compressed Air System: Constituted by an Atlas Copco air compressor, continuously operated and which is used for feeding the service stations, cleaning and drying sleeves and tubes. Breathing Air System: Consists of various stations distributed in the loading areas for lorries and vessels. The stations are formed by batteries of fixed cylinders with hoses and individual masks. Nitrogen System: Nitrogen is stored in a pressurised tank 17.6 kg./sq.cm. with a liquid capacity of 27,800 litres. The nitrogen converts the inert atmosphere in the tanks which require ‘‘blanketting’’. Firefighting System: Water; foam; chemical powder, System of Industrial Safety: Cooling of tanks; system of alarms; systems of communication of incidents. General Information and Recommendations: Both the piers of T.G.L. and T.G.S. were planned so as to enable future dredging to adapt to 20 m. for berthing of large bulk carriers up to 100,000 g.r.t. Safety in operation of vessels: It is important that safety rules be observed during operations with ships at the terminal. (a) Special attention must be given during berthing to ensure that the vessel is properly moored avoiding any collision with dolphins and platforms or the breaking of hoses. (b) One bow cable and one stern cable must always be available in the event of any vessel needing to be removed in the event of fire on board or on shore. (c) Any repairs which require cutting, welding or other services involving the usage of heat on board or on the pier must be avoided wherever possible. Where such services are absolutely vital on board, a responsible person at the Terminal must be warned in advance so that the necessary precautions may be taken ashore. (d) It is fairly common for bunkering to take place from barges on the offside of vessels moored at the Terminal. This practice requires certain security measures and must be avoided at all costs during the loading and discharge of the vessels. (e) It is recommended that no movement of vessels takes place at T.G.S. whilst a tanker is mooring or unmooring at T.G.L.

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BRAZIL (f) Both at T.G.L. and T.G.S., mooring and unmooring of vessels must only be effected with the aid of tugs in accordance with the instructions of the Port Captain. (g) It is recommended that all vessels berth with the bow turned towards the Access Channel provided that this does not cause difficulties in ensuring a proper berthing and thus permitting a rapid departure in the case of emergencies. (h) Deballasting operations are only possible by using the adequate installation as owned by the Terminal and which is in perfect condition for usage, together with the collection of residue and at all costs contamination and pollution of the area must be avoided. Before commencing discharge or loading operations and after having drawn up a movement plan for the liquid product, it is obligatory to carry out a general safety inspection and of the conditions of installation including the system of communication between vessel and land and as proof of this a ‘‘Declaration of Inspection’’ must be drawn up on the appropriate form signed by a representative of the vessel and by the responsible person for the operation within the Terminal. One copy of this declaration must be sent to Codeba. Gas Products Terminal – T.P.G.: The works began in July 1980 and operations began in 1983. The terminal consists of a pier for handling of liquefied gases, including only one mooring berth. The terminal is basically composed of: Operations platform Landing and mooring dolphins (6) Access bridge Access jetty Storage area/facilities and equipment Operations Platform: Platform is reinforced concrete supported by tubes of reinforced concrete supported by tubes of reinforced concrete of 100 cm. diameter connected to the coast on the one hand by a land connection and by a bridge. It is protected by impact from the vessels by mooring dolphins – one at each end. The platform will support the structures for the loading arms, tubes, pumps, auxiliary crane, the foam storage tank, the emergency gangway and operation and control buildings. Main characteristics: area – 33 m. ␺ 20 m. ␦ 660 sq.m.; level – ␣4.50 m.; depth of the project – 10.9 m.; permitted vessel size – 20,000 g.r.t. length 180 m. Mooring Dolphins: The two mooring dolphins consist of a block of reinforced concrete of 18 m. ␺ 10 m. ␺ 1.80 m. supported by 6 concrete tubes 120 cm. diameter. Each one of the 4 dolphins consists of a block of concrete 10 m.␺10 m.␺1.5 m. supported by 4 tubes of 120 cm. diameter. All the dolphins are equipped with 10 mooring hooks of 50 tons each of the quick release type. Each of the mooring dolphins will be equipped with 3 fenders made of rubber and in a cylindrical shape with a diameter of 60 cm. ␺ 150 cm. The mooring dolphins will be accessible by 4 concrete gangways and 4 metal ladders on the sea side. Access Bridge: The access bridge consists of a superstructure made of reinforced concrete supported by reinforced tubes of 100 cm. diameter. Access Dock: The access dock is built of hard stone which is resistant to sea water. The land connection and the access bridge will carry the necessary ducts and piping and the access path arranged for 2 lines of traffic, thus admitting free access for vehicles. The control of access to the pier to persons and vehicles will be the responsibility of Codeba. Tank Park and Facilities of Terminal de Gases Ltda. – TEGAL: Tanking Park: 1 cryogen tank destined to storing ethene at 106␥ Centigrade and 15,000 cu.m. capacity. Refrigerated sphere tank for butadiene at – 45␥ Centigrade and 3,200 cu.m. capacity. 1 sphere tank for MVC at ambient temperature. Capacity for 3,200 cu.m. System of pumps. Flow: 250 cu.m./hr. 4 ‘‘islands’’ for trucks loading/unloading. Flanged nets to connect land pipeducts. Crane to move nets. 4 additional tanks (total capacity 18,200 cu.m.) available. Tank Accessories: Automatic level measuring. Automatic temperature measuring. Thermal insulation of lines. Tegal complementary facilities: Nitrogen System N2 is stored in pressurized tanks at 17.6 kg/sq.cm., with net capacity of 34 cu.m. Compressed air, potable water and steam are supplied by Tequimar through interconnecting lines. Fire Defense System: Water supply is made by Tequimar. Other Facilities: Control Room. Room for JPG pier operators. Fertilizantes Nitrogenados do Nordeste, SA – Nitrofertil: This company has at TPG, complete facilities for the operation with Ammonia, which includes a sphere/reservoir with 30,000 cu.m. capacity. CARGO HANDLING FACILITIES: The port has 3 loading shovels of 3 cu.m., 1 mobile crane up to 20 tons, 1 front stacker of 3.2 tons, 1 agricultural tractor, 1 bob cat tractor, 2 fast action fire fighting trucks, 1 pump and tank truck for fire fighting. FRESH WATER: Small quantities available. FUEL: This is done by lighter and only at the solid bulk cargo terminal (T.G.S.). CONSULS: See ‘‘Salvador’’. REPAIRS: There is a workshop under construction.

DRY DOCKS: There is a naval dry dock in Aratu capable of handling vessels up to 45,000 d.w.t. It has dimensions 230 m. by 30 m. wide. Depth 11.5 m. However, the access channel will only allow vessels of up to 10 m. draft, though this is expected to be increased shortly. AIRPORT: 2nd of July Airport at Salvador, 43 km. from the port. TIME: GMT minus 3 hours. HOLIDAYS: National: 1st January, 21st April, 1st May, 7th September, 15th November, 25th December. Municipal: Fixed: 2nd February, 14th August. Movable: Good Friday. Traditional: Movable: Carnival – Tuesday (Mardi Gras) and Ash Wednesday – Corpus Christi. Fixed: St. John (June 24th), July 2nd, November 2nd. GENERAL: Useful Addresses: 1. Terminal of Madre de Deus – Temadre. Baia de Todos os Santos. Products handled: oil and derivatives. Tel: 801-1821. 2. Dow Chemical Terminal – Baia de Todos os Santos. Products handled: chemical products. Tel: 801-1011 and 801-2211. 3. Terminal of Usina Siderurgica da Bahia – Usiba. Baia de Todos os Santos. Products handled: bulk ore. Tel: 594-8311. 4. Terminal of Fabica de Cimento Aratu. Baia de Todos os Santos. Products handled: cement and limestone. Tel: 594-9488. 5. Terminal of Equipetrol. Baia de Todos os Santos. Products handled: pre-inspection of rig structures. Tel: 594-8811. 6. Sao Roque Terminal (Petrobras). Estuary of the Paraguassu River. Products handled: rig parts and structures for oil drilling. Tel: 242-7997 and 242-7797. 7. Terminal of IMBASA – Industria de Mamona da Bahia, S.A. Baia de Todos os Santos. Products handled: vegetable oil (castor oil). Tel: 594-9133 and 594-9386. AUTHORITY: Cia. das Docas do Esta do da Bahia – CODEBA, Av: da Franca – S/No., Estacao Maritima, Municipio de Candeias, Estado da Bahia – Cep 43700 Brazil. Tel: (071) 243 – 5066. Telex: (071) 1110. FAX: (071) 241 6712. Email: [email protected] WWW: www.codeba.com.br Contact: Dr. Osvaldo C. Magalhaes.

AREIA BRANCA, including Salineiro Terminal: 04.49 S. 37.03 W. (See Plan) LOCATION: In open sea 14 km. out from the continent, near to the town of Areia Branca and 28 nautical miles NW of Macau City. General Description: The port is a dedicated facility, handling up to 3.5 million tons of marine salt per annum. Charts: DHN No. 703 and 720 cover the port area. DOCUMENTS: Clearance: The Health Authorities of the Port have representatives in the town of Areia Branca, but the Federal Police do not. Therefore, in the event of there being a necessity, the ship’s Agent must communicate, sufficiently in advance, with the Port Authorities of Natal, when representatives will be sent to Areia Branca, to carry out vessel inspections. Addresses and telephones of Port Authorities: Port Captaincy Agency: Rua Joao Felix, 12, Areia Branca. Tel: ␣55 (84) 332 2211. Maritime Work Post: – At the top of the CP-RN Agency Building at Areia Branca. An Advocate is employed with duties and representation at Areia Branca, in the Maritime Work Delegation. Tel: ␣55 (84) 332 2022. Federal Customs in Areia Branca: Tel: ␣55 (84) 332 2425 and 332 2426. APPROACHES: Access to the Terminal: The access to the terminal for vessels of medium tonnage is made by a channel 13 m. depth (length 15 km., width 1.2 km.) at minimum level. This channel goes to the mooring point from Joao da Cunha Reef. Manoeuvring Basin: Length 2 km., depth of water 12 m., at minimum water level. Lighting and Buoys: The lighting and buoys are as follows: One navigational light buoy at the beginning of the access channel; along this channel and in the manoeuvring basin are distributed a further 10 unlit buoys. Tidal Variation: From 0.10 m. to 3.90 m. PILOTAGE: Pilotage is obligatory, from the pilotage anchorage to any point in the Port area for vessels of more than 2,000 g.r.t. Pilots must be requested by radio, through the Agencia Maritima Ltd, Rua Cel. Aureliano, 37, PO Box 138, Tel: ␣55 (84) 222 1449 or, at Rua Cel. Fausto No. 481, Tel: ␣55 (84) 332 2001 and 332 2011 at Areia Branca. Contacts must be maintained with the Marine Agency with regard to the taking on of Pilots and this must be done a minimum of 10 hours in advance of the arrival of the Pilot at the point of embarkation by virtue of the distance between the town and the point of embarkation and the dependency upon the tide. ANCHORAGES: (a) For vessels of any g.r.t., awaiting berthing orders or awaiting repairs – between parallels Lat. 04␥ 49' 18" S. and Lat. 04␥ 49' 48" S. and meridians Long. 37␥ 02' 54" W. and Long. 37␥ 03' 48" W. (b) For vessels in quarantine – As above. (c) For pleasure craft – between parallels Lat. 04␥ 54'00" S. and Lat. 04␥ 54'18" S. and meridians Long. 37␥ 07' 24" W. and Long. 37␥ 08' 12" W. (Inner Area). (d) In the event that the Island Port is not working, due to damage to its equipment, the anchorages mentioned above will be used where the vessels will receive salt directly from barges. (1) Inner Area – Limits mentioned in (c) can be used with safety by vessels drawing up to 12 ft. of water. (2) Outside Area – between parallels Lat. 04␥ 51' 12" S. and Lat. 04␥ 52' 00" S. and meridians Long. 37␥ 04' 00" W. and Long. 37␥ 05' 12" W. can be used with safety by vessels drawing up to 22 ft. of water. (e) Restrictions: Anchoring is not permitted in the access channel nor in the manoeuvring area. Also see ‘‘Berthing’’.

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BRAZIL RESTRICTIONS: No night navigation. Vessels not directly concerned with port operations, must travel at a minimum distance of 1,000 yards off the Island Port berthing dolphins. MAX. SIZE: 37,500 d.w.t. Also see ‘‘Berthing’’. TUGS: 1␺1,680 h.p., 20 tons bollard pull. Normally there is no need for tugs for berthing or for unberthing except in the case of damage to machinery or when the action of the wind is sufficiently strong to throw the vessel against the dolphins (winds from the sector S.E. – S.W.), in which case the following regulations must be observed: vessels up to 38,000 g.r.t. must use 1 tug, but it is not advisable to try to berth or unberth with winds greater than 25 knots. BERTHING: Manoeuvring Area: This is a strip 400 m. long in front of the dolphins, between the meridians Lat. 37␥ 02' 24" W. and Lat. 37␥ 02' 54" W. Depth: From 12 m. to 23 m. It is expressly prohibited to anchor anywhere in this area which is reserved for berthing and unberthing operations. Island Port Resources: Berthing Quay: 1. For vessels: Constituted by 3 dolphins, each with a mooring head and a hook. Distance between the end dolphins, 78.6 m. The system of berthing is completed by 3 buoys. Depth 18 m. Vessels berth port side to on 3 dolphins, using starboard anchor and moored to 3 buoys. 2. For Barges: Situated on the S.W. side of the artificial island there is a 195 m. long quay, for berthing barges. Depth 7 m. River Mossoro: For vessels with less than 3.5 m. draft, dependent on the tide, entering or leaving the town of Areia Branca, there is a deviation due to the previously used channel being silted up, which makes it obligatory to have help from the local Pilots. BULK CARGO FACILITIES: Cranes/Stackers/Rolling Bridges/Loaders/ Suction Units: The salt is transported from the storage area on the Island Port to the vessel’s hold by means of a conveyor working at a speed of 1,500 t.p.h. At the end of the conveyor there is a rotary loader, supported on one side on a pivot on a metal transfer tower platform and on the other by a curved track structure. The loader permits only rotary movement (sector of 17␥ – 22␥) with also axial displacement and rise (with a range of 39 m.) which makes it possible to load two different vessel holds when necessary. The island port has a daily capacity of 15,000 tons. Transport Along the Quay: The salt is unloaded from barges moored on the quay on the S.W. face of the island by 3 jib cranes, rolling bridge type, moving on a railway line and equipped with clam shell grabs, with nominal capacity 2␺350 t.p.h. and 1␺450 t.p.h., connected with weighbridges, hoppers and mats for formation of piles. It is possible to discharge the salt directly in the piles (storage area) or into the equipment which forms them, or even directly into the loading mat which makes it possible in this case to effect direct transfer of the salt into the vessels. The salt in the storage area is also moved by 2 loading shovels with a nominal capacity of 600 t.p.h. and 2 tractors. Pontoons/Barges/Launches/Lighters: The Rio Grande do Norte Docks Company (CODERN) has 1 self-propelled barge with a capacity for transporting 1,300 tons of salt from Areia Branca, Guamare and Macau to the Island Port. The Frota Oceanica (Maritime Services company) has 3 barges in operation with a capacity for transporting 1,500 tons of salt each. The Hernave (Maritime Services company) has 2 barges in operation with a capacity for transporting 1,300 tons of salt each and 600 tons. The HB Navegacao (Maritime Services company) has one barge in operation with a capacity for transporting 1,100 tons. The Mercovias (Maritime Services company) has one barge in operation with a capacity for transporting 2,100 tons. Storage Area: The island port has a total storage area of 12,000 sq.m., capable of storing up to 100,000 tons of salt. SPECIALISED CARGO HANDLING FACILITIES: No facilities for container or Ro/Ro traffic. STEVEDORES: Stevedores are not necessary. The Island Port works 24 hours a day. MEDICAL: In the Island Port, there is an infirmary for first aid treatment, where there is always a nurse on duty. There is no doctor on duty. Nearest hospital is at Mossoro, 50 km. away. FRESH WATER: In the Island Port there is an artesian well which permits a supply of water to berthed vessels via a pipe-line in the metallic structure at the berth. Capacity: 50,000 litres/hour. From the end of the pipe, supply is effected by means of 2.5 in. hoses. FUEL: Supply of diesel oil to vessels is possible through the self-propelled barges of the Rio Grande do Norte Docks Company (CODERN). Supply will be made preferably with the vessel anchored. Each barge has a capacity to supply up to 20,000 litres of diesel oil. Orders must be made 48 hours minimum in advance in order that the Rio Grande do Norte Docks Company (CODERN) can take the necessary steps for topping up the tanks at the Island Port. REPAIRS: Active shipyard authorised by SUNAMAM to construct vessels up to 1,000 tons gross carrying weight. They also carry out naval repairs and have workshops and underwater repair facilities. The Salineiro Terminal has a workshop capable of carrying out small repairs. GANGWAY/DECK WATCHMEN: The Rio Grande do Norte Docks Company (CODERN) has a group of watchmen, 25 strong, which works between the Island Port and the office in Areia Branca, there always being a minimum of 6 at the Island Port. AIRPORT: Nearest at Mossoro, 50 km. distant, served by commercial flights. TIME: GMT minus 3 hours.

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HOLIDAYS: National: 19th January, 21st April, 1st May, 7th September, 12th October, 15th November and 25th December. Movable Holidays: Monday and Tuesday of Carnival, Ash Wednesday, Good Friday and Corpus Christi. Commemorative Days: 28th August (Banks), 28th October (Public Officials), 30th October (Business), 2nd November (All Saints), 28th January (Port Workers). Municipal Holidays: 6th January (Foundation of the City), 21st November (City of Natal Celebration), 15th August (City of Areia Branca Celebration). Local Holidays: 15th August, Our Lady of the Mariners; 8th December, Immaculate Conception. POLICE/AMBULANCE/FIRE: Tel: ␣55 (84) 332 2057. TELEPHONES: No facilities exist for placing telephones on board vessels. GENERAL: Emergency Services: The Salineiro Terminal has 1 tug used in port operations which can be used in a situation of emergency in life saving and salvage operations. AUTHORITY: Companhia Docas do Rio Grande do Norte (CODERN), Av. Eng. Hildebrando de Gois 220, Ribeira, 59010-700 Natal, RN, Brazil. Tel: ␣55 (84) 211 5311. FAX: ␣55 (84) 221 6072. Email: [email protected] WWW: www.codern.gov.br Contact: Carlos Ivan da Camara Ferreira de Melo, President (Email: [email protected]). Emerson Fernandes Daniel, Jr., Deputy Port Director (Email: [email protected]). Terminal: Terminal Salineiro de Areia Branca, Cais Tertuliano Fernandes 81, Areia Branca, CEP 59655-000, RN, Brazil. Tel: ␣55 (84) 332 2321. FAX: ␣55 (84) 332 2399. Email: [email protected] WWW: www.codern.gov.br Contact: Paulo Machado, Port Manager.

BARRA DO RIACHO, including Portocel: 19.50 S. 40.03 W.

(See Plan)

LOCATION: Situated in Praia das Conchas, Portocel, the specialised Terminal of Barra do Riacho, is part of the municipal district of Aracruz, in the north of the State of Espirito Santo, 30 nautical miles from the Port of Vitoria, whose jurisdiction it is under. Position: Lat. 19␥ 50' 15" N., Long. 40␥ 03' W. Description: Portocel, a private terminal belonging to Aracruz Celulose SA and Celulose Nipo-Brasileira SA – CENIBRA, specialises in the handling of woodpulp and the discharge of salt, wood and sulphur to both mills. The Terminal consists of the following components: 2 breakwaters for protection. A berth of 230 m. length. A closed warehouse with an area of 28,000 sq.m. An open warehouse with an area of 3,000 sq.m. Administrative offices. Charts: Chart no. 67-1420, issued by DHN. APPROACHES: The Aracruz mill, which stands approximately 1 mile inland, is very prominent from seaward and can be seen from a distance of 20 miles, giving an excellent radar response. The maritime access to the Terminal is shown on Nautical Chart No. 67-1420. Approach Channel: The approach channel to the Terminal is on a heading of 065␥, and is approximately 150 m. wide, 670 m. long. and 13.5 m. depth. This distance is measured from the buoys to the opening between the breakwaters. The channel is marked by Light Buoys No. 1 and No. 2 and breakwater lights. Buoys: There are 2 buoys placed at the approach channel entrance, two lights on the breakwaters’ heads, two light buoys installed along the turning basin contour, two lights along the berthing area border, two alignment lights located in Praia das Conchas and two lights on the quay extremity. Breakwaters: The protection against wave action is provided by 2 breakwaters; one on the north side and the other on the south side. The northern breakwater was constructed with 160,000 cu.m. of rubble mound, distributed along 3 stretches with a total length of 850 m. This breakwater extends easterly for 150 m. curving, southward for 430 m. and finally stretching north-south for 270 m. The southern breakwater is also composed of 3 stretches extending eastward for 685 m., then bending northward for 288 m. The final stretch is inclined 4␥ northward for 447 m. The southern breakwater is 1,420 m. long and was constructed with 680,000 cu.m. of rubble mound. The breakwater layout does not cause additional difficulties to the entry to or departure from the Terminal. Turning Basin: The turning basin is placed in the protected area provided by the breakwaters. Its diameter is 360 m. with a depth of 11.8 m. PILOTAGE: As pilotage is compulsory to and from the Terminal, Pilots must be requested 4 hours in advance from Vitoria, where 20 Pilots are stationed. Pilots come to the Terminal by road, a journey time of 1 hour and 30 minutes. Pilotage area extends from the pilot receiving place at Lat. 19␥ 50' 30" S., Long. 40␥ 02' 00" W. to the berthing area. ANCHORAGES: Outer Anchorage Area: Ships must anchor in a circular diameter situated approximately 2 miles east of the port entrance. Its centre point is at the coordinates: Lat. 19␥ 50' 30" S., Long. 40␥ 02' 00" W., with a basically sandy bottom and a depth of 20 m. Prohibited Anchorage: According to Nautical Chart No. 1420, anchorage is prohibited in the area near the south side breakwater and near Aracruz’s submarine pipeline. MAX. SIZE: LOA 200 m. Beam 35 m. Max. Draft Low Tide High Tide Turning Bay 9.3 10.9 No turning 10.3 11.9

We welcome all advice, updates and additions to this information.

BRAZIL Depth along the quay is 11.80 m. (Master reports that vessel sounded around at L.W. and found a least depth of 11.2 m. Other soundings ranged from 11.5 m. to 12.0 m.). VHF: Contact is made with Vitoria on Channel 11, and stand-by Channel 16 for calls on a 24 hour basis. The radio communication with Portocel can also be made on Channels 10 or 12. TUGS: Tugs used in ship’s manoeuvre must be requested from Vitoria, from where they will take 3.5 hours to arrive at the Terminal. The tugs, 13 in all, are equipped with 1,500 h.p. – 2,800 h.p. engines. Requirements are shown below: Turning after Ship Entrance: Draft No. of Tugs under 30 ft. 2 over 30 ft. 3 (one being Schotell) Turning or not before Leaving: 2 tugs required. BERTHING: The Terminal offers 2 berths (Berth 1: 230 m. and Berth 2: 200 m.) Berth 1 is paved with 2 m. ␺ 2 m. steel reinforced concrete squares of 0.12 cm. thickness, and Berth 2 has a concrete pavement, and can receive ships of up to 45,000 d.w.t. It is an open piled structure with a platform 22 m. wide, dredged at 12.5 m. (Also see ‘‘Max. Size’’). Near the quay front face are 8 bollards with a capacity of 100 tons each, spaced at 25 m. and 32 m. alternately. The quay front is also provided with pneumatic fenders placed at alternated distances of 12.5 m. and 16.3 m. There is a weighbridge, capacity 80 tons, located between the main entrance and Berth No. 7. Storage: Warehouse No. 1: Located at the back of the quay, 168 m. long and 72 m. wide, with a storage capacity of 40,000 tons of woodpulp, in an area of 12,100 sq.m. Warehouse No. 2: Situated between the entrance gate and Warehouse No. 1, a metal structure with an area of 3,000 sq.m. to store woodpulp from Cenibra. Warehouse No. 3: Located between Warehouse No. 1 and the Approach Channel, with capacity of 45,000 tons of woodpulp in an area of 13,000 sq.m. Salt Stockyard: Located near the north side breakwater is the stockyard for the storage of Cenibra’s salt. It has a capacity to store 15,000 tons of bulk salt. Equipment: As the Terminal is not equipped for cargo transshipment, this operation is handled by the ship’s gear. The discharge and handling operations from Aracruz’s woodpulp trucks and Cenibra’s rail wagons, as well as the stocking and cargo transport to the ship’s side, is done by forklifts. Presently, there are 25 Hyster and 2 Clark forklifts in operation. CRANES: Not available. MEDICAL: Hospitals in Vitoria and Aracruz. FRESH WATER: A water supply of 50 cu.m. to 100 cu.m. (depending on the rainy season) per day is provided by Aracruz Celulose SA, by means of a 3 in. diameter pipeline. The water is stored in a cistern with a capacity of 200 cu.m., situated under the utility building. The water is then pumped to an elevated reservoir with a capacity of 110 cu.m. on the N.E. border of the same building. 2␺6 in. diameter lines leave the elevated reservoir to supply water to the administrative area and the pressurised fire control system. A 6 in. diameter cold water line runs parallel, approximately 240 m. to the front face of the quay. REPAIRS: No facilities. AIRPORT: At Vitoria. Aracruz Celulose expects to build an airport for mid-sized aircraft in approximately one year. TIME: GMT minus 3 hours in winter. GMT minus 2 hours in summer from 20th November until 20th February. GARBAGE DISPOSAL: Available. WASTE OIL DISPOSAL: Not available. SEAMAN’S CLUBS: The seaman’s club is situated in the town. WEATHER: Rainfall: The mean annual rainfall is 1,400 mm. in the area of the Terminal. During the rainy months of November to January, the monthly average is 200 mm., with December having the highest rainfall indicators. June and July are dry months, with precipitation averaging 25 mm. – 45 mm./month, totalling approximately 10 rainy days during the two months. Fog: The period in which fog can occur is September to January. The medium registers, however, for those months are below the value of 6 on a scale of 0 – 10, not causing any serious difficulty to navigation, the ship’s access or port operations. Winds: During the summer, the predominant wind is northeasterly, and in the winter southwesterly and northwesterly. Velocities registered during the year seldom affect the ship’s manoeuvring and operation. Tides: Tides in Barra do Riacho have semi-diurnal characteristics, with the following values according to Diretoria de Hidrografia e Navegacao – DHN, from the Ministry of Naval Affairs. MHWS (Mean High Water Spring): 148.36 cm. MHWN (Mean High Water Neap): 103.73 cm. MLWS (Mean Low Water Spring): 13.12 cm. HWF&C (High Water Full and Change): 11 hours 59 minutes. Flow: The tidal flow presents a low velocity pattern in the area, and according to measurements taken in Aracruz, do not exceed values above 0.1 m./sec. These measurements, however, indicate a corelation between wind ␺ velocity and flow direction on the surface. The flow velocity distribution, according to the measurements taken and the corelation between flow ␺ wind, is: 0.25 m./sec.: exceeded velocity in 75 days/year. 0.40 m./sec.: exceeded velocity in 20 days/year. 0.50 m./sec.: exceeded velocity in 5 days/year. 0.60 m./sec.: exceeded veolcity in 1 day/year. Due to this corelation, the southerly flows predominate from December to March, and the northerly flows from June to September. The flow velocities at Portocel do not reach values that cause difficulty to shipping traffic in the area.

GENERAL: Access: By Road: The Terminal can be accessed by way of a paved road of 1.8 km., which also links the port to the mill of Aracruz Celulose. This access intersects with the ES-010 highway, connecting the port to the municipal and federal transport system of the State of Espirito Santo. The Terminal is, therefore, linked to the State capital, Vitoria, and to the other economical centres of the country. Travelling south from the Terminal, the ES-010 crosses the summer resorts of Santa Cruz, Nova Almeida, Jacaraipe, Manguinhos and finally arriving in Vitoria, a total distance of 70 km. Road access is also possible via the ES-257, which intersects with the BR-101, passing through the municipalities of Aracruz and Ibiracu, and on to Vitoria, 100 km. to the south. By Rail: Rail access is available through a branch line of 46 km. from the Piraque-Acu Station, near Jooo Neiva. Here, the line connects with the main Vitoria/Itabira Estrada de Ferro Vitoria-Minas – EFVM – line, 75 km., from Vitoria, integrating it with the Companhia Vale do Rio Doce (CVRD) railway system. Main manoeuvres take place at the marshalling yard located 4 km. from the Terminal. Weather Station: The Terminal is equipped with a compact weather station (Davis Instruments – Weatherlink) which consists of a pluviometer, an anemometer and a thermometer, all of which are linked to a computer permitting the control of weather registers. Security: Portocel offers complete 24 hour security service in and around the installation, as well as at main points of entry and exit. Auxiliary Buildings: Situated 150 m. behind Warehouse No. 1 is the administrative area, the restaurant, garage and workshop, forming just one building. This internal service building is a single story building with a vaulted cover that extends over an area of 1,600 sq.m. Administrative Buildings: The administrative section is situated in a reserved area of 600 sq.m., in the centre of the internal services building. This section houses 16 offices, WCs, dressing room, auditorium and a storehouse, as well as facilities for Customs Officers. Restaurant: To serve port employees, a restaurant with an area of 54 sq.m., is situated on the north side of the internal services building. Adjacent to the restaurant is a snack bar of 20 sq.m. Workshop and Garage: Next to the administrative section is a workshop and garage which is used exclusively for the maintenance and repair of port equipment. AUTHORITY: Portocel-Terminal Especializado de Barra do Riacho s/a, Caminho de Barra do Riacho s/n, CEP 29190-000 Aracruz, Espirito Santo, Brazil. Tel: ␣55 (27) 3270 4444. FAX: ␣55 (27) 3270 4433, 3270 4424. Email: [email protected] WWW: www.portocel.com.br Contact: Mario Luis Martins de Almeida, Operations Manager. AGENT: See ‘‘Vitoria’’.

BELEM: 01.28 S. 48.29 W.

(See Plan)

PORT LIMITS: Subject to Charter Party Terms, vessel normally considered an ‘‘arrived ship’’ when at Val-de-Caes Anchorage, Icoaraci Anchorage, or alongside the quay. DOCUMENTS: See ‘‘General’’ before first port. APPROACHES: The port is located on the right-hand side of the Bay of Guajara, running North/South, limited to the left by the island of Oncas 19 km. long and other similar islands which are in front of the River Para, with 3 wide entry channels being provided i.e. 1. Between the bar and the island of Fortim used by deep sea vessels and large coasters. 2. Between the islands of Arapiranga and Cotijuba which is used by small coasters and the typical local river craft known as ‘‘gaiolas’’. 3. The Carnapijo Channel behind the island of Oncas which provides communication at high tide with the Bay of Marajo with a shallow which divides it in the middle into two channels, one to the West with 12 m. to 20 m. depth at the foot of the above island and the other to the East next to the city and where the current port is located with 6.0 m. to 9.0 m. depth. Comprehensive considerations make it that this latter channel to the East deserves special studies which allow the following details to be presented: Length 6,000 m. Width 90 m. to 180 m. Depth 6 m. – 9 m. Draft 5.1 m. – 7.3 m. Average annual siltation 600,000 cu.m. The Turning Basin: The port has a wide turning basin 500 m. long, 500 m. wide with a depth of water between 5 m. – 6 m., an annual siltation of 400,000 cu.m., fully equipped with buoys and lights under the control of the Technical Council of the Directorate of Hydrography and Navigation of the Brazilian Navy. The Light Buoy ‘‘Tatuoca’’ leads to the port entrance. It is located at Lat. 01␥ 11.22' S., Long. 48␥ 29.50' W. PILOTAGE: Pilot usually ordered through vessel’s Belem Agent, ETA at least 48 hours in advance and confirming not less than 24 hours prior to arrival. Vessels can apply direct to Pilot Station (on condition that local radio station is operating). Telegraphic address ‘‘Praticagem – Salinopolis’’, and call sign of Salinopolis (or Salinas) Radio Station is PPL. Pilot Station Fax: ␣55 91-823-2141. Pilot boards at a point 7 miles North of Salinas Lighthouse (Lat. 00␥ 29' 06" S., Long. 46␥ 23' 01" W.); a red motor-launch is used. Launch carries a red flag with a black P; it also has a black P painted on each side and on cabin roof. If pilot boat not in position on arrival of vessel, position 7 miles North of the light is a safe anchorage. Masters who do not know area should approach Salinas with caution. Also see ‘‘Radio’’. ANCHORAGES: Vessels with a draft greater than 26 ft. anchor off Icoaraci, 7 miles from the port where they work cargo. Vessels that are impounded anchor off Val-de-Caes (Draft 7.92 m.). Vessels undergoing repairs anchor off the Naval base dock at Val-de-Caes.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Vessels with a draft of less than 26 ft. anchor at Val-de-Caes. Co-ordinates: Lat. 01␥ 24' 01" S., Long. 48␥ 30' W.; Lat. 01␥ 21' 03" S., Long. 48␥ 29' 03" W. and Lat. 01␥ 08' 09" S., Long. 48␥ 28' 03" W. Between Icoaraci and Val-de-Caes, there is a shallow spot at Tapana, which ships should approach with caution, although bottom is soft mud and sand. Channels: From Pt. Mosqueiro to Belem, the channel shoals rapidly. The shallowest section is 6.0 m. at L.W., about 3 miles North of the airport. This can only be navigated by deep draft vessels 2 hours either side of H.W. HEALTH: Maritime Police, Customs and Port Health board vessel on arrival at whichever anchorage is used, or alongside. Pratique granted on the presentation of documents. Vessels coming from abroad or other Brazilian ports are not exempted from further inspection for mosquitoes. The Free Pratique does not exempt the vessel from being visited by the Port Health Authority when the latter considers this to be necessary. Documents required for Free Pratique: 1. Vessel details: (a) Name, class and flag. (b) Name of port and country (or Brazilian state) where voyage started and date of departure. (c) Port(s) of call, country(ies) (or Brazilian states) with respective dates. Mention the last 5 ports. 2. Sanitary conditions on board: (a) The occurrence of death on board. (b) The occurrence of any sickness. (c) The occurrence of mortality of rodents. (d) The occurrence of medicine consumption during the voyage, indicate the name and quantity supplied per person. (e) Amount of fresh water available on board. Indicate where the last supply of fresh water took place. (f) In case of a vessel in ballast, advise where the ballast water intake took place and the quantity. 3. Operational conditions of the systems of dejection and used water: (a) Is there a possibility that faecal objects which had not been treated could be expelled in to the waters of the port. (b) Description of drainage system and sanitary treatment. (c) The cubic capacity of the dejecting/used water tank and its capacity in number of days of retention. (d) The stock of disinfectant material. 4. A letter of guarantee to comply with the following: (a) Confirmation of exact time of arrival of the vessel, one hour ahead of arrival. (b) Definition of vessel berthing position. (c) Deballasting of dejection/used water tank 12 nautical miles from the coast and its immediate sealing. (d) Not to jettison waste assembled on board during the vessel’s stay in port. (e) Absence of infestation by vermin (mosquitoes, cockroaches, rats) in vessel compartments. (f) Absence of cargo accidents with risk to public health and the environment. 5. To present, on berthing, the following documents: (a) Maritime Health Declaration. (b) Crew List. (c) Passenger List. (d) List of psychotropics and drugs. (e) List of cargo to be discharged and loaded. (f) List of Yellow Fever International Vaccination Certificates of crew and passengers. (g) International Derat Certificate. (h) Free Pratique document issued by Sanitary Authority in another Brazilian port. VHF: Salinopolis Pilot Station on Channel 16, working on Channel 11. RADAR: Not available. TUGS: Not available in Belem. BERTHING: The quays are of cement and sand construction on a base of stones, which is, in turn, on a bed of hard clay. The quay height is a max. of ␣4.50 m. to accommodate the max. tidal rise of up to ␣3.20 m. Soundings taken in 1998, for vessels alongside in relation to the hydrographic zero of the port are as follows: Length of quay Depth Location (m.) (m.) 75 2.5 South face and North face of Marechal Hermes Dock 100 5.0 – 6.2 Warehouse 4 – Near P. Teixeira Square 385 6.7 – 7.5 Warehouses 5, 6 and 7 135 8.0 Warehouse 8 270 7.5 – 8.5 Warehouses 11 and 12 125 8.8 – 8.5 Ocrim Silo to the end of the wall CARGO HANDLING FACILITIES: 15 electric cranes (with capacities between 3.2 tons and 12.5 tons), 1 self-propelled floating crane of 200 tons capacity, 1 mobile crane, 2 forklifts, 2 grain suction towers, 3 weighbridges (30 – 60 – 80 tons), 6 pick-ups, 2 trucks, 1 tractor. Containers should be handled by ship’s gear. Solid bulk is handled by port gear. General cargo can be handled by ship’s gear or port gear. BULK CARGO FACILITIES: There are 13 available warehouses with a total capacity of 228,000 cu.m. of covered storage. Open storage of approximately 64,480 sq.m. 2 regular silos for grain, with capacity of 12,317 cu.m. Hourly discharge rate: 140 tons at the beginning and 73 tons at the end of unloading operation. For grain suction, there are 2 fixed towers, capacity 100 t.p.h. and 40 t.p.h. The suction unit for 100 t.p.h. has the following characteristics: 1 mobile pneumatic suction tower for 100 t.p.h., 65 m. belt transporter of the elevated type with 200 t.p.h. capacity, including 2 end stations for drive of 40 h.p. each; 1 bucket-type elevator with 200 t.p.h. capacity, a height of 64 m., including an end drive station of 75 h.p.; 1 weighing tower with 200 t.p.h. capacity.

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SPECIALISED CARGO HANDLING FACILITIES: A limited number of containers are handled at the general cargo berth. Containers are discharged and loaded using ship’s own gear with shore side transit by means of trucks. There is a container yard with 30,280 sq.m. STEVEDORES: Port Operators: The recognised working hours of port, port operators and stevedores are: 0700 until 1100 hrs. and 1300 until 1700 hrs., Monday to Friday. 1100 until 1300 hrs. – overtime. 1900 until 2300 hrs. – night shift (extra payment). 2300 until 2400 hrs. – meal time. 0000 until 0400 hrs. – night shift (extra payment). 0400 until 0700 hrs. – overtime. Saturdays from 1100 on and Sundays and holidays are considered as overtime work. Straight time Overtime From To From To Shift 1 0700 hrs. 1100 hrs. 1100 hrs. 1300 hrs. Shift 2 1300 hrs. 1700 hrs. 1700 hrs. 1900 hrs. Shift 3 1900 hrs 2300 hrs. 2300 hrs. 2400 hrs. Shift 4 midnight 0400 hrs. 0400 hrs. 0700 hrs. Saturdays 0700 hrs. 1100 hrs. 1100 hrs. 0700 hrs. Sundays and holidays 0700 hrs. 0700 hrs. MEDICAL: Notice of required medical assistance should always be given in advance. There are a number of hospitals and first-aid posts for minor complaints. TANKERS: See ‘‘Miramar’’. DENSITY: 0.996. Strong outflow of Amazon and its tributaries is such that water at Salinas is only semi-salt. In the river itself, the water becomes slightly brackish, and half way to Belem, is absolutely fresh. FRESH WATER: Fresh water only obtainable alongside quay. Delivery rate 20 t.p.h. (2.5 in. line). Supply is metered and port hoses are used. Boiler water may be taken direct from the river at a point named Capim, near the entrance to Marajo Bay. FUEL: Vessels alongside the Port of Belem or in the anchorage areas can be fueled by barges from the Oil Terminal of Miramar (8 km. from the port of Belem). The order must be made through the vessel’s Agent with an advance notice of at least 24 hours. All grades of fuel available by pipeline at the tanker berth in the Oil Terminal of Miramar. Lubricants only available in drums. CONSULS: Country Telephone Address Denmark 241-1588 Rua Senador Manoel Barata 704, sala 1503. Finland 222-0148 Av. Senador Lemos 529. France 224-6818 Rua Presidente Pernambuco 269. Germany 222-5634 and Av. Campos Sales 63, sala 404. 222-5666 Holland 255-0888 Rua Jose Marcelino de Oliveira 399. Italy 223-4672 Av. Presidente Vargas 197, salas 316 and 318. Japan 249-3344 Av. Governador Magalhaes Barata 651. Mexico 241-7407 Av. Conselheiro Furtado 585. Norway 241-1588 Rua Senador Manoel Barata 704, sala 1503. Portugal 241-6666 Av. Generalissimo Deodoro 1683, sala 401. Spain 222-0197 Rua Conego Jeronimo Pimentel 61. Suriname 212-7144 Rua Gaspar Viana 490. Sweden 241-1104 Av. Senador Lemos 529. U.K. 223-0990 and Av. Governador Jose Malcher 815, 222-0762 salas 410 and 411. U.S.A. 223-0800 Rua Oswaldo Cruz 165. Venezuela 222-6396 Rua Presidente Pernambuco 270. REPAIRS: Deck and engine repairs can be carried out by the Brazilian Naval Dockyard, at the Naval Base, in Val-de-Caes. Secao de Reparos Extra Marinha, Base Naval de Val-de-Caes, Rodovia Artur Bernardes s/n, Belem, PA, Brazil. Tel: ␣55 91-216-4326. Fax: ␣55 91-216-4254, 216-4399. Email: [email protected] DRY DOCKS: At Naval Base, there is a dry dock measuring 727 ft. (221.6 m.) ␺ 27.5 m. with a depth over the sill of 11 m. There are also several small floating docks, but they are not adequate for sea-going vessels. Type Yes No Hull/deck x Engine x Electrical x Electronic x Safety equipment servicing x Divers available x SURVEYORS: Marine surveyors representing Lloyd’s and several other companies: Mr. Francisco Blasques, Rua Manoel Barata 718, sala 1007, 66019-000 Belem, PA, Brazil. Tel: ␣55 (91) 224-0710, 981-1520. Fax: (91) 242-6224. GANGWAY/DECK WATCHMEN: The employment of gangway watchmen recommended. Watchmen alongside and at anchorage areas can be arranged through the Agent with private companies. OPENING/CLOSING HATCHES: Hatches normally opened and closed by crew. CUSTOMS ALLOWANCES: The quantity permitted is not fixed; it is compatible with the duration of the trip. Custom’s Authorities do not normally search ship’s crew, and reasonable quantity can remain in the possession of crew members. However, no attempt should be made to take more than a reasonable amount ashore.

We welcome all advice, updates and additions to this information.

BRAZIL REPATRIATION: There are international flights leaving for Miami, Caiena and Paramaribo, plus daily flights to Rio de Janeiro, Sao Paulo and other Brazilian cities, including Recife and Fortaleza, from where international flights depart for major European capitals. When crew members enter the country by air, Seaman’s Book must be presented in order to be allowed to embark a vessel. Persons entering the country with a tourist visa will not be allowed to embark as crew members. AIRPORT: International airport 9 km. from port. See ‘‘Repatriation’’. TIME: Local time GMT minus 3 hours. HOLIDAYS: New Year (January 1st); Holy Friday (variable, usually in April); Tiradentes (April 21st); Labour Day (May 1st); Corpus Christi (variable, usually in June); Independance Day (September 7th); N.S. Aparecida (October 12th); Memorial Day (November 2nd); Proclamation of the Republic (November 15th); and Christmas (December 25th). POLICE/AMBULANCE/FIRE: Federal Police Tel: 214-8000; Ambulance Tel: 192; Fire Brigade Tel: 193. TELEPHONES: Telephones can be put on board vessels alongside main quay. IDENTIFICATION CARDS: Identity cards (C.I.R. – Caderneta de Inscricao e Registro) are required for crew members to go ashore. Identity card or passport will is required for entering/exiting port. GARBAGE DISPOSAL: The Agent provides through private companies. WASTE OIL DISPOSAL: The Agent provides through private companies. SEAMAN’S CLUBS: There is no seaman’s club operating at the port. GENERAL: Maximum high and low water levels recorded are ␣4.21 m. and ␤0.37 m. respectively. Visitors are not allowed in the port area or onboard, unless previously authorised by the Port Management. AUTHORITY: Companhia Docas do Para, Avenida Presidente Vargas, 41, Belem, Para, Brazil, CEP 66010-000. Tel: (91) 216-2000. FAX: (91) 216-2042. WWW: www.cdp.com.br Contact: Carlos Acatauassu Nunes, President. Kleber Menezes, Technical Director (Tel: ␣55 (91) 216-2002. Email: [email protected]).

BREVES: 01.39 S. 50.30 W.

(See Plan)

SHIPMASTER’S REPORT: November 1997. DOCUMENTS: No formalities at the port. All paperwork handled at Belem. PILOTAGE: Pilotage through the River Para and its tributaries is undertaken and implemented by the Association of Amazon Pilots (Associcao de Praticagem da Bacia Amazonica). Two Pilots arrived on board vessel and stayed with the vessel for duration of all navigation through River Para and during loading operation. It is necessary to order the following Brazilian Charts for navigation in River Para: No. 304, 305, 306 and 4341. There are no leading lines. The number of lights and buoys are very small. The Pilots used radar and visual observations. One Pilot had a small portable GPS receiver, on which he had all itinerary with way points. We met many small passenger and cargo boats with draft about 1.0 m. while navigating upon River Para, but all of them equipped with VHF, and they usually gave us a wide berth before passing. Navigation through the tributary was carried out in daylight only. We dropped anchor in the evening time (or stayed at the berth) and continued passage in the morning. There are no lights or buoys in the tributary, and Pilots used only visual information. The tributaries are very narrow, but deep enough, and it is necessary to check the helmsman all the time to avoid some mistakes, especially when the vessel is turning (because of drift). Sometimes the vessel navigates very close to the riverbank (3.0 m. – 10.0 m.). ANCHORAGES: Good holding ground everywhere on River Para. TUGS: Not available. BERTHING: Both jetties are wooden, very old and it is necessary to approach them with extreme caution. Usually we approached the berth against the current and used anchor from off-side. The mooring ropes are passed to the shore by small motor boats. There are no bollards on the berths and sometimes palm-trees are used as bollards. The mooring lay-out and soundings from the boat of our vessel (by hand) are as per plans (See ‘‘Plan’’). CARGO HANDLING FACILITIES: Ship’s gear only. Cargoes delivered to the ship’s side. Forklifts from the warehouses. STEVEDORES: There are no regular stevedores. The gang of stevedores arrived by small boat at Breves (probably from Belem), and after loading at Breves, same gang travelled to Portel by boat and again loaded vessel. DENSITY: 1000. FRESH WATER: Not available. TIME: GMT plus 3 hours. GENERAL: During November 1997, vessel visited 2 little known ports: First port of call: Breves (Lat. 01␥ 39.0' S., Long. 50␥ 30' W.). Second port of call: Portel (Lat. 01␥ 56.5' S., Long. 50␥ 49' W.). Both ports are situated on River Para stream tributary. There are only very old and broken jetties in the ports, usually belonging to sawmill or plywood factories. There are no Port Authorities or Agents in the ports. The Customs representative usually arrives by plane. AGENCY: There are no local agencies. The representative of Copral Agency (situated in Belem) travelled with the ship from Belem Roads until vessel left Portel (last port of call).

CABEDELO: 06.58 S. 34.50 W.

(See Plan)

DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: Contact Pilot’s Headquarters by radio via vessel’s Agent located at Joao-Pessoa (18 km. from Cabedelo). The messages are relayed by Natal Radio PPN or Cabedelo Radio. All messages are delivered by National Telegraph – Telegrafo Nacional. Pilots’ launches painted red with capital ‘‘P’’. Pilots may be requested through VHF (Channels 06, 12, 14, and 16 – 156.30 MHz, 156.6 MHz, 156.70 MHz and 156.8 MHz). ANCHORAGES: While waiting for the Pilot, vessels should anchor 0.8 miles E.N.E. of the light beacon. At the anchorage in the vicinity of the breakwater the depth of water is from 9.0 m. (29 ft. 06 in.) to 15 m. (49 ft.) at low tide, and at the anchorage located South of the docks the depth of water is 5.50 m. (18 ft. 09 in.) at low tide. RESTRICTIONS: For Masters calling at Cabedelo for first time it is preferable not to enter during darkness. MAX. SIZE: Max. length 210 m., draft spring tide 30 ft., neap tide 28 ft. HEALTH: Also see ‘‘General’’ before first port. If Master suspects contagious disease aboard he must report to Agent who will contact Brazilian Health Authorities at Joao-Pessoa. VHF: See ‘‘Pilotage’’. TUGS: None available. BERTHING: Berthing takes place in accordance with vessel’s draft. Master must always give Agent vessel’s draft arriving off Cabedelo. Length of quay, 602 m. Berth Length Depth Remarks (m.) (m.) 125 9 Tankers, veg. oil, minerals, containers, general cargo 135 9 General cargo, minerals, containers, wheat 142 9 General cargo, minerals, containers, refrig. 110 7.5 General cargo, bulk cargo and containers 90 7.5 General cargo and bulk cargo. CRANES: 5 Portal cranes. 1␺1.5 tons, 2␺3.2 tons, 1␺5 tons Land 1␺6.3 tons. STEVEDORES: Advise Agent ETA at Cabedelo 48 hours prior to arrival to make arrangements with dock and stevedores for discharging or loading. MEDICAL: For urgent cases recommended that vessel call at Joao Pessoa instead of Cabedelo as Joao Pessoa has better facilities. TANKERS: Cabedelo not a loading port for petroleum products. Messrs. Esso-Brasileira de Petroleo and Petrobras Distribuidora S.A., have tanks for reception of gasoline, diesel and other petroleum products which are carried by Brazilian fleet of tankers ‘‘Fronape’’ – Frota Nacional de Petroleiros. At Cabedelo only Berth No. 1 is suitable for discharging petroleum products or to bunker vessels since pipeline is only connected to Berth No. 1. Tankers enter and sail during dark hours from Cabedelo. Length of berth 200 m. Depth alongside 9 m. DENSITY: Varies from 1020 to 1025 at HW. FRESH WATER: Supplied by pipeline alongside quays at rate of 50 cu.m.p.h. FUEL: Available. Suppliers Messrs. Esso-Brasileira de Petroleo. Pipeline at Berth No. 1 where vessels can bunker alongside. Pipeline fuel oil, 8 in.; pipeline diesel, 8 in. CONSULS: France (083) 221.2010 U.K. (083) 224.7005 Other consulates at Recife 110 km. from Joao-Pessoa about 1.5 hours by road. REPAIRS: Minor repairs only. DRY DOCKS: None. GANGWAY/DECK WATCHMEN: Watchmen available. Masters have option to choose suitable times when their services are required. OPENING/CLOSING HATCHES: By stevedores. Crew assist when stevedores not familiar with modern hatches. CUSTOMS ALLOWANCES: 1 carton cigarettes per crew member at Customs discretion and 1 bottle of whisky or any other kind of spirit, subject to Customs discretion. REPATRIATION: Repatriation can be arranged via Recife or direct from Joao-Pessoa to Rio de Janeiro, Sao Paulo and Brasilia. AIRPORT: 9 km. from Joao-Pessoa. Utilised by National Lines whose planes make regular calls. TIME: GMT minus 3 hours throughout the year. HOLIDAYS: National Holidays: Fraternidade Universal (January 1st); Tiradentes (April 21st); Labour Day (May 1st); Brazil’s Independence Day (September 7th); Nossa Senhora Aparecida (October 12th); Commemoration of the Republic (November 15th); Christmas Day (December 25th). State Holidays: Nossa Senhora da Conceicao (December 8th); Sexta Feira da Paixao (Movable); Sagrado Coracao de Jesus (Movable); Emancipacao Politica de Cabedelo (December 12th). Work is possible during holidays and Sundays, except on Good Friday, Labour Day and Independence Day. POLICE/AMBULANCE/FIRE: Police (located at Joao-Pessoa) 190. Cabedelo has a small Police Station but no telephone available. Ambulance is available. Fire Brigade (locate at Joao-Pessoa). TELEPHONES: Facilities for placing telephones on board. IDENTIFICATION CARDS: Foreign crew members not permitted to go ashore without presentation of identity card on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The identity card must be delivered on disembarkation to the Federal Police who will return it to the crew member on re-embarkation. AUTHORITY: Administracao do Porto de Cabedelo, Av. Presidente Joao Pessoa, Cabedelo, Paraiba, Brazil. Contact: Afonso Augusto de Toledo Navarro, Administrator.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL CARMOPOLIS: 11.03 S. 37.01 W.

(See Plan)

LOCATION: The Carmopolis Tanker Terminal, operated by Petrobras, is located on the N.E coast of Brazil at Atalaia Velha Beach, Lat. 11␥ 00' 30" S., Long. 37␥ 04' 00" W., about 9 km. South of Aracaju City, capital of the State of Sergipe. The mooring site is an open roadstead seaberth. It is located about 3.8 miles from the beach and at the end of a submarine pipeline marked by 1 lighted buoy, 4 miles Southwards from the bar entrance to the port of Aracaju. The geographical position of the berth is Lat. 11␥ 02' 35" S., Long. 37␥ 00' 47" W. Charts and Publications: (a) Brazilian Charts: 1003 and 1000 and 60 (Brazilian Navy Hydrographic Office). (b) Foreign Charts: No. 24210 and 24211 of the US NOO and No. 1396, 3286 and 3977 of the H.D. (U.K.). (c) Brazilian HO publications: Sailing Directions DH 1-9, List of Lights DH 2, Radio Aids DH 8. No supply of charts, sailing directions or other publications are available in Aracaju, however if ordered in advance by Agent they may be obtained. DOCUMENTS: See ‘‘General’’ before first port. ARRIVAL: Essential Requirements: Most essential requirements to be met by vessels loading: 1. The ocean terminal consists of a conventional berth, i.e., tankers are moored with the ship’s two anchors ahead and the terminal’s six mooring buoys round the stern (See ‘‘Plans’’). 2. The terminal is intended to load ships with crude produced in the nearby shore and sea oil fields. 3. Loading is effected by a 26 in. diameter submarine pipeline with a length of 7,500 m. from the mainland. It divides into two strings of hoses (North and South) through a ‘‘T’’ reducing piece. 4. Ship’s manifold should be equipped with one 10 in. flange (ANSI). 5. Amidships, derrick or crane with a minimum capacity of 5 tons must be provided to hoist and connect the nominated string of hoses, normally on starboard side. Only one string is connected. 6. Ship’s windlass (chain cables, brakes, windlasses, etc.) must be in perfect operational condition so that anchor and chains can be dropped, heaved in, adjusted, etc. 7. A forward winch must also be prepared for heaving in the pick-up wire of the hose. 8. Maximum permitted draft for the terminal is 15 m. so that a 3 m. bottom clearance is assured to face extreme operating sea conditions. 9. The mooring was designed to accommodate vessels up to 65,000 d.w.t. however, in special favourable circumstances a 115,000 d.w.t., tanker has been moored. Ship’s LOA (300 m.) and longitudinal position of ship’s manifold are also limiting factors. 10. By daylight a Mooring Master will board the vessel about 1 mile S.E. of the terminal sea buoys. He will advise on all manoeuvres relative to berthing, connecting and disconnecting hoses, etc. When arriving at night or for awaiting berth, Masters are requested to use the recommended anchorage. However, if weather conditions permit, ships may unmoor at night. 11. One terminal loading supervisor and 7 working men will stay aboard. 12. Vessels are requested to have a pilot ladder long enough to reach the terminal’s launch, rigged alongside the accommodation ladder, in order that the shore personnel may transfer to it after 2 m. or 3 m. 13. Being an open roadstead, vessels must keep engines on standby during their stay in the mooring. Steam must be kept on deck in case adjustments to anchor cables or mooring lines are found necessary. 14. No ballast discharging facilities exist at the terminal. Vessels must arrive with necessary clean ballast. Brazilian laws are very strict with regard to the pollution of coastal waters and fines are heavy. 15. Any emergency should also be immediately transmitted on VHF Channel 16. When operating the vessel’s and the Terminal’s radiotelephones will remain to Channel 12, set apart for such use. 16. Under no circumstances should vessels drop their anchors in the area between the sea buoys and the shore and the nearby submarine pipelines (North and South) from the oil production platforms. Mooring Turn: Arrival time is considered to be the time the vessel reaches the anchorage or the time the Mooring Master boards the vessel, whichever occurs first. However, Notice of Readiness will not be considered as the time of arrival unless the vessel is in all respects ready to load. Tankers are loaded in turn except when the Terminal Manager grants priority to a particular vessel out of turn, in special circumstances only, or when the Petrobras loading program has been modified. APPROACHES: Tankers must keep outside the 10 m. contour to avoid the shifting sand banks near Sao Cristovao, to the S.W. of the port. As it is an open roadstead the access to the terminal can be easily and safely approached either from the N.N.E. or from the S.S.W. The shore line runs of 035␥/215␥. Between the Sergipe and VazaBarris Rivers the coast is almost a straight dune-covered sand beach which offers a very few notable natural landmarks. Tankers must be aware of the existence of 4 oil fields with fixed production platforms which constitute in themselves good marks. Marking the bar of the port of Aracaju, located about 5 miles N.W. of the terminal berth, is a light exhibited from a conical white frame- work tower enclosing a central cylinder, 41 m. high, with a range of 14 miles (international No. G0230). There is a radio-beacon at the local airport with signal letters AR (⭈ – ⭈ – ⭈) transmitting continuously on 355 kHz. Its geographical co-ordinates are Lat. 10␥ 59' 27" S., Long. 37␥ 04' 22" W. Near to the terminal offices are 4 steel towers and a chimney of a natural gas plant. PILOTAGE: Not available at Carmopolis. All manoeuvres are undertaken by the vessel’s Master, with the help of a Carmopolis Tanker Terminal Mooring Master, who will board the vessel in the anchorage area and advise the Master on all operations such as mooring, connecting hoses, unmooring, loading, etc. It is important to emphasise that the services of the Mooring Master are afforded without charge and

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upon the express undertaking and condition that Petrobras shall not be liable for any damage or injury resulting from any advice, assistance or actions given or made by such Mooring Master. In the event it becomes necessary to disregard the Mooring Master’s advice, in order to ensure safety of the vessel, the Master must forward a full written report of the circumstances for delivery to the Captain of the Port through the Terminal. It is the responsibility of the Master to notify the Mooring Master of any special conditions or peculiarities such as defective navigation equipment, tackle, gear or lack of necessary equipment which might impose hazards related to handling, mooring and loading the vessel. Vessel must be moored to entire satisfaction of the Mooring Master. The Mooring Master may require the vessel to unmoor at anytime he deems necessary for the safety of the vessel or mooring or both or for an infringement of terminal or port regulations. Unsatisfactory conditions will be reported to the Terminal Superintendent who is empowered to reject the ship unless the reported deficiencies have been remedied. ANCHORAGES: The advisable anchorage site either for awaiting berth or daylight is determined by the geographical co-ordinates Lat. 11␥ 04.1' S., Long. 36␥ 59.0' W. Depth is 25 m. (82 ft.) MLWS. Occasionally the Mooring Master will board arriving tankers whilst still underway near the anchorage area. This anchorage provides vessels with ready access to the berth. Holding ground in this area is very good, as the bottom is varied in character (mud and fine sand). It is recommended that vessels should stay at anchor for periods of not longer than 24 hours with the anchor in the same place, otherwise it will be difficult to heave up anchor. IMPORTANT: Under no circumstances should vessels drop their anchors in the area between the berth and the shore due to submarine pipelines. RESTRICTIONS: Mooring at the buoys will be effected in daylight only. Nevertheless, loading and connecting hoses may sometimes be effected at night under certain conditions. MAX. SIZE: The berth is designed to accommodate tankers up to 65,000 d.w.t., however, under favourable circumstances and vessel Master’s discretion a 115,000 d.w.t. tanker has been moored. The ship’s final draft is usually 15 m. (49 ft.). This draft will usually afford a safe bottom clearance 3 m. (10 ft.) even under the most severe sea conditions in which the loading operation is feasible. Depth is 18 m. (MLWS). RADIO: ETA: Vessels under charter to Petrobras or nominated to load at Carmopolis Tanker Terminal should advise their ETA 48 hours prior to arrival to radio station ‘‘PPS’’ (Official Coastal Radio Station), as well as to their Agent in Aracaju-SE via the following coastal radio stations: Amaralina Radio (‘‘PPA’’) in Salvador-BA; Olinda Radio (‘‘PPO’’) in Recife-PE or Rio Radio (‘‘PPR’’) in Rio de Janeiro. VHF: The Terminal can be contacted around the clock by vessels 50 miles seaward through Channel 16. The terminal keeps a 24 hour listening watch on Channel 16. When vessel is within 50 miles of the terminal contact may also be made by Channel 16. The radio and communication centre is located in the Oil Control Building. There is a VHF set operating 24 hours a day on Channel 16. Portable sets are taken aboard for the sake of safety and controlling the loading. TUGS: There are no tugs available to assist berthing and unberthing. BERTHING: The berth is of a conventional type, i.e., vessels are moored with two anchors ahead and synthetic mooring lines to the 6 sea buoys round the ship during daylight hours only. A Berthing/Mooring Officer controls the operation under the direction of the Master and Mooring Master. Turnround: To promote the economical operation of the vessel, Masters are requested to co-operate with installation representative in minimising their in-port time. Any delays which are considered unnecessary or extensive should be reported to the loading Operating Supervisor so that corrective measures can be taken in due time. MEDICAL: Medical treatment and/or hospitalisation, if required are provided at Aracaju private hospitals. Dentists are also available in Aracaju. Agent will make such arrangements. For emergency cases (injury etc.), Petrobras first aid may be requested by the Master. HOSES: There is a submarine pipe-line from shore installations direct to the terminal, which are divided into 2 flexible hoses long enough to reach the ship’s manifold. Usually, only 1 hose is connected, of 10 in. diameter. The nominal loading rate is about 3,000 cu.m.p.h. (18,870 bbls.p.h.). Shore labour used to connect hoses. Hoses are lifted on the starboard side. The Mooring Master will guide the terminal’s workmen in lifting, connecting and lowering the hose. As soon as the vessel is securely moored, one of the strings of hoses must be lifted to the rail by ship’s gear (crane or boom). Sundry hose securing and connecting equipment (strops, gaskets, quick-release device, etc.) will be supplied by the terminal and put aboard the ship soon after arrival. Hoses are normally lifted and connected on the starboard side. CARGO OPERATIONS: Ships are loaded by means of a 26 in. diameter submarine pipeline dividing into two strings of hoses (by a ‘‘T’’ piece), either of which will normally be picked up on the starboard side. The end of the submarine line is 3.8 miles off-shore in 18 m. of water. Both North and South strings are 10 in. and support a maximum pressure of 225 p.s.i. Only one string is connected to the ship. The 10 in. hoses are connected to the ship’s manifold through a quick-release connecting device, the flanges being of normal 10 in. ANSI pattern. At the beginning and during the loading operation, tankers are requested to observe the following: (a) Pumping will not start without the ship’s and Mooring Masters’ permission. (b) The maximum pressure and flow set by the vessel in accordance with its design characteristics shall be observed during loading/discharge, where the vessel’s operational characteristics are less than terminal capacity.

We welcome all advice, updates and additions to this information.

BRAZIL (c) A crew member must at all times observe the loading procedure, the cargo inlet and the mooring ropes, so that contact may be made with the Terminal Team whenever necessary. (d) The vessel shall inform the Terminal about stack and charge rates every 2 hours. (e) Topping-off signal is to be sounded by the vessel to notify Terminal personnel 15 minutes in advance. (f) Mooring ropes and anchor cables shall be constantly inspected by ship’s Officers and must be equally tightened to avoid the ship ranging on the berth. (g) The vessel must maintain its propulsion system in readiness for use during loading operations, in order to clear the berth in the event of an emergency. (h) Vessel cargo inlets not in service must be blanked. (i) Firefighting equipment and hoses must be ready for any emergency and be pressurised at all times. Pressurising of Tanker Manifold: During loading of cargo: With 4 pumps, pressure Zero. Up to 3 pumps, pressure up to 5 kg. During unloading: Maximum of 15 kg. Contingency Plan: There is a Contingency Plan in place which includes the resources and assistance of the Mooring Master, the Port Captaincy and the Gerencia de Producao do Nucleo de Atalaia. The Terminal has all the appropriate resources and equipment for firefighting and other emergency situations. Also see ‘‘Hoses’’. Cargo: The cargoes are called Sergipano Crude Oil of an average API 33, temperature 90␥F, Plataforma Crude Oil of an average API 40.3, temperature 90␥F or Carmopolis Crude Oil of an average API 23.4, temperature 90␥F. No heating required. Loading Rate: For Sergipano Terra Crude (SETE): 2,800 cu.m./hr. For Sergipano Mar Crude (SEMA): 3,300 cu.m./hr. BALLAST: Vessels should arrive at Carmopolis with minimum clean ballast to enable manoeuvring under prevailing weather conditions. Masters are encouraged to take advantage of the favourable weather which prevails most of the time to minimise ballast. Early radio contact with the terminal must be established in order to obtain the latest weather information so that he can decide on appropriate ballast. The terminal is particularly interested in having vessels complete the deballasting operation promptly after berthing in order to minimise time at berth. Simultaneous loading and deballasting is encouraged on properly equipped vessels. Vessels requiring excessive time to complete the deballasting operation will be given Letters of Deficiency. To avoid any possible pollution of the local waters, all tankers calling at the terminal to load must do necessary tank cleaning prior to arrival. Before arriving at the loading berth Masters must assure themselves that all tanks, pipelines, and pumps are free of oil. All tank cleaning should be completed 50 miles off the Brazilian coast. The terminal does not have facilities to receive any significant amount of oily ballast. If, after mooring a vessel is found to have oily ballast water aboard, it will be sent to sea (50 miles off the coast) to accomplish the necessary tank cleaning. A new Notice of Readiness to load must then be given. FRESH WATER: Not available. FUEL: Not available. CONSULS: France and Portugal represented in Aracaju. SURVEYORS: Classification Societies: In Aracaju, there are no A.B.S. or L.R. surveyors, however, they may come from Rio de Janeiro upon Agent’s request. Petroleum Inspection: Petroleum inspectors are not available, but may be requested via ship’s Agent. Chas. Martin & Co., Rua da Lapa 200, conj. 906, 20.000 – Rio de Janeiro. Tel: 242-4219, 245-5636 and 225-3507. E. W. Saybolt & Co., Rua XV de Novembro 70, P.O.Box 826, Santos. Tel: 341984. Telex: (013) 1004. CUSTOMS ALLOWANCES: Brazilian Laws are strict with regard to smuggling, and Masters are advised to instruct their crew not to retain cigarettes in carton lots, cigars, tobacco, alcoholic drinks, drugs, souvenirs, etc. By no means will any commercial transactions be tolerated be it either among terminal employees, crew members or anyone else. AIRPORT: There is an airport at Aracaju. TIME: GMT minus 3 hours. Daylight Saving may be in effect between October and February. GARBAGE DISPOSAL: The Terminal is not equipped for garbage collection and disposal. All garbage is to be stowed on board in appropriate closed containers. No garbage containers can be hung overside. No garbage of any description can be disposed of into the sea. The authorities will impose heavy fines on the Master for any pollution incident. In extreme cases, the Master can contact the ship’s Agent to arrange garbage collection and disposal. WASTE OIL DISPOSAL: There is no waste oil collection service available at the port. SEAMAN’S CLUBS: None. WEATHER: Weather conditions: Local weather and sea conditions may be considered as fair for tanker operations. Rain: The annual precipitation averages 1,103 mm. April, May and June are the rainy season. Visibility: Usually the visibility condition in this area is fair, except during squalls. Temperature: Actual temperatures ranging one year from a Low of 18.2␥C in June to a high of 30.8␥C in February. Pressure: The annual average atmospheric pressure is 1013.2 mb. Relative humidity: During most of the year the relative humidity of air is about 82%. Remarks: Weather forecasts as well as Notice to Mariners are transmitted by PWZ and PPR coastal radio stations. For details refer to Brazilian Navy H.O. publication (Radio Aids) DH.8.

Winds and Waves: Offshore winds are practically non-existent. Those blowing from 040␥ to 160␥ counter-clockwise are not worth mentioning. From October to March, Easterly winds prevail (070␥ to 110␥), and between May and August, S.E.’ly winds prevail, i.e. (120␥ to 160␥). In April and September, winds will blow either from the East or the S.E. 78% of wind force will be about 2 and 4 on the Beaufort Scale. i.e. slight to moderate breeze. Seldom fresh gales (Force 8) have been observed. 19.7% of periods of calm and the rest 2.3% is of light air occurences (Force 1 to 3). Essentially all waves near the Aracaju area are caused by the prevailing local winds. However, the changeable periods in which they occur, when the waves will give the false impression to the swell. 60% of the recorded waves were between 0.5 m. to 0.9 m. high. During one full year period of observations the studies have demonstrated that only 1.4% of the operational time, the terminal will be closed for tanker loading, periods in which the waves are equal or higher than 2 m. Currents: Currents recorded in the terminal area are made up of diversified and simultaneous causes acting in different grades of strength and combination. The causes were identified as being winds, tides, salinity and also temperatures, none of them was outstanding enough to be regarded as the final prevailing cause. The currents chiefly run parallel to the coast, but they do not vary greatly in set and drift. This lack of constancy affords evidence that it cannot be attributed to the Brazil current. Maximum recorded speed of current was one knot. It has been reported that upon N.E. winds and at ebb tides the current sets to S.S.W. with speeds higher than usual. Tides: The mean HW interval is 4 hours 46 minutes. Tidal velocity rarely exceeds 2 knots and the tidal range varies from 1.99 m. at Springs to 1.05 m. at Neaps. GENERAL: Bonded Stores: Cigarettes, beverages or other goods are not available in Aracaju. Cash Advances: No cash advances are effected by the terminal. As a rule, the ship’s agent will be able to handle this service when previously requested by radio. Lubricating Oil: Supplies of lubricating oil are expensive and available only in emergencies and in very small quantities. Purchase and delivery are difficult, and available only in emergency. Mail: There is regular Post Service in Aracaju. Letters should be sent care of the ship’s Agent. In turn, the letters will be delivered to the ship upon arrival. Provision and Stores: Limited provisions and stores are ordered through the ship’s Agent or through shipchandlers in Aracaju. Radio and Radar Repairs: Small radar and radio repairs may be effected in Aracaju provided that prior notice has been given to ship’s Agents. Agency: DTBASA/GESAL, Av. Melicio Machado, Km. 2, CEP 49037-440, Aracaju-SE, Brazil. Tel: (079) 243-1414 or 224-1451. AUTHORITY: Petroleo Brasileiro S.A. – Petrobras, Avenida Republica do Chile 65 – Centro, 20035-900 Rio de Janeiro-RJ, Brazil. Divisao de Coordenacao e Programacao Operacional: Same address, as above, 12th Floor (Co-Ordination and Operations Programming Division). Terminal: Dutos e Terminais da Bahia, Sergipe e Alagoas – DTBASA, Av. Melicio Machado, Km. 2, Aracaju, Sergipe, CEP 49037-440, Brazil. Tel: ␣55 (79) 243-2611. Telex: (0792) 127. FAX: ␣55 (79) 243-1735, 224-1451.

FORNO: 22.58 S. 42.01 W.

(See Plan)

PORT LIMITS: The port is situated in Arraial do Cabo, on the North coast of the State of Rio de Janeiro, and its limits are comprised by: on the sea side, waters of the Anjos; the creek, and by the intersection of the mountain range with the foot of Fortaleza Hill. Its entrance is located in the alignment of the last point of Santa Cruz Street (Rua Santa Cruz), and on the opposite side, terminates at the shelter breakwater quay commencement point. APPROACHES: The access channel is 700 m. wide, with a bar (minimum depth 12 m.) between Cabo Frio and Ilha dos Porcos. PILOTAGE: Optional. ANCHORAGES: Forno Creek: Lat. 22␥ 58' N., Long. 42␥ 01' W. Depth 8.0 m. – 14.0 m. Anjos Creek: Lat. 22␥ 58' N., Long. 42␥ 01' W. Depth 7.0 m. – 12.0 m. TUGS: Available from Rio de Janeiro or Macae on request by agent. BERTHING: Manoeuvring Basin: Depths of 12 m. – 13 m. available. Quay: Length 220 m., depths up to 10 m. for vessels up to 30,000 d.w.t. Also see ‘‘Tankers’’. CRANES: 3 jib cranes with a capacity of 5 – 6.3 tons. Other equipment includes 1␺7 ton stacker truck and 1 tanker truck with 10,000 litres capacity. TANKERS: Caustic Soda: One tank with a capacity for storage of 14,500 tons, used previously for molasses with a pipe system which extends up to the Dukes of Alba and which permits loading of vessels at the rate of 300 t.p.h.; there is a receiving bridge for the product when transported by lorries, and pumping houses. Not in use at present. Liquid Bulk Cargo: Pipes located at the Dukes of Alba, used for receiving fuel oil for the Companhia Nacional de Alcalis, Esso Brasileira de Petroleo and Petrobras Distribuidora. The same berthing area is frequently used also for vessels carrying chemical products such as caustic soda intended for Dow Quimica S/A., whose bulk cargo is moved by pipe-line connected to the storage tank. FRESH WATER: 3 tanks, 1␺450 cu.m., 1␺60 cu.m. and 1␺100 cu.m. Rate of delivery 20 t.p.h. FUEL: Available by road tanker. REPAIRS: No facilities available. AIRPORT: Macae and Campos. TIME: GMT minus 3 hours. HOLIDAYS: 1st May and 2nd November. No work possible on these days. GENERAL: Charts: Brazilian Charts No. 1503, 1505 and 1508.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL AUTHORITY: Porto do Forno, Rua Santa Cruz No. 15, 28.910 – Arraial do Cabo – RJ. Tel: (0246) 22-1105 and 22-1185. Contact: Gustavo Gurgulino de Souza, Director.

FORTALEZA, including Mucuripe, Ceara: 03.41 S. 38.33 W.

(See Plan)

PORT LIMITS: From the end of the mole on a true bearing of 235␥ to the meridian of 38␥ 29.8' W., thence to the coast. DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: By Associacao de Praticagem do Porto de Fortaleza. Address: Rua Dragao do Mar, 372. Tel: 212088. The Pilots board ships about 0.5 miles N.W. from the breakwater, call by International Code Signals. Pilot may be ordered through the vessel’s Agent or Fortaleza Radio (PPC). One hour before arrival specifying time of arrival and from which point the Pilot is required. ANCHORAGES: Vessels awaiting Pilot may anchor W.N.W. of the breakwater head, distance 0.5 miles. Water depth 32 ft. RESTRICTIONS: Access channel Length 1,000 m., width 100 m., depth 10 m. MAX. SIZE: Up to 27 ft. draft depending on the tide. HEALTH: The inspection area for Port Health and the other authorities is within 1,430 m. of position Lat. 03␥ 42' 24" S., Long. 38␥ 29' 18" W. All ships must be visited by Port Health Inspector. If vessel has passengers in transit for another Brazilian port, another visit will be required at port where passengers disembark. If ship’s health condition satisfactory, Inspector will give Free Pratique immediately. Radio pratique available if Master able to declare satisfactory health condition before arrival. Free Pratique is valid for subsequent ports in Brazil. If there is a crew member to be hospitalised, the Health Inspector will issue pass to hospital on request of Master or Agent who will be made responsible for all expenses incurred. Inoculations for International Certificates can only be given by an employee of the Port Health Authority. Ships are inspected by Custom House and Health personnel at the anchorage. VHF: Port Radio on Channels 9, 10, 13 and 16. TUGS: One tug 1,680 h.p. available. BERTHING: 1,054 m. of berthing length, depth 3.6 m. – 10.0 m. Berths for five vessels. One grain elevator, capacity 150 t.p.h. Four lighters available capacity up to 70 tons each. Berth No. 1. 106 m. long, 18 ft. deep. Berth No. 2. 150 m. long, 20 ft. deep. Berth No. 3. 170 m. long, 22 ft. deep. Berth No. 4. 530 m. long, 33 ft. deep. Berth No. 5. 160 m. long, 33 ft. deep. Vessels are advised to take a Pilot and use a tug if available due to the peculiar port variations. Vegetable oils can be loaded in drums, 18/20 t.p.h. or ex-barge at 100/125 t.p.h. CRANES: A 100 ton floating crane is on order. 7 diesel cranes 9 ton – 50 ton capacity. 5 electric cranes 3.5 tons – 12.5 tons capacity. No. 3 Berth has a travelling suction tower with 2 tubes, operating at 120 t.p.h. TANKERS: Petrobras: Berthing platform length 90 m., width 28 m., depth 11.0 m. (1st phase), 12.0 m. (2nd phase). Capacity 34,000 g.r.t. (1st phase), 50,000 g.r.t. (2nd phase). Length of access bridge 853 m., width 3.7 m. Loading Lines (planned): 1␺18 in. (crude); 1␺16 in. (fuel oil); 1␺12 in. (asphalt); 1␺10 in. (diesel oil and Naphtha); 1␺12 in. (petrol/alcohol); 1␺12 in. (aviation kerosene); 1␺12 in. (kerosene/diesel oil); 1␺8 in. (LPG); 1␺6 in. (LPG vapour); 1␺6 in. (drinking water); 1␺10 in. (ballast); 3␺12 in. (not designated) and 1␺4 in. (steam). Lines available (1st phase): 1␺6 in. (drinking water); 1␺8 in. (fire water line); 1␺12 in. (diesel/kerosene); 1␺12 in. (petrol/alcohol) and 1␺16 in. (fuel oil/asphalt). FRESH WATER: 20 hydrants on the quay spaced 50 m. to 80 m. apart. Connections 2 in. Rate 20/30 t.p.h. FUEL: Boiler fuel available from 7 connections (6 in. and 8 in.), rate 45 t.p.h., spaced along the quay. Diesel oil is available by road tanker. Also see ‘‘General’’ before first port. CONSULS: None at Fortaleza. REPAIRS: Two workshops available for machinery repairs. No electronic repairs possible. REPATRIATION: Can be arranged. AIRPORT: Only internal services from local airport. POLICE/AMBULANCE/FIRE: Maritime Police Tel: 24.14.94; Ambulance 21.34.34 and 21.22.22; Fire 23.13.81. TELEPHONES: Available on board through the Ceara Dock Co. SHORE LEAVE: Allowed under control of Maritime Police. IDENTIFICATION CARDS: Foreign crew members not permitted to go ashore without presentation of identity card, on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The identity card must be delivered on disembarkation to the Federal Police who will return it to the crew member on re-embarkation. SHIPMASTER’S REPORT: May 1992. Vessel: L.P.G. vessel. 171 m. LOA. Charts: B.A.Charts No. 3957 and 526. Approach: Pta. Mucuripe shows up well on radar, and the City of Fortaleza is very prominent by day and night. Fortaleza Light (Gp.Fl.2) is not easily visible, due to the backdrop of lights. The black and white lighthouse is prominent by day. Two intense white flashing lights on TV Towers in approx. position Lat. 03␥ 45' S., Long. 38␥ 30' W., in the Southern part of the city are very conspicuous over 20 miles away, from the N.W. The green (Fl.3) light on the breakwater head is not easily seen, due to the backdrop of lights from the shore.

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Care should be taken when approaching Buoys No. 1 and 2 near the breakwater, as a very strong onshore set is experienced. We nearly got into difficulties and Pilots report this is usual with ships being set down onto the shoaling ground. Buoy No. 7 on B.A.Chart No. 526 (03␥ 43' S., 38␥ 28.3' W.) is no longer in existence. Pilot: Entry and departure throughout 24 hours for all ships in virtually any weather. Pilot on VHF Channels 16 and 10. Pilot speaks reasonable English and seems competent. Pilot boards from small red launch 0.5 miles N.W. of breakwater. Notice required 2 hours prior to arrival and departure (by Agent). We berthed at 0300 hrs. and managed to make contact on VHF when about 20 miles away. Reporting: Brazilian Reporting System as detailed in ALRS Vol. 1 is mandatory. The Harbour Master requires copies of messages sent. Anchorage: As per B.A.Chart No. 526 for deep-draft vessels. The anchorage was very exposed. We observed vessels anchored with S.E. winds at Force 5 with large ground swell. Tugs: Two low powered tugs available. They are used for pushing at the oil pier. On the general wharf they were observed using ship’s lines to pull vessel off berth. Entry: For all berths, enter between Buoys No. 1 and 2 as per B.A.Chart No. 526, and additionally for general cargo wharf, between Buoys No. 3 and 4. Berths: For tankers, the Elbow Jetty is used, with 2 berths, East and West. The Western berth takes vessels up to 250 m. in length with maximum draft of 10.5 m., although one pilot reported he had taken 11.0 m. draft alongside. The Eastern berth is for small vessels only, due to less water and difficulty of leaving with low powered tugs. The alongside loading platform is 90 m. in length, with mooring dolphins North and South. Moorings: One mooring boat and pilot boat used for mooring. There are good fenders (large tractor tyres). We moored with 4 lines and 2 springs each end. Starboard anchor dropped to 2 shackles off the West berth. Always berth head South (port side too on West berth). Berthing tends to be slow due to wind and low tug power. Wind generally from S.E. to South throughout year. Cargo: Berth handles LPG for cooking fuel and refined products for local area. LPG spheres are about 3.5 km. away. Only heated discharge to 25 spheres. LPG, both butane and propane at ␣5␥C with booster pump. We managed 120 t.p.h. at 10 bar back pressure which Petrobras said was very good. We used 4 in. flexi-hose suspended from gantry. Very poor contact with Terminal once discharge commences. No change over time between products. Survey by SGS. They made many mistakes in figures inwards and outwards. General: Authorities: No problems. We prepared just about every form. We did not require Currency List or full Stores List. Stores must contain general consumables like paint and videos. Documents required were as follows: 12 copies Personal Effects List, 6 copies Stores/Bond List, 11 copies Crew List, 1 copy ‘Nil’ Arms and Ammunition, 1 copy Drugs in Hospital (Dangerous only), 1 copy ‘Nil’ Passenger List, 1 copy Vaccination List, 6 copies Cargo Manifest, 1 photocopy of I.O.P.P. Certificate for Harbour Master, 3 copies Ship’s Particulars, Copies of Messages to SISCONTRAMS Position System. We proceeded to Recife after Fortaleza and Transit ‘Rider’ was issued. Fresh water: Obtainable through meter from pier at 15 t.p.h. Ship’s hoses used. Stores: Shipchandler SERVMAR (ISSA) fair and prices reasonable, especially for meat. Imported items very expensive. Store truck allowed to corner of ‘elbow’ on oil pier, about 500 m. from ship’s side. Chandler has a gang of men and hand trucks to transport to ship’s side. Airfreight: We received AWB by DHL (large number of charts) in 3 days from U.K. Medical: Comprehensive, but only Portuguese spoken and reports in Portuguese. Agent did his best to translate. Shore Leave: Beware of contact with police. One young seaman wandered off on his own and lost U.S.$ 300 and was beaten up by police. Gangway: Ship’s amidships accommodation gangway can be landed on jetty. AUTHORITY: Companhia Docas do Ceara, Praca Amigos da Marinha Esplanada do Mucuripe, C.P. 1099, 60.000 Forteleza-CE. Tel: 224.20.33. Contact: Livio Silva de France, Director/President.

GUAMARE: 04.52 S. 36.21 W.

(See Plan)

LOCATION: GENEST II/SEGUAM, the onshore base of the Terminal, is located about 9 km. Southward from Guamare village in Rio Grande do Norte State. The Offshore Terminal is situated in an open area about 11 miles Northward of Galinhos Lighthouse. Its coordinates are Lat. 04␥ 52' 25" S., Long. 36␥ 21' 30" W. DHN Chart No. 700 covers the area. APPROACHES: Terminal Approach and Aids to Navigation: As the Ubarana Multi-Buoy System is an offshore terminal, it can be accessed from almost any direction. As soon as vessel reaches Cabo Calcanhar, coming from South, safe radar positions can be obtained by using Racon-equipped fixed production platform of Agulha II (PAG-2), in position Lat. 04␥ 32' 29" S., Long. 36␥ 16' 12" W. It is located 5 nautical miles East of the mooring system. Vessels arriving from North may also obtain position from the Agulha II platform. However, they must take heed of Urca do Tubarao, a submarine coral plateau of 4.8 m. depth, siutated 5 miles West of the berth.

We welcome all advice, updates and additions to this information.

BRAZIL Some other fixed production platforms in the area can also be used to give good positions: Plataforma de Ubarana II (PUB-2): Lat. 04␥ 55' 46" S., Long. 36␥ 20' 21" W. Plataforma de Ubarana III (PUB-3): Lat. 04␥ 55' 22" W., Long. 34␥ 20' 23" W. Plataforma de Ubarana IV (PUB-4): Lat. 04␥ 54' 31" S., Long. 36␥ 24' 42" W. Vessels should not sail in the area South of the mooring system, on account of submarine pipelines not shown in the DHN Nautical Chart No. 700. The light buoy displays yellow flashes of 0.3 second with 2.7 seconds eclipse. PILOTAGE: There are no Pilots in Guamare. All manoeuvres are to be performed by the ship’s Master, always assisted by a Mooring Master of the Terminal, who will come on board at the anchorage area and will advise the Master during all operational works, such a mooring, lifting of submarine hose, tanker rail hose connection, loading operations, unmooring operations, emergency stops, etc. If the Master chooses not to follow and observe the instructions of the Mooring Master, in order to preserve the safety of his ship, the Master must send a written explanation to Capitao dos Portos do Estado do Rio Grande do Norte via the Terminal. The ship’s Master should notify the Mooring Master in advance whatever special conditions arise, if there is some deficiency in equipment, in mooring ropes, winches, rollers, mooring dolphins, derricks, main engine or auxiliary machinery. The Mooring Master is a professional, and capable of guiding and helping the ship’s Master and acts as Terminal’s representative on board. It must be clear that the ship’s Master will be solely responsible for manoeuvres, as the Mooring Master is his advisor and never being held liable, not even jointly responsible for whatever may happen due to decisions of any kind. Likewise, the acceptance of services and advices rendered by the Mooring Master will imply that the above mentioned conditions are also admitted. Remarks: The Mooring Master will report any wrong operational condition to GENEST II, which may refuse the tanker for future loading operations, unless the indicated imperfections written in the Claim have been repaired before the return journey of the vessel to the Terminal. The Mooring Master has a station at Guamare Industrial Zone, located about 9 km. S.W. from Guamare Port. His operational support boats stay at Guamare harbour. ANCHORAGES: Recommended Anchorage: Within one mile radius of Lat. 04␥ 51' 05" S., Long. 36␥ 23' 00" W. The area is 17.0 m. (MLWS) deep, the bottom is sand and gravel, providing good holding ground. Tankers should not anchor to the South of this area or to the South of the buoy system. RESTRICTIONS: Vessel cannot unmoor at night, except in an emergency. MAX. SIZE: 116,000 d.w.t. Max. draft 14.0 m. – 15.0 m., depending on time of day. See ‘‘Loading’’ – ‘‘Loading No. 8’’. RADIO: Arrival Advice: ETA must be advised by tanker 48 hours in advance to ship’s Agent in Natal City. BERTHING: Berthing Preference: Berthing preference will be given in accordance to ship’s arrival sequence, unless otherwise stated by DETRAN/DICOP, or in case of peculiar situation having its priorities established by the Terminal. Mooring Procedures: Mooring procedures are to be discussed in advance by the ship’s Master and the Mooring Master, before approaching the berth. Multi-Buoy Mooring System: The berth is a multi-buoy mooring system (CBM) of 5 mooring buoys, where ships can moor after dropping both anchors. Synthetic mooring ropes or wire cables must be sent to the buoys. On average, 10 ropes will be sent to the mooring buoys from the stern. The first lines to be dispatched must be shackled one to another, in order to ease the mooring work. MEDICAL: Several physicians and dentists, health service and hospitals are available at any time, according to request sent by Agent. For emergency cases, first aid may be provided by Terminal. CARGO OPERATIONS: Hose Connection: Vessels on arrival should have manifolds prepared to connect to tanker’s rail hose. Hose handlers boarded by the Terminal will be under the orders of the Mooring Master regarding the lifting of the submarine hose line and its tight connection to the tanker’s manifold. As soon as all of the mooring lines are well secured on the buoys and ship’s cargo tanks have been inspected, the submarine hose lines will be suspended. The hose connection will always be performed on the starboard side. Connection and hang-off devices, such as grommets, gaskets, quick couplers and Camlock ratchet, are to be furnished by Terminal. Vessel Loading: Before and during loading, vessels are asked to comply with the following: (a) Loading operation cannot be started without previous permission from the Terminal and the ship. (b) The maximum pressure and receiving rate stated by the ship (if lower than the Terminal capacity) is to be maintained. (c) While loading the vessel, the Terminal will assure the service of a watcher taking constant care of the manifold, in order to verify any abnormality. That does not exclude the ship’s own watchman service reporting any irregularity to the Mooring Master. (d) The vessel shall inform the Terminal about cargo and rate every 2 hours. (e) Topping-off signal is to be sounded by the vessel, it should notify Terminal personnel 5 minutes in advance. (f) Mooring ropes and anchor cables shall be constantly inspected by a ship’s officer and must be equally tightened.

Terminal Personnel: The Mooring Master and some Terminal employees come on board and stay throughout the whole operation. Therefore accommodation and food must be provided for Mooring Master/Loading Master and a 7 workmen team, as well as rations for 4 more crewmen from the support boat. Loading: 1. The DTNEST/SEGUAM Offshore Terminal is a single berth of 5 mooring buoys named Quadro de Boias de Ubarana, where vessels up to 116,000 d.w.t. can moor after dropping both anchors. 2. The Terminal was constructed to load tankers with crude oil generated in the fields of Rio Grande do Norte State, including offshore production. 3. Loading operation is performed through a 26 in. submarine pipeline ranging 30 km. from land to berth in the multi-buoy system. At the pipeline end manifold is a yoke with a 26 in. reduction, to allow the use of 2␺16 in. submarine hose lines, each of them with a 16 in. to 10 in. reduction. The East line is composed of 8␺16 in. submarine hoses, 1␺16 in. to 10 in. reduction and 7␺10 in. submarine hoses. The West line is composed of 15␺16 in. submarine hoses. The West line with 16 in. hoses is for loading vessels over 30,000 d.w.t. and the East line with both 16 in. and 10 in. hoses is for vessels of up to 30,000 d.w.t. 4. Tanker’s manifold must be provided with 10 in. flange ANSI 150 forward, and 16 in. aft, to provide the simultaneous connection of both the 10 in. and 16 in. lines. 5. Vessel’s derrick or crane must be ready on starboard side with a minimum safe working load of 10 tons, in order to lift and connect hoses and ancillary material. 6. Tanker’s windlass must be kept in good condition, to permit easy anchor’s dropping and easy adjustment. 7. Tanker must have a free starboard winch, in order to lift tanker rail hose by its hang-off chain or pick-up wire. 8. The deepest draft allowed is 14.0 m. (either forward or aft) for loaded vessels leaving the berth, no matter what tide, and 15.0 m. for vessels leaving with daily high water (from 0500 hrs. to 1600 hrs.). Vessels entering the berth with half load or in a heavy ballast condition, must have a deepest draft of 10.0 m. while arriving. In case of mooring, maximum draft for manoeuvre is 10.0 m. (stern to bow). 9. The multi-buoy mooring berth was designed to accommodate tankers of up to 135,000 d.w.t. in a loaded condition, with deepest draft of 14.0 m. When tanker sails from the berth, an initial course of between 000␥ and 030␥ is suggested, steaming in a natural channel with a depth of 16.0 m. at Spring tides. 10. The total capacity of storage at the Terminal is 172,000 cu.m. 11. If vessel arrives in the afternoon and manoeuvres are difficult to perform, she will anchor until the next morning. Unmooring by night-time is not allowed, except in emergency situations and with tug assistance. 12. Since vessels are at an offshore terminal, engines must be kept ready for sailing at any time. 13. No dirty ballast or slops can be received. Tankers must arrive with clean or segregated ballast. Any discharge of dirty ballast oil remains, or oil, into the sea is strictly prohibited. Heavy fines will be imposed on ships, furthermore indemnity of the disbursements originated by pollution and its effects on the environment. 14. Any emergency message can be sent on VHF Channel 16 or SSB emergency channel. BALLAST: Tankers must arrive on berth with clean or segregated ballast, in order to permit mooring with the best conditions. Cargo tank cleaning is not allowed. There is no provision to receive ballast water at the Terminal. CONSULS: No consular representatives are reported in the area. REPAIRS: Some repairs can be effected on request through the Agent, including engine, pumps, deck, electrical and electronic devices. TIME: The local time is GMT minus 3 hours. Summertime is often used between October and February, changing the Zone to GMT minus 2 hours. WEATHER: Most of the time in a year, local meteorological conditons are favourable for tanker’s operations. Rainy Days: The annual average precipitation is 408 mm. The periods starting from March and going to the middle of August is known as rainy season (Winter). Visibility: 10 nautical miles by daylight, except in stormy weather. Temperature: The medium annual temperature is 28␥C, and varies from 22␥C minimum to 34␥C in the Summertime. Atmospherical Pressure: The medium yearly atmospheric pressure is 1040 mb. Relative Air Humidity: The relative humidity is high, its yearly average staying at about 87%. Remarks: No meteorological station can be found in the area. However, navigators can get this kind of data by calling PPR (Radio) or PWZ (Brazilian Navy Radio) for details. Listas de Auxilios – Radio (DHN-8). Wind and Waves: Main winds blow from S.E., East and N.E., depending on the season. From March to August, the prevailing wind comes from S.E. (Quadrant 130␥ – 160␥). Its intensity is moderate to strong. From August to mid-October, the Easterly moderate wind prevails. From October to March, the main winds blow from N.E. (Sector 050␥ – 070␥) strong from noon to break of dawn, when it turns to East-S.E. and stays weak until the next day. Waves in the area result from the prevailing wind. If the wind blows from S.E., the medium height of the waves is 2.5 m. East and N.E. winds lift surges of 4.0 m. height.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Currents: Because the tidal flow overbalances the ocean stream, currents in the multi-buoy mooring system area are almost fully born by the tidal motion, often reaching 3 knots. Sometimes strong superficial currents make manoeuvring difficult. Tides: High and low tides in Guamare Terminal occur 30 minutes – 40 minutes before they do in Macau Port, and can be obtained from the Tide Schedules. GENERAL: Engine Repairs: No repairs can be done after submission of Notice of Readiness. Mail: There is a regular Post Office service in Guamare and Natal. Official mail is to be sent to Agent’s care. The facility does not assume any responsibility for these services. Provisions and Stores: No equipment or personnel are provided by the Terminal for handling supplies. In emergency cases, authorisation from Departamento de Transporte (DETRAN) or from Superintendent of the Terminal must be arranged through ship’s Agent. Chart Supply: No nautical charts, sailing guides or other publications are provided by the Terminal or available in Guamare or Natal. However, these periodicals can be obtained by the ship’s Agent or FRONAPE, if requested in advance. Nautical Charts and Publications: The following charts and publications are used to approach the Terminal and may prove helpful: Brazilian Charts: DHN 700 and 720. English Charts: B.A. No. 3955. American Charts: USNDO 24.240. Publications: North Coast Guide Book DHN-1. Lighthouse List, DHN-2. Radio Aids, DHN-8 Demurrage: Aiming at contributing to the vessel’s operational economy, Masters are asked to cooperate with representatives of the Terminal in all attempts to lower demurrage. Any delay considered as unnecessary or extensive must be reported to Mooring Master, who will contact the Shift Supervisor, in order to provide corrective measures in time. Ships will moor by preference in the morning, between 0600 hrs. and 1100 hrs., making good use of the atmospheric conditions and the favourable state of the sea, typical of that period, unless stormy weather is experienced. Tankers, whose deballasting time exceeds the period fixed in the Charter Party, will be subject to Claim and to demurrage debt. Flags: National flag and ‘‘Bravo’’ flag (dangerous cargo) from international signal code must be flown from Brazilian and foreign vessel’s foremast during the vessel’s stay in port, from 0800 hrs. to sunset. Visit by Port Authority: Vessels proceeding from abroad will be subject to Health and Customs Authorities and also Dispatcher Visit. The papers mentioned below will be asked for on ship’s arrival: (a) Port Clearance from last port. (b) Crew List (3 copies). (c) Crew Personal Effects List (3 copies). (d) Stores List, engine, deck, cabin and Customs cleared goods (3 copies). Cargo Manifest: Issued by FRONAPE Agent in Natal City. Passengers: (If any). Due to transport difficulties as well as embarkation and disembarkation difficulties at the mooring buoys berth area, passengers are not allowed to land, except with the permission from the ship’s Master and a boat provided by the Agent. Personnel Left Ashore: In case any crewmen are left on shore for hospital attendance, repatriation or other reasons, all costs will be at Owner’s expense, except if he who has been left behind is a FRONAPE vessel’s sailor. Sea Pollution: Brazilian laws are very strict regarding oil pollution in waters alongside the coast. No dirty ballast, food remains or any kind of debris can be thrown into the sea. Heavy fines will be imposed on ship, and indemnity of the disbursements caused by pollution and its effects to the environment. All items of Operational Safety Control List are to be accomplished. Remarks: The above mentioned fines will be imposed according to the ship’s tonnage, that is, 2% of minimum salary running in the country by each deadweight ton (d.w.t.), no matter what the pollution extent and other legal penalties to be applied. Items of that list not able to be satisfied must be expressed in the Remarks space. Public Visits: While the tanker is loading on berth, no visits will be allowed. Going on board will only be permitted to PETROBRAS employees whose job requires their presence, or to Port Authorities, experts, technicians, etc.; or in case of someone being authorised by the ship’s Master. Radio-Transmission While Vessel is Berthed: No radio-transmitters can be activated while the vessel is moored on the berth. The infringement of this rule will lead to sending a Letter of Protest to vessel and being fined by the Port Authorities. Use of Walkie-Talkies: Handy radios must be of the anti-detonation type (intrinsically safe). The Terminal will deliver some 464/1650 MHz UHF walkie-talkie radios for exclusive use in ship/shore operations. A VHF radio settled on CCC and within Terminal range is required whenever a tanker is at the facility for loading operations. AUTHORITY: Head Office: Petroleo Brasileiro S.A. (PETROBRAS), Dutos e Terminais do Norte e Nordeste, Rodovia PE 60, Km. 10 s/n, Ipojuca, PE, CEP 54500-000, Brazil. Tel: (081) 527-1077. In Rio Grande do Norte, the DTNEST has a representative in Natal: Gerencia do Nordeste II – GENEST II, Av. Interventor Mario Camara, 2783 – Bairro Nazare, Natal, RN, CEP 59074-600, Brazil. Tel: (084) 235-4120. FAX: (084) 235-3540.

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ILHEUS (Malhado): 14.47 S. 39.02 W.

(See Plan)

PORT LIMITS: The Port is limited by the line which goes from the estuary of the river Almada to the Ilheu Grande, and then as far as the Southern end of the Sororocas Parcel. From there towards the Pernambuco Morro, and then going along the Pontal Coast towards the Airfield, and from this point to the Southern extremity of the Island of Frades, and then turning towards Pedra Point, and going from there following the left bank of the River Cachoeira, then continuing along the coast to the estuary of the River Almada. DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: Pilotage is controlled by the Captaincy of the Port. It is compulsory for foreign vessels of any large tonnage; for oil tankers; for propane carriers; for vessels of any size carrying explosives and for chartered, oceangoing tug boats, whether Brazilian or foreign, that are not captained by a Brazilian officer or that do not include in their crew a Brazilian officer of the category of Nautical Officer or Master of Short-haul Cabotage. The Pilotage zone goes from the Ilheu Grande anchorage ground, marked on Chart No. 1201 of the DHN, to final berthing place. Request for Pilot: The request for a Pilot must be made with at least 4 hours’ advance notice. Pilot service in Ilheus is provided by the Pilots Association of Ilheus, with offices in the Cidade de Ilheus Building – Room 705 – Tel: (073) 231-5711. Fax: (073) 231-8439. ANCHORAGES: Marked on charts (DHN Chart No. 1201). Normal Anchorage: At the beginning of the access channel, with a depth of 12 m. Anchoring in the 100 m. stretch along the Wharf and in the Access Channel is forbidden. Quarantine Anchorage: An area of 500 yards radius with its central point located at Lat. 14␥ 45' 30" S., Long. 39␥ 01' 00" W. RESTRICTIONS: Access Channel: Length 1,000 m., width 200 m., depth 10 m. Manoeuvring Basin: Length 560 m., width 200 m., depth 10 m. Navigation Dangers: The passage between the Itaipins reefs and the Ilhote de Itapitanga should be avoided. When sailing South of the Parcel das Sororocas, the Ilheus Lighthouse should no be sighted at less than 270␥ until the Ilhote de Ipitanga/Ilheu Grande line has been crossed. HEALTH: Port doctor visits all ships on arrival and requires Maritime Declaration of Health, Derat Certificate, 2 Crew Lists. Vessels from another Brazilian port automatically receive Free Pratique and should not fly Quarantine Flag. If suspected disease or fever on board it is advisable to cable Agent before arrival. Vessels can receive Pratique at any time. TUGS: Available. BERTHING: There is a total of 432.5 m. of quay available (3 berths), depth alongside 10 m. The wharf extends 110 m. West from the breakwater. Loading rates for bagged cargo of cocoa and coffee approximately 30/45 t.p.h. per gang. Discharge of bulk wheat by grab. Tankers moor partially off the quay to a stern buoy. CARGO HANDLING FACILITIES: 1␺24 ton P & H mobile crane (not working); 1 bucket loader of 1.6 cu.m., 1 bucket loader of 1.25 cu.m., 2 portal cranes of 6.3 tons and 3 portal cranes of 3.2 tons; 25 forklift trucks of 2 tons – 3 tons capacity and 1 ␺ 30 tons for full containers. STEVEDORES: Arranged by Agent. MEDICAL: All facilities available. If doctor needed on arrival or making emergency call to land sick persons, cable ETA 12 hours before arrival. TANKERS: Almirante Jeronimo Goncalves Terminal owned by Frota National de Petroleiros. Buoy mooring. (Pipeline 12 in. ␺ 2,600 m.). LPG/LNG handled at Berth No. 102 of the Commercial Wharf. FRESH WATER: Available. Rate 8 cu.m.p.h. FUEL: Supplied by Petrobras road tankers. CONSULS: Portugal (others at Salvador). REPAIRS: Workshop belonging to Port Administration. Minor repairs only. GANGWAY/DECK WATCHMEN: Compulsory. OPENING/CLOSING HATCHES: By stevedores. CUSTOMS ALLOWANCES: Only sufficient tobacco for daily use. No alcohol to be taken ashore. REPATRIATION: Can be arranged via Rio de Janeiro and Brasilia. AIRPORT: Situated at Pontal, 3 km. from the port. TIME: GMT minus 3 hours. HOLIDAYS: National: 1st January, 21st April, 1st May, 7th September, 12th October, 15th November, 25th December. Municipal: Fixed: 23rd April, 28th June, 2nd July, 15th August. Movable: Good Friday and Corpus Christi. Traditional: Movable: Carnival – Tuesday (Mardi Gras) and Ash Wednesday. Fixed: 2nd November, 24th June. POLICE/AMBULANCE/FIRE: Police tel. 2530; Ambulance 3274 (Regional Hospital). TELEPHONES: No connection to vessels can be made. SERVICES: Diving service available. SHORE LEAVE: Allowed with identity card. IDENTIFICATION CARDS: Necessary to go ashore. GARBAGE DISPOSAL: Collection service is made by the local town hall. Two containers and some drums are available alongside the quay, where the garbage should be placed. There is no charge for this service, which may be used 24 hours a day. WASTE OIL DISPOSAL: When service required Petrobras should be contacted. Tel: (073) 231-1058 SEAMAN’S CLUBS: All information is available at the Port Captain’s office in Ilheus(Ba.) Rua Major Homem Del Rey, 216 Cidade Nova, Ilheus, Bahia, Brasil 45.660. Tel: (073) 231-2912. SHIPMASTER’S REPORT: December 1982. Pilotage: Pilot is ordered by vessel’s Agent and can be confirmed by VHF on Channel 16. Tugs: Two tugs available (one of 125 h.p. and the other 130 h.p.) assist when going alongside.

We welcome all advice, updates and additions to this information.

BRAZIL Berthing: The pilot boat also assists in bringing the lines ashore. There is a total of 432.5 m. of quay available. Tankers and also general cargo vessels sometimes moor partially off the quay to a stern buoy. AUTHORITY: Port of Ilheus (PORTIL), Avenida Almirante Aurelio Linhares No. 432, Ilheus, Bahia, Brazil, Zip 4560 . Tel: (073) 231-3318, 231-3173. 231-1962 (Management). Telex: 732118. FAX: (073) 231-1300. Contact: Flavio Martins Pimentel, Port Manager.

IMBITUBA: 28.13 S. 48.38 W.

(See Plan)

DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: Compulsory. Pilot ordered by ship’s Agent. The Pilots have a launch with VHF equipment which is normally moored within the port and can be contacted on VHF Channel 16. The point for awaiting the Pilot is in the anchorage, in the outer part of the port, (Chart 1.908 of the Directorate of Hydrography and Navigation). ANCHORAGES: The anchorage, near the port, is on the alignment Silo-Ponta da Ribanceira, with a depth of 12 m., and sand bottom. It is sheltered from South, North and West winds, but not so from Easterly winds. RESTRICTIONS: The port is situated in an open inlet, with a width of approximately 3,000 m., but presenting in its external area the shallow water characteristic of the Rocks of Imbituba, with the lowest depth of 8.7 m., and the Rocks of Aracaju, with the lowest depth of 6.9 m. The sea above the rocks is normally shallow, and it is dangerous to navigation, even for vessels of small draft. MAX. SIZE: There is no major restriction with regard to the length of vessels. The manoeuvring basin, inside the port, is 315 m. long and more than 10 m. deep. Vessels of a length of 200 m. operate normally. Max. draft 9.5 m. (31.02 ft.). HEALTH: See ‘‘Itajai’’. Health Office located near the Port Authority Office. RADIO: Messages from vessels for Agents or from the latter to vessels must be sent via the EMBRATEL, which has Coastal Stations at Laguna and Florianopolis. VHF: Port Authority on Channel 16. TUGS: Two tugs, ‘‘Mar de Espanha’’ and ‘‘Altaneira’’, have following characteristics: Length 28 m., beam 8.3 m., draft 3.7 m., displacement 276 tons and power 1,680 h.p. The tugs have VHF equipment, and should be used for berthing and unberthing. BERTHING: Depth Max. Berth Length alongside Length Beam Draft Approx. d.w.t No. (m.) (m.) (m.) (m.) (m.) (Tons) 101 200 9.5 190 28.0 9.5 38,000 201 108 9.5 150 22.0 9.5 15,000 301 250 10.0 220 28.0 9.5 60,000 401 24 8.0 Ro–Ro Vessels particulars Berth 101 is used for shipment of coal and freezer cargo. Berth 201 for general cargo, is an extension of Berth 101. Berth 301 for bulk cargo and general cargo. Berth 401 is a Ro-Ro terminal. CARGO HANDLING FACILITIES: Berth 101: A conveyor system with loading capacity of 350 t.p.h. and a shoot system (8,000 tons) with two grab cranes. This system has a capacity of loading of 500 t.p.h., giving a total nominal loading capacity of 850 t.p.h. of coal. Berth 201: Uses derrick or ship’s cranes, with the possibility of assistance from port cranes. Installations for unloading and storage of bulk liquid caustic soda are available at Berths 101 and 201. Berth 301: A continuous shiploader for coal at 1,000 t.p.h. and a multi-purpose crane with 16 tons capacity for bulk and general cargo handling. Installation for loading phosphoric acid at rate of 400 t.p.h. is available. CRANES: 2␺8 tons electric rail-mounted grab cranes, 2␺8.2 ton diesel crawler grab cranes and 1␺16 ton electric rail-mounted multi-purpose crane. STEVEDORES: Stevedoring service is carried out by port employees, with the addition per shift of personnel of the Imbituba Union of Stevedores, Imbituba and Laguna loading and discharge tallymen, Imbituba trimmers and workers in the Port Services of Imbituba. Working is 24 hours a day every day in the port, with 4␺6 hour shifts. It is necessary to make a prior agreement between the Master of the vessel and the Agent to ensure the necessary number of shifts, and the availability of other resources for loading or unloading. MEDICAL: The Agent must be advised in advance as to the need for medical assistance. Imbituba has a hospital with 100 beds. Specialised medical assistance is available in Tubarao (45 km.) Criciuma (100 km.) and Florianopolis (100 km.), from the port on national highway BR 101. DENSITY: 1025. FRESH WATER: Fresh water supplied from hydrants on quays. Rate of delivery is 10 t.p.h. FUEL: Various grades of gas oil and diesel can be supplied by road vehicles. CONSULS: At Florianopolis and Porto Alegre. REPAIRS: Some types of deck and engine-room repairs are possible. SURVEYORS: Ship Surveyors available locally. GANGWAY/DECK WATCHMEN: Compulsory. OPENING/CLOSING HATCHES: Normally by ship’s crew. AIRPORT: At Florianopolis, 100 km. away from the port, where regular scheduled flights are handled. TIME: GMT minus 3 hours. HOLIDAYS: National: 1st January, 21st April, 1st May, 7th September, 12th October, 15th November, 25th December. Municipal: 21st June, 2nd November, 8th December. Movable: Good Friday and Corpus Christi.

POLICE/AMBULANCE/FIRE: Police call 550099, ambulance available in the harbour area and fire call 193. EMERGENCY CO–ORDINATION CENTRE: Delemar Imbituba Tel. 550276. (Local station of Brazilian Navy.). GARBAGE DISPOSAL: Drums on Berths No. 1 and 2. There is no refuse collection on Berths No. 3 and 4. SHIPMASTER’S REPORT: October 1992. Ro/Ro Berth: The vessel was to load buses having the following dimensions: Length 13.0 m., width 3.75 m., under-clearance between road and body 0.60 m. Owing to the height of the Ro/Ro berth being 0.50 m. at high water, and the position of the vessel’s starboard stern ramp being at 10.85 m. from the keel, the vessel could not load the buses. If the Master has an idea about the height of the quay, the vessel will lie at, then the planning about cargo operations becomes simpler. AUTHORITY: Companhia Docas de Imbituba, Av. Graca Aranha, 226-8␥ Andar, Castelo, Rio de Janeiro, CEP 20030, Brazil. Tel: ␣65 (21) 240-4445. Telex: (021) 23568 EACB BR. Cables: Imbitubadocas. At Imbituba: Av. Presidente Getulio Vargas S/N, Imbituba, Sta. Catarina, Brazil, CEP 88780. Tel: ␣55 (482) 550080. Telex: (0482) 421 DOIM BR. FAX: ␣55 (482) 55-0701. Contact: Port Manager.

ITAJAI: 26.54 S. 48.39 W.

(See Plan)

DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: Compulsory. To await or to receive Pilot, anchor from 0.5 to 5 miles East of South Breakwater. Pilot Station has VHF Radio; telegrams can also be addressed to Pilot Station in Itajai, but customary to send all advices to Pilot Station via Agents, 6 hours prior to arrival. Call Pilot on VHF Channels 14/16 on arrival. Pilot Station has 2 launches painted red with a ‘‘P’’ on side and on funnel. Launches always anchored inside port. In case of bad weather, vessel must wait for instructions in Porto Belo Bay, South of this port, and in case of bad weather on sailing, if impossible to disembark Pilot in entrance of bar, must be done in Porto Belo Bay. ANCHORAGES: Waiting anchorage situated in Enseada de Cabecudas, up to 2 miles distant from South Light, depth of 10 m. in position Lat. 26␥ 54' 08" S., Long. 48␥ 36' W. RESTRICTIONS: Vessels can enter or sail at any tide with a max. draft of 33 ft. Vessels with a length over 185 m. can enter and sail in daylight only. Depths: Depth at Bar – 33 ft. Access Channel – width 100 m., depth 33 ft. Manoeuvring Basin – width 250 m., depth 33 ft. Also see ‘Shipmaster’s Report’’ dated November 1993. MAX. SIZE: Max. length 250 m. for dry cargo vessels. HEALTH: When coming from abroad, vessel will be visited by Health Authorities, who issue Free Pratique after inspection. When coming from another Brazilian port, Free Pratique issued in previous port is sufficient. This document must stay on board, to be presented in subsequent ports. In case of sickness on board, after receiving Free Pratique, Master must contact Agent who notifies Health Service. TUGS: ‘‘Anapolis’’ (1,680 h.p.), ‘‘Avalon’’ (2,430 h.p.) and ‘‘Curitiba’’ (1,680 h.p.). BERTHING: Length at quay, 740 m., depth alongside 33 ft. Container vessels have 2 immediate berths and 1 preferential berth. Fourth berth according to order of arrival. Storage: Warehouse 1 Capacity 33,500 cu.m. Warehouse 2 Capacity 33,500 cu.m. Warehouse 3 Capacity 33,500 cu.m. Store Yard/Container: 46,000 cu.m. Storage Outside: Storehouse Reefer (Private Enterprise): 27,000 cu.m. Storehouse/EADI: 31,000 cu.m. Storage Yard/Container: 52,489 cu.m. Storage Yard: 121,450 cu.m. Chemical Products/Dow Chemicals Terminal: Caustic soda – 12,000 tons. Equipment: Stacker Trucks (Top loaders): 4␺1 tons, 13␺1.8 tons, 44␺3 tons, 4␺3.5 tons, 2␺5 tons, 8␺7 tons, 1␺12 tons and 5␺37 tons. Tractors: 3␺90 h.p. Reach Stackers: 2␺40 tons. CRANES: 2␺40 tons and 4␺3.2 tons portal cranes. STEVEDORES: When vessel arrives in morning, advisable that Master advises in advance number of gangs he will need so that Agency can make arrangements. When discharging dry bulk cargo (grain or salt) trucks with special equipment used. Average for loading: (a) Timber 500 tons/gang day. (b) General Cargo 500 tons/gang day. (c) Bags and Tobacco 500 tons/gang day. (d) Reefer 170 tons/day gang. (e) Containers 15 TEU/gang hour. For discharging: (a) General Cargo 220 tons/gang day. (b) Bulk 240 tons/gang day. Hours as follows: 0700 to 1300 hrs.; 1300 to 1900 hrs.; 1900 to 0100 hrs. and 0100 – 0700 hrs. MEDICAL: In urgent cases, advise Agent requirements in advance. Hospital available (573 beds). Normally no special vaccination required, nor presentation of certificates. TANKERS: No facilities. DENSITY: During low tide whole port is influenced by fresh water of River Itajai – Acu, situation changing at high tides. Mean density: River 0.999. Sea: 1016.7. FRESH WATER: Available, supplied direct by hydrants (12␺2 in.) along quay. Average supply 10 cu.m.p.h.

See guidelines on how to compile and submit information to us (page vi).

299

BRAZIL FUEL: No bunkering facilities in the port. Small quantities can be supplied by truck. See ‘‘General’’ before first port. REPAIRS: Almost all repairs on engines or deck possible. SURVEYORS: Det Norske Veritas, Lloyd’s Register, Bureau Veritas and Germanischer Lloyd have local representatives. Independent marine surveyors are also available. GANGWAY/DECK WATCHMEN: Not compulsory, but recommended. OPENING/CLOSING HATCHES: By stevedores. CUSTOMS ALLOWANCES: Customs open bond every 5 days for issue. REPATRIATION: Repatriation, normally made by Agents via Rio de Janeiro and/or Sao Paulo. AIRPORT: Navegantes Airport is situated about 10 km. from port. Daily regular flights to Sao Paulo, Porto Alegre, and Rio de Janeiro by Varig and Rio Sul TAM and Interbrasil Airlines. TIME: 2nd Mar. – 30th Nov. GMT minus 3 hours. 1st Dec. – 1st Mar. GMT minus 2 hours. HOLIDAYS: New Year’s Day (January 1st); Good Friday; Tiradentes (April 21st); Labour Day (May 1st); Foundation of Itajai (June 15th); Independence Day (September 7th); Aparecida Holy Lady (October 12th); Corpus Christi; Proclamation of the Republic (November 15th); Christmas Day (December 25th). POLICE/AMBULANCE/FIRE: Police 190; Ambulance 193; Fire Brigade 193. TELEPHONES: There are no facilities for placing telephones on board. IDENTIFICATION CARDS: Foreign crew members not permitted to go ashore without presentation of identity card, on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The identity card must be delivered on disembarkation to the Federal Police who will return it to the crew member on re-embarkation. GARBAGE DISPOSAL: Collection service is available daily and is free. Service provided by City Hall. WASTE OIL DISPOSAL: Not available. SEAMAN’S CLUBS: None. GENERAL: Charts: B.A. Chart No. 549. U.S. N.O.O. Chart No. 24131. Brazilian DHN Chart No. 1801. SHIPMASTER’S REPORT: November 1993 (Updated 1998). Restrictions: Actual maximum draft allowed by Port Authority and Pilot is 33 ft. at any time. Berthing: Depths at Manoeuvring Basin and at all berths are given as 33 ft. Height of tide is sometimes very different from the Admiralty Tide Tables, and subject to variable and unpredictable rising and falling of the river. On this visit, I observed a difference of 0.6 m. between the 2 subsequent low tides when the Admiralty Tide Tables gave only 0.1 m. AUTHORITY: Administradora Hidroviaria Docas Catarinense – ADHOC. Administracao do Porto de Itajai, Av. Cel. Eugenio Muller 622, P.O.Box 244, CEP 88301-090, Itajai – SC, Brazil. Tel: ␣55 (47) 341-8000 (6 lines). FAX: ␣55 (47) 341-8075. Email: [email protected] WWW: www.portoitajai.com.br Contact: Martin Schmeling, Commercial Director (Tel: ␣55 (47) 341-8029, 8054. Email: [email protected]). Port Captain: Av. Cel. Eugenio Muller 106, CEP 88301-090, Itajai SC, Brazil. Tel: ␣55 (47) 348-0129.

LAGUNA: 28.30 S. 48.46 W.

(See Plan)

LOCATION: The port is situated in the State of Santa Catarina on the left bank of the connecting channel of the Lake of Santo Antonio with the Atlantic Ocean. APPROACHES: The area is covered by D.H.N. Chart No. 1901. The access channel is 1,300 m. long, 80 m. wide and 6.2 m. depth. Tidal range 0.84 m. PILOTAGE: Compulsory. Tel: (0486) 440075. ANCHORAGES: Recommended anchorage is at the entrance off the bar. BERTHING: The manoeuvring basin measures 300 m. ␺ 120 m., with a depth of 5.0 m. The quay is 300 m. long, depth alongside 5.0 m. Port used by fishing vessels only. Freezer Installations: Ice Factory. Capacity 50 tons/day. Ice Garner capacity 100 tons. Freezing Tunnel (2) with capacity of 48 tons/day at ␤35␥C. Freezer Capacity 800 tons at ␤30␥C. Waiting Freezer. Capacity 160 tons at ␤2␥C. CARGO HANDLING FACILITIES: 1 Electric Crane with capacity of 1.0 ton. 1 fish and ice separator machine. FRESH WATER: 715,000 litres capacity reservoirs. FUEL: Diesel oil available. 3 storage tanks. REPAIRS: Workshop for repairs in the port area. AIRPORT: Nearest commercial airport is at Florianopolis, 130 km. away. HOLIDAYS: In addition to National holidays, local holidays are 2nd February, 13th June and 18th June. GARBAGE DISPOSAL: There is a garbage collection service sponsored by the City Hall, and its cost is paid by the Port in the public taxes. The garbage is collected once a day. WASTE OIL DISPOSAL: No service available. SEAMAN’S CLUBS: None. AUTHORITY: Administracao do Porto de Laguna, Avenida Getulio Vargas 728, P.O.Box 39, 88790 Laguna, Santa Catarina, Brazil. Tel: (0486) 440183. FAX: (0486) 440536. Contact: Eng.Marcelo Werner Salles, Port Administrator. Port Captain: Avenida Brito Peixoto 72, Laguna. Tel: 440196.

300

MACEIO: 09.40 S. 35.44 W.

(See Plan)

PORT LIMITS: Limited to the North by the shore, to the South by the mole, to the West by the Atlantic Ocean and to the East by the access mole (Lat. 09␥ 41' S., Long. 35␥ 44' W.). The Marine terminal of Salgema (Lat. 09␥ 41' S., Long. 35␥ 46' W.) is located between the beaches of Trapiche and Ouricuri where can be seen the distinctive cylindrical tanks for storage of the products of Salgema Industrias Quimicas S/A. There is a mole emerging from Trapiche beach extending seawards 145␥, for about 1,000 m., and at the end of which is a quay. From the mole and extending Southwards is a submarine pipe-line for disposal of residues from the terminal. The Sugar Institute (IAA) accepts Notice of Readiness only after having been signed by Surveyor to the effect that holds are in all respects ready to receive cargo. DOCUMENTS: See ‘‘General’’ before first port. Port Health, Customs and Maritime Police board vessels alongside. However vessels from Eastern bloc countries are boarded at the anchorage. PILOTAGE: Compulsory. A request for a Pilot can be made via the ship’s Agent, 12 hours in advance, specifying the time of entry of the vessel, and from which point pilotage is required, via radio station Amaralina (PPA) or Olinda (PPO). The Pilot boards and leaves vessels 0.5 miles to the West of the Peixe-Pau Buoy and 1 mile from the mole light. Pilots’ Association: Rua Sa e Albuquerque No.467-Room 17, Jaragua-Maceio-AL. Tel: 223-2203 and VHF radio on Channels 9, 13, 14 and 16. Listening Channel is 16. Vessels may anchor off Peixe-Pau Buoy in bad weather. ANCHORAGES: Vessels anchor outside the area marked as ‘‘Anchoring forbidden’’ on the Chart 901 of the DHN. Quarantine Anchorage: To the seaward of the Peixe-Pau Buoy. Vessels are not permitted to anchor in the port basin. RESTRICTIONS: Max. permitted speed between the Peixe-Pau Buoy and the port is 6 knots. No restrictions on length. On approaching the port attention must be paid to the shallows existing to the N.W. of the Peixe-Pau. The average depth is from 10 m. to 15 m. Vessels may enter day and night. Pilot refuses to berth tankers after nightfall. MAX. SIZE: Vessels have loaded up to 33 ft. draft. HEALTH: No Health Authorities board vessel. In event of suspected disease or fever on board, advise Agent by cable so that Port Authority may take appropriate action. TUGS: One tug available, bollard pull 20 tons. BERTHING: 6 Berths (4 for general cargo and 2 for sugar) available day and night, weather permitting. Sugar Terminal: Facilities for loading bulk molasses. Projected loading capacity 1,000 t.p.h. of bulk sugar, 300 t.p.h. molasses. Sugar Wharf: 250 m. length. General cargo wharf 500 m. length. Depth alongside 33 ft. One quay for loading the products of Salgema Industrias Quimicas S/A (Maritime Terminal of Salgema). This quay is located at the end of a mole some 1,000 m. long starting at Trapiche beach and extending seawards 140␥ (Lat. 09␥ 41' S., Long. 35␥ 46' W.). The average depth of water in the port is 10 m., and at the Salgema Terminal 8.8 m. In order to be admitted with safety into the port and terminal, vessel’s length must not exceed 250 m. and 157 m., respectively. The sugar quay has 10 bollards and the general cargo quay 16. At the Salgema Terminal Quay, only 1 vessel is berthed at a time. Cargo Handling Facilities: There are 6 warehouses, 5 being 80 m. ␺ 80 m. for general cargo and 1 of 200 m. ␺ 50 m. for Demerara sugar (200,000 tons). There is a tank with a capacity of 4,000 cu.m. for alcohol and another for molasses with the same capacity. There is a refrigerated store with a capacity of 200 tonnes. There is an open storage area covering the whole extension of the general cargo quay measuring 20,400 sq.m. There are 5 stacker trucks, 4 with a capacity of 2 tons and 1 of 7 tons. There are 2 mechanical sugar loaders with total capacity for shipment of 4,000 bags per hour, and 1 bulk sugar mechanical loader of 1,000 t.p.h. capacity. There is 1 mechanical grain suction unit with capacity for unloading 100 t.p.h.. There is 1 bulk grain distributor with scales for loading lorries. CRANES: 4␺3.2 ton and 2␺6.3 ton capacity electric cranes. STEVEDORES: ETA required 24 hours before arrival to arrange gangs. When work required Saturdays and Sundays, ETA must be sent on Friday. Loading/discharge – General: 8 t.p.h. per gang. Sugar 20 t.p.h. per gang. Grain 60 t.p.h. MEDICAL: No advance notice needed except if vessel due to arrive on Saturday/Sunday in order to arrange doctor and/or hospital. Hospital facilities available. TANKERS: One tanker berth. Max. draft 33 ft. One pipeline 8 in. for gasoline and one 6 in. for diesel/kerosene. Tanks: Petrobras, 9 tanks with total capacity of 38,929 cu.m. Atlantic, 9 tanks with total capacity of 14,482 cu.m. I.A.A., 1 tank for molasses with capacity of 7,000 tonnes. FRESH WATER: Fresh water available. Pipeline from water tower by gravity. Rate about 5 t.p.h. 11 points at the general cargo wharf and 5 points at the sugar wharf. FUEL: Diesel fuel oil and fuel oil ‘A’ (PPF) is supplied by Esso, Texaco, Shell, Atlantic and Petrobras, by gravity from tanker trucks. The availabilities are minimal, as the storage capacity is small, at times there being no products available. Orders must be placed 24 hours in advance. Also see ‘‘General’’ before first port.

We welcome all advice, updates and additions to this information.

BRAZIL CONSULS: Norway 2276 Portugal 2449 Italy 3302 France 2126 Spain 2640 REPAIRS: Small repairs only can be effected. GANGWAY/DECK WATCHMEN: Not necessary. OPENING/CLOSING HATCHES: Normally carried out by stevedores. CUSTOMS ALLOWANCES: One carton cigarettes to be declared. One bottle alcohol, open, to be declared. REPATRIATION: Carried out by Recife Consulates. AIRPORT: Airport at Palmares, distance 30 km. Served by Varig, Vasp and Transbrazil. TIME: GMT minus 3 hours. HOLIDAYS: Work prohibited on Labour Day only. Other days on which work is considered overtime and charged as such are: 1st January, Good Friday, 7th September, 15th November and 25th December. Local Holidays: 16th September and 27th August. POLICE/AMBULANCE/FIRE: Police 221-5348; Ambulance 241-2288 and 241-1488; Fire Brigade 223-2447 and 193. TELEPHONES: Telephone on quayside. If telephone required onboard 48 hours notice required. IDENTIFICATION CARDS: Foreign Crew members not permitted to go ashore without presentation of Identity Card, on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The Identity Card must be delivered on disembarkation to the Federal Police who will return it to the Crew member on re-embarkation. GENERAL: Prevailing winds: Summer months – N.E. Rainy season – S.E. with strong South winds during July/August/September and strong undertow during August/September. DEVELOPMENTS: The Salgema marine terminal has been built across the bay. It consists of a jetty 1,300 m. long. The loading platform will allow 18,000 d.w.t. vessels to load in 7.6 m. depth. Loading Caustic Soda 12 in. line 330/350 cu.m./hr. Ethylene Chloride 10 in. line 330 cu.m./hr. Ethylene Cryogenic 8 in. line 330 cu.m./hr. AUTHORITY: Administracao do Porto de Maceio, Rua Sa de Albuquerque, Jaragua, 57000 Maceio, Alagoa, Brazil. Tel: ␣55 (82) 231-1999. Telex: 822153. Contact: Lafayete Pacheco Neto, Administrator.

MANAUS: 03.09 S. 60.01 W.

(See Plan)

DOCUMENTS: See ‘‘General’’ before first port. PILOTAGE: Pilots join vessel at Belem and make the round voyage back to Belem. Vessels entering via North Channel take a Pilot at Santana. No Pilots from Barra Norte to Santana. ANCHORAGES: Suitable places can be indicated by the Pilot. Anchorage for vessels over 3,000 g.r.t., Lat. 03␥ 09' 00" S., Long. 60␥ 01' 48" W. Anchorage for vessels of less than 3,000 g.r.t., Lat. 03␥ 09' 00" S., Long. 60␥ 02' 12" W. Vessels impounded or requiring considerable repairs, Lat. 03␥ 08' 30" S., Long. 60␥ 02' 30" W. Vessels in quarantine, Lat. 03␥ 08' 48" S. Long. 59␥ 55' 48" W. RESTRICTIONS: Passage across Barra Norte to be made at HW only. Berthing and unberthing preferably takes place at Manaus in daylight. MAX. SIZE: Entry to the Amazon via the North Channel; max. draft 30 ft. Via Belem; draft 29 ft. with a length up to 175 m. and draft 24 ft. with a length up to 210 m. HEALTH: See ‘‘General’’ before first port. All ships must be visited by Port Health Inspector. If vessel has passengers in transit for another Brazilian port, another visit will be required at port where passengers disembark. If ship’s health condition satisfactory, Inspector will give Free Pratique immediately. Radio Pratique available if Master able declare satisfactory health condition before arrival. Free Pratique is valid for subsequent ports in Brazil. If there is a crew member to be hospitalised, the Health Inspector will issue pass to hospital on request of Master or Agent who will be made responsible for all expenses incurred. Inoculations for International Certificates can only be given by an employee of the Port Health Authority. TUGS: 1␺210 h.p. and 1␺1,680 h.p. BERTHING: Arranged by Agent who asks permission from local Port Authorities to provide a berth. All berths suitable for vessels able to navigate the river. Two floating stages in ‘‘T’’ jetty form. Easterly stage 272 m. long. Floating roadway 252 m. There are 3 cranes on this stage. Westerly stage 275 m. long. Floating roadway. No cranes. Water depth 35 m. – 45 m. at both stages. Warping buoys must be used when leaving stages as there are no tugs. A third stage is planned. A stone jetty 500 m. long will shortly be available for year round operations, when it has been fitted with Portal cranes. Moageria Berth: Used for the discharge of bulk grain, one tube, rate 30 t.p.h. CARGO HANDLING FACILITIES: Electric Cranes: 3␺3.2 tons capacity (on rails). Mobile Cranes: 3␺10 tons capacity, 1␺9 tons capacity, 1␺15 tons capacity, 1␺50 tons capacity. Floating Cranes: 1␺100 tons capacity (name – ‘‘Joao Pessoa’’), 1␺15 tons capacity. Forklifts: 14␺3 tons capacity, 6␺5 tons capacity, 8␺2.5 tons capacity, 3␺25 tons capacity. Additional fork lifts with 10 tons capacity available.

Trucks: 27 trucks for moving cargo. 2 heavy lift trucks with 45 tons payload. 2 trucks with 10 tons payload. STEVEDORES: Available. MEDICAL: Doctors and hospital facilities available. TANKERS: Copam Refinery Berth: A floating pontoon with buoy moorings ahead and astern. Vessel berths starboard side to, using port anchor. Facilities for crude discharge. Products only loaded. No dirty ballast facilities. No. 1 Terminal: Vessel lies to 4 buoys, and picks up a floating line, normally attached to the bank. Available for products only. Also see ‘‘Shipmaster’s Reports’’. DENSITY: Fresh water. FRESH WATER: Not suitable for drinking purposes. FUEL: Bunker C and Diesel. Available ex-barge or at the terminals. Petrobras Distribuidora S.A., Av. 7 de Setembro, 1251 s/511. Tel: 232-5482. Shell do Brasil S.A., Rua Ferreira Pena 222. Tel: 232-5881. Texaco do Brasil S.A., Av. Presidente Castelo Branco 720. Tel: (092) 234-2980. Esso Brasileira de Petroleo S.A., Rue Recife, Adrianopolis. Tel: (092) 232-1886. Also see ‘‘General’’ before first port. CONSULS: Following countries are represented at Manaus: Belgium France Peru Bolivia Germany Portugal Colombia Italy U.K. Denmark Japan U.S.A. Ecuador Panama REPAIRS: Very limited facilities available. GANGWAY/DECK WATCHMEN: Compulsory. OPENING/CLOSING HATCHES: Performed by stevedores. CUSTOMS ALLOWANCES: 200 cigarettes per man. Only normal daily consumption wine/spirits allowed. REPATRIATION: Can be arranged. AIRPORT: Regular daily international flights from Manaus Airport. TIME: GMT minus 5 hours. HOLIDAYS: National Holidays: 1st January, 21st April, 1st May, 7th September, 12th October, 15th November, 25th December. Municipal Holidays: Good Friday, Corpus Christi, All Soul’s Day, 8th December (Devotion to Our Lady the Patroness Saint of Manaus). POLICE/AMBULANCE/FIRE: Civil Police Tel: 22113; Maritime Police 22315; Fire 21155; Ambulance 21112. TELEPHONES: Arrangements can be made for telephone connections on board. SHIP SUPPLY SERVICE: Contact: Helijet Aero Taxi Ltd., Km. 4, Estr. T. Tapajos. Tel: ␣55 (92) 236 2150 and 236 7611 for helicopter airlift service. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Required. SHIPMASTER’S REPORT: June 1993. Once orders for Manaus were received, the Agent contacted the ship almost immediately asking for ETA at Fazendinha Pilot Station (off Macapa), and departure times last port. ETAs were required daily for Barra Norte and Fazendinha. Vessel had been instructed to sail Suape after discharging sufficient cargo to give an arrival draft of 9.14 m. (30 ft.) fresh water at Manaus. Once vessel had sailed from Suape, a comprehensive set of instructions were received from a sister agency at port of Macapa, giving positions of buoys in Bar and Curua Channel. These were substantially different to charted positions on B.A. Chart No. 2189, the channel being approximately 2 miles S.E. of that charted. Between Buoys 10 and 12, there was supposed to be an obstruction, we were advised to keep 6 cables North of these buoys, which meant passing within 1 cable of Buoys 9 and 11. There was an additional suggestion to cross Bar on a rising tide, early morning. We therefore anchored 1 mile North of Amazonas No. 1, charted as a light vessel, but is a Lanby buoy, radar picked this buoy up at 14.5 miles, light visible at 10 miles. There was an under-keel depth of 3.7 m. when anchored at approximate low water. Tidal information for the area is confusing, the tide tables only have data for a position off Curua Island, although this is listed as Barra Norte, it is well South of the Bar and channel, at the mouth of the river. The Pilot Book describes how the tide is variable over the entire area, with times and heights being irregular and inconsistent. B.A. Chart No. 2189 has no tidal data, only a current diamond at a point in the middle of the Bar. Vessel got underway at midnight (8th June) with echo sounder showing a rise in tide of about 0.7 m. Crossing the Bar took 2 hours with a strong adverse current (2-3 knots) throughout, reducing speed to less than 12 knots on sea going revs. The minimum depth encountered was 2.2 m. under-keel (11.1 m. actual). Buoy No. 2 was detected on radar at 14 miles, visually 9 miles, its position agreeing with that given by Agent. Approaching the buoy and clearing the shallow waters of the Bar, speed increased slightly, but set was still adverse. A few small fishing boats were active in the area between Buoy 2 and Curua Channel, none caused any problem. There is a pilot boarding position marked on B.A. Chart No. 2189, recently entered as a correction, this is a total fabrication. No pilot service is officially available for the Bar area, although there is an unofficial service with the pilot boarding at Salinopolis at the Southern shore of the river. This was only learned later, the Agent having been contacted and asked for a pilot to board at the Bar, we were advised there was no pilot service at all, the pilot position was at Macapa, 174 miles from Amazonas Buoy No. 1. Curua Channel: The channel buoys were detected from the safe water Buoy No. 3 without difficulty. One course from this buoy to No. 7/8 in the channel of 231␥ was sufficient. The strength of the current increased noticeably to about 5 knots running N.E.’ly, reducing the speed made good to about 9 knots in the channel. At Buoys No. 7/8, course was

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BRAZIL altered to 249␥, this taking the ship to the North of the channel to pass the recommended 6 cables North of Buoys No. 9 and 11. On this course, the track passed over a tongue of the bank outside the channel to the N.W., with the minimum under-keel clearance of 2.1 m. recorded. Depths in general within the channel corresponded to those charted. All buoys were lit, although very poorly, and appeared in position advised by the Agent. The buoys are checked daily by the Brazilian Navy, as they are frequently swept out of position in the strong currents, any deficiencies are supposed to be advised by the Agents. The obstruction between Buoys No. 9/11 was doubted by the pilots when they boarded, and contrary to the advice we had received, they suggested we should have passed close to these buoys (i.e. keeping to the South of the channel, in order to avoid the shoals to the North, thus further adding to the confusion). Clear of the channel is a straight forward, open water passage to the Canal do Norte, taking about 4 hours. Once this canal was reached, clumps of floating vegetation and logs were encountered, which according to the Pilot Book can cause severe damage to propellers, and if caught around the bow, seriously reduce the speed. The clumps show clearly on radar, avoiding action is not always possible due to restrictions in channel width. The current from here to the Pilot Station at Macapa was continuously adverse at about 6 knots, the ship making barely 9 knots through the water at full speed. There was very little traffic in the area, apart from a few small ferry boats which kept close to shore, out of the main current. There is a choice of passage at the Canal do Norte, one to the South and the other to the North. The Southern one is wider with a long bend in the middle, at its end is a shallows/rock in the centre of the channel. The Northern passage is narrow (1.5 miles), with a single course alteration at the West end around Ilhas Predreira. The Northern route was taken, as a large, fully laden bulk carrier was already using the Southern channel, heading seawards. Position fixes were good, with plenty of recognisable features both sides, parallel indexing was used with index lines on features North and South. The Eastern end of Ilhas Predreira is shown on the chart as having a shallows stretching approximately 10 miles, this shallows had almost dried out in places, with a large sand island now existing in the middle of the ‘‘shallows.’’ Soundings in the channel were confirmed with the chart and averaged between 17 m. and 30 m. The current set parallel to the channel at all times. The course alteration at the West end of Ilhas Predreira was made, the vessel being confirmed on track by radar, visually and by BPS. There was a shallows charted to the West, but generally the soundings just off the island indicated fairly deep water, the expected beam passing distance of the lighthouse was 1 mile, in water depth of 13.0 m. The vessel grounded 8 minutes after altering course, with positions showing the ship was still on track. The shallows were to port, that is from the island in the deep water, not extending from the shallows to starboard. The engine was put to stop, and then tested ahead and astern, movements were normal. The rudder was tested to port and starboard, full deflections were recorded. The vessel was swung to starboard and then back to port, movement to starboard was unrestricted, when turning to port the swing stopped with the heading 202␥, the course in the channel was 198␥. The vessel cleared the bank by turning to starboard and the engines at slow ahead, once fully clear, the vessel swung to port, in order to avoid the charted shallows on the starboard side. The indicated depths returned to normal almost immediately. The vessel regained the charted track, water depths were as expected from here on. The route from Canal do Norte to Macapa was straight forward from this position. Navigation was mainly by radar, with visual fixes from 2 beacons on the port side on the approaches to Macapa. There was an increase in small traffic in the area, with fishing boats and ferries causing problems around the pilot boarding station at Fazendinha. Two pilots boarded from a small red hulled boat 0.8 miles off-shore at the charted pilot boarding position. One pilot took the con, the other went to the cabin. Total time from Barra Norte Anchorage to Fazendinha was 16 hours 20 minutes, and total distance 174 miles. Amazon River Pilotage: The total length of pilotage from Macapa to Manaus was 703 miles, time taken Westwards (1624 hrs. 8th June – 0638 hrs. 11th June) was 62 hours 14 minutes, at average speed 11.2 knots. The speed was increased to full sea speed, current adverse throughout at between 3-6 knots. There were three areas where speed was reduced to half ahead to pass towns, with potentially large ferry traffic concentrations, at Obidos, Parintina and Itacoatiara. Obidos was potentially the area where most caution was required with a 110␥ blind left hand bend abeam of the town. The pilots’ approach was to keep to the outside bend on all curves, crossing from side to side as the river meandered very rapidly. The average distance off was 2 cables, with frequent closing distances of 1 cable or less. All navigation was by radar, the pilot setting the variable range marker at the chosen clearing distance on bends. We had managed to buy Brazilian charts for the Amazon (No. 4101-4105, Chart No. 4104 missing), the pilots paid no heed to these, their local knowledge being very impressive. The charts were of little practical navigational use anyway, the river was at almost full, 9.0 m. above minimum, and most coastal features were well submerged, making recognition of land very imprecise. The extra river height also rendered the soundings valueless. On numerous occasions the pilot was advised the course being steered was taking the vessel over shoals or banks, on every occasion he was proven correct in his estimations that the soundings were incorrect. The factor of error was in almost all cases greater than the rise in river level, therefore the quality of the original survey must be questioned. As an example of this, the GPS plots frequently gave the vessel running well within the shore line, at one time almost 0.5 miles, this position was repeated on the Eastbound transit. The depths recorded during this ‘‘cross-country’’ were greater than 20.0 m. under-keel. Trying to fix the position accurately using coastal features was impossible due to the flooding as mentioned previously. Prior to arrival, there had been much discussion as to likely channels and passages to be taken during the transit, those chosen by the pilots

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often seemed illogical. The narrowest passage used, 4 hours downstream from Manaus, had a total width of only 3 cables, with the vessel only 150 m. off the beach to starboard. The reason given for taking these narrows was the larger outside channels tend to have a concentration of logs and other floating vegetation, making navigation hazardous. The narrows were the lesser of two evils. Even in the very narrow channels no speed reduction was made. Water depths were at all times greater than 18.0 m. under-keel. General: The vessel had been cleared from Suape to Manaus. If this had not been done, we would have had to anchor at Macapa for Inward Clearance by Customs and Immigration. Tide affects the river for a distance up to 100 miles above the Pilot Station at Macapa. Clocks were retarded 1 hour on passage, Macapa keeps GMT ␤3 and Manaus GMT ␤4. River level varies by 10.0 m., dependent on the snow melt of the Andes. Maximum height is at end of June/early July, and minimum height is in November/December. Brazilian charts were of little use, the B.A. Approach Chart for Macapa proved superior to its Brazilian counterpart. The chart that was unavailable was not available anywhere in the country, the mapping agency had no intention of having another print run, due to unprofitability of printing charts, according to the Agents in 2 ports. The Amazon charts we did have, were of little use other than to give an indication of our position. Port Manaus: The Petrobras Terminal is situated approximately 4 miles downstream of the town, 2 miles above the confluence of the Negros and Solimoes rivers. The vessel anchored 1 mile S.E. of the terminal, abeam of a small naval berth, in 30.0 m. of water, awaiting tugs. The vessel had loaded to 30 ft. FW draft at Charterer’s instructions, the reason for this limitation was difficult to understand. The oil terminal consists of 3 berths, two for ocean-going ships with a draft up to 37 ft., the centre berth for smaller ships. They are pontoons attached to a pipeline system also on pontoons. The loading/discharge arms are Chicksan type fixed arms. Each berth has two unattached concrete dolphins 10 m. up/downstream of the central pontoon, and 4 mooring buoys, 2 each end. The concrete dolphins were protected by inflatable Yokohama type fenders. The pilot said that during the river low water season, the Easterly berth (No. 3, the one we were berthing on) dries out. This is very hard to believe as the under-keel clearance during our stay was 27.0 m., total depth 36.0 m. Berthing starboard side alongside would seem the norm. The berth was approached from downstream, stemming the current, 2 small mooring boats and one old, very weak tug, were in attendance. First line was run from the port bow to the off-shore mooring buoy, which was used as a holding line. A starboard headline was run to the in-shore buoy, and aft a starboard stern line was run to the in-shore buoy, it being deemed unnecessary to place a stern line on the off-shore buoy aft. Lines were then run fore and aft to finish with 3 head/stern lines to the in-shore buoys and 2 springs to the dolphins fore and aft. The off-shore buoy headline was released when positioned. The tug served very little useful purpose, and only lay alongside in the closing stages of positioning to keep the bow from swinging off. The ship’s gangway was used, room was cramped, with the end of the gangway hard against the pipelines of the pontoon. Customs, Port Health and Ministry of Agriculture officials joined with the Agent by boat almost immediately berthing was complete. A total of 8 officials boarded. No Immigration Officers boarded, although it was suggested they might come at anytime during the ship’s stay. Most formalities were routine, the two Agriculture officials did a very thorough inspection of the galley and store spaces. 1␺8 in. Chicksan arm was connected. Cargo tanks were inspected by a surveyor, the survey being fairly cursory. Ship’s figures, as generated by the IVMS, were accepted without question. Discharge was started using one pump, limited to 250 cu.m./hr. at 10 bar line pressure. This was maintained for almost 24 hours, until the ship on the next berth had sailed when another larger line was available. The rate was then increased to 1,200 cu.m./hr. at 10 bar, maintained using 2 main cargo pumps. Discharge was stopped at one stage for 13 minutes to adjust the moorings. As the vessel had come out of the water, the two Yokohama fenders had become ‘‘hung-up’’ between the dolphin and ship’s side. Moorings were slackened to allow the fenders to fall back to the water. The discharge was otherwise uneventful. Surveying on completion was limited to a very quick glance down each tank. No soundings were taken to calculate R.O.B.’s. Bunkers were loaded, 180 cst, the usual 380 cst were unavailable. The loading rate was very slow, approximately 90 tons/hr. Temperature of bunkers received 38␥. Gasoil was also loaded, although only very small quantity, as the price was high, the loading rate was about 75 tons/hr. Stores, mainly fresh fruit and vegetables were taken, the quality seemed quite good, but the price was high. Laundry was sent ashore, the quality of the wash was good, again though the price was quite high. All contact with the shore was by launch, access to the shore via the pontoon was not permitted. A launch service was arranged for shore leave. Unberthing: (Not usually carried out during the hours of darkness.) The vessel made the sailing in fast failing light. The same tug stood by, but did nothing to assist. The buoy lines were let go first, then the springs on the shore dolphins. The current taking the ship easily away from the jetty, the vessel turned short round to port. Eastbound Transit: The routine was followed exactly as for the Westbound passage, only the current was favourable throughout, and speeds of 22 knots were obtained, with an average of close to 20 knots being attained overall. The vessel slowed only once for passing Obidos. Time taken from berth to Macapa Pilot Station was 38 hours.

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BRAZIL SHIPMASTER’S REPORT: September 1994. Vessel: Tanker 40,000 d.w.t. Partly loaded 26,000 tonnes, max. draft 29 ft. (fresh water), LOA 176 m. The Amazon River is to be entered through Canal do Norte. Pilot boards at Santana, Fazendinha Pilot Station in position Lat. 00␥ 04' 06" S., Long. 51␥ 06' 45" W. This passage is declared safe for navigation without Pilot by the Brazilian Navigation Administration. There is no Pilot from Barra Norte to Santana, but according to Agent, it may be possible to arrange from Belem, but it would cost approx. U.S.$ 20,000. Anyhow, this part of the River Amazon is quite deep and wide in most places, and should not require a Pilot for navigators with some practice of coastal navigation. The distance from Barra Norte to Santana is about 170 nautical miles. As the banks/depths are subject to frequent change, the river should not be entered unless information have been received on the current position of the buoys. Brazilian charts to be used, as British charts are shown not to be adequate. Received all Brazilian charts for the passage Barra Norte – Santana in previous port, and Manaus Agent faxed the present position of the buoys from Barra Norte to the last buoy of the entrance channel between Banco de Meio Norte and Banco Rio Branco. Agent also faxed Brazilian tide tables for Barra Norte – Ponta do Ceu. All this information, including Brazilian charts, is very important for a safe passage Barra Norte – Santana. Due to strong tidal stream (5-6 knots) and missing or out of position channel buoys, vessel should be equipped with GPS Navigator for safe navigation in these waters. Barra Norte (North Bar): Note: The Brazilian tide tables ‘‘Barra Norte – Punta de Ceu’’ states High Water at Punta de Ceu (Lat. 00␥ 46' N., Long. 50␥ 06' W.). H.W. at Barra Norte is 3 hours 20 minutes before H.W. in Punta de Ceu. Maximum draft is restricted by the North Bar (15 miles long), with charted depths of less than 10.0 m. At date of passage, maximum draft at H.W. was stated to be 37 ft. Passed North Bar 2 hours after H.W. and sounded minimum depth of 10.4 m. in the Western part. Landfalls: The light vessel ‘‘Amazonas No. 01’’ racon could be seen very well from 15 nautical miles, and the light vessel was found in position according to charts and information from Agent. Buoy Aguas seguras No. 01 in position Lat. 01␥ 25.40' N., Long. 49␥ 22.20' W. was missing. Buoy Aguas seguras No. 02 in position Lat. 01␥ 17.55' N., Long. 49␥ 27.72' W. was in position/light o.k. Buoy Aguas seguras No. 03 in position Lat. 01␥ 09.64' N., Long. 49␥ 33.33' W. was in position/light o.k. Entrance Channel – Banco de Meio Nord / Banco Rio Branco: All buoys, including the Aguas securas No. 01 – 03, have a good height and are equipped with radar reflectors. They were all seen (except No. 11) on the radar within a distance of 8 nautical miles, and visually seen within a distance of 5 nautical miles. Buoy No. 11 was damaged and could not be seen as far as the others. We did not observe if the lights on the channel buoys were functioning as the passage was made during daylight. Following information according to River Amazon Pilots: H.W. in the channel occurs 1.5 hours before H.W. in Punta de Ceu. The maximum N.E. current occurs between 2 hours after H.W. and 2 hours before L.W., and can then reach a peak of 6 knots. The maximum S.W. current occurs between 1 hour after L.W. and 1 hour before H.W., and does not exceed more than 3 knots. During passage North Bar to Entrance Channel (2 hours – 6 hours after H.W.), we encountered a steady N.E. current of 2-3 knots. All the Channel Buoys No. 1 – 14 were found in position according to the Agent’s information, but in both the Brazilian and B.A. charts the old wrong channel was marked. Caution shall be taken when passing Buoy No. 14, as it is situated on a 9.0 m. shoal extending N.E. into the channel. At L.W., passage must be made between that shoal and the 8.0 m. shoal S.W. of Buoy No. 11 with a course of 270␥/090␥. Otherwise passage does not cause any problems and vessels with good radars should not have any problem with transit during the night. However, it might be better to make first time transit in daylight. Vessels with poor radar should only transit during daylight, as missing or unlit buoys can cause problems. All transitting vessels should be equipped with GPS satellite navigator. Missing or damaged buoys shall be reported to Belem Radio. From the entrance channel to Santana, the transit is safe for both day and night navigation, as the coast can be seen very clearly on the radar. The shore racons of Pta. do Guara and Pta. do Ceu were found functioning and could be seen on the radar at a distance of 10 nautical miles. We passed close to Ilha Caviana de Dentro and South of Ilhas Pedreira. We then passed to the Northern shore from Pta. do Pau Cavado to Santana. All lighthouses, except ‘‘Igarape do Espirito Santo’’, could be seen very well on the radar, and the buoys were found to be in position. We tried to contact Fazendinha Pilots on Channel 16 (6 hours and 4 hours prior to arrival), but did not get an answer. Two hours prior to arrival, Pilot contacted vessel on VHF Channel 16 and advised that he would be standing-by on arrival. Santana (Fazendinha Pilot Station): Two Pilots board at Fazendinha Pilot Station, and if it is the first Brazilian port, local Port Authorities will also board. A small launch comes out to the pilot station and the Pilot boards according to normal procedures. If authorities are to board the vessel and the current is S.W., the vessel will have to turn around and stem the current, or anchor within the area. As no charts, except B.A. 2229, onboard for the passage Santana – Manaus, I asked Agent to ask Pilots to bring Brazilian charts onboard.

The Pilots did not bring any charts and informed they did not need any. According to the Pilots, the river depth, banks and islands frequently change, and there is no chart fully up to date. Both of the Pilots were very experienced and skillful. It also has to be mentioned that the River Amazon Pilots are working 9 full months a year on the river. The passage Santana – Manaus is about 680 nautical miles, and vessels transit day and night. The tidal influence from the sea is felt as far as to Obidos. The downriver stream current is 1.5 knots – 5 knots and varies with the season. In January, which is the peak of the low water season, the current is only 1.5 knots – 2 knots. In July, which is the peak of the high water season, the current can reach 5 knots. The range of the river level change in low/high water season is 6.0 m. After passing Almeirim, drifting trees and small floating islands were encountered. These are numerous during the rainy season when the river level increases, and are a danger to propellers. The passage is otherwise calm and all smaller river craft navigated safely and displayed good lights during the night. There is no risk for pirates boarding during passage on the River Amazon, but if vessel anchors off Manaus or any other town, precautions should be taken, according to Pilots, who informed that ships at anchor outside Manaus have been ‘‘visited’’. SHIPMASTER’S REPORT: January 1999. Vessel: Chemical tanker, 40,700 d.w.t. Berth: POF Berth No. 1. Drafts: The arrival draft was 9.25 m. even-keel. Depth alongside is 11.1 m. VHF: Petrobras, the Terminal Operator, works on Channel 9. Berthing: The berth consists of 2 floating platforms, one behind the other, with 1 concrete dolphin and 1 mooring buoy either side of the platform. The dolphins each have one Yokohama fender. The berth face lies on a heading of 251␥. We berthed starboard side alongside stemming the current. The mooring lines tie-up was 4-1-2 fore and aft. Cargo Handling Facilities: Cargo was discharged via 1␺8 in. hose and 1␺10 in. Chicksan. Current: The current flows on a heading of 071␥ along the berth face. AUTHORITY: Sociedade de Navegacao, Portos e Hidrovias do Amazonas, Rua Taqueirinha 25, Centro, Manaus, Amazonas, CEP 69005-420, Brazil. Tel: ␣55 (92) 622 4482. Email: [email protected] Contact: Port Administrator.

MIRAMAR: 01.24 S. 48.29 W.

(See Plan)

LOCATION: The Oil Terminal of Miramar is located 5 km. from the port of Belem, which is the principal commercial port of the State of Para, Northern Brazil. Both ports are located 120 km. from the Atlantic Ocean, on the righ-hand side of the Bay of Guaraja. PORT LIMITS: Subject to Charter Party terms, vessel is normally considered an ‘‘arrived ship’’ when at Val-de-Caes Anchorage, Icoaraci Anchorage or alongside the quay. DOCUMENTS: On Arrival: The following documents must be ready for visiting authorities on arrival at Brazilian ports. Such documents, varying in the number of copies required and the nature, depending on the type of vessel and the peculiarities of the port, should be ascertained by the Master, through the Agent, prior to the vessel’s arrival: Documents Number of Copies FRB HA FP PC General Declaration 1 1 1 1 Crew List 1 1 2 1 Crew Personal Effects List 1 1 Disembarking Passenger List 1 1 1 1 Transit Passenger List 1 1 1 1 Cargo Bill of Lading 1 Stores List (by Department) 1 Cargo Manifest (for the port and in transit) 1 1 1 Maritime Health Declaration 1 1 Health Certificate (Free Pratique from last 1 port (See ‘‘Health’’) Departure Pass (from last Brazilian port) 1 1 Bonded Stores List 1 1 Narcotics, Psychotropics and Drugs List 1 1 Weapons and Ammunition List 1 Stowaway List 1 1 Baggage List 1 Yellow Fever Vaccination Certificates of 1 crew members and passengers Derat Certificate 1 FRB ␦ Federal Revenue Bureau (Receita Federal). HA ␦ Health Authorities (Autoridades Sanitarias) (See more details in ‘‘Health’’). FP ␦ Federal Police (Policia Federal). PC ␦ Port Captaincy (Capitania dos Portos). The Agent must present the payment form of the GAR/FUNAPOL tax duly paid. All Passports are sighted by the Immigration Authority. Crew members must present Identity Cards and Passports. Passengers must present only Passports with valid Consular Visas (consult Brazil Consulates in country of departure for visas). The documents required by the Port Captaincy are on special forms: Crew List (Form Fal 5) and Passenger List (Form Fal 6). On Sailing: Request for Maritime Clearance or Visa (original; the Agent applies for this document). Passenger List (Form Fal 6). Departure (Sailing) Pass, issued by the Federal Internal Revenue Office (required from all vessels proceeding abroad).

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Departure (Outgoing) Pass issued by the Federal Police (required from all vessels proceeding abroad). General Declaration (Form Fal 1). Copy of the payment (Form DARF) to the DNATA (National Department of Water Transportation) of the Tariff for Utilising Lighthouses (TUF). Presentation of Federal Police Pass granted on arrival. Copy of the payment of the GAR/FUNALPOL tax for vessels proceeding abroad. APPROACHES: The port is located on the right-hand side of the Bay of Guajara, running North/South, limited to the left by the island of Oncas 19 km. long and other similar islands which are in front of the River Para, with 3 wide entry channels being provided i.e. 1. Between the bar and the island of Fortim used by deep sea vessels and large coasters. 2. Between the islands of Arapiranga and Cotijuba which is used by small coasters and the typical local river craft known as ‘‘gaiolas’’. 3. The Carnapijo Channel behind the island of Oncas which provides communication at high tide with the Bay of Marajo with a shallow dividing it in the middle into two channels, one to the West with 12.0 m. to 20.0 m. depth at the foot of the above island and the other to the East next to the city and where the current port is located with 6.0 m. to 9.0 m. depth. Comprehensive considerations make it that this latter channel to the East requires special studies which allow the following details to be presented: Length 6,000 m. Width 90 m. to 180 m. Depth 6 m. – 9 m. Draft 5.1 m. – 7.3 m. Average annual siltation 600,000 cu.m. The Turning Basin: The port has a wide turning basin 500 m. long, 500 m. wide with a depth of water between 5.0 m. – 6.0 m., an annual siltation of 400,000 cu.m., fully equipped with buoys and lights under the control of the Technical Council of the Directorate of Hydrography and Navigation of the Brazilian Navy. The Light Buoy ‘‘Tatuoca’’ leads to the port entrance. It is located at Lat. 01␥ 11.22' S., Long. 48␥ 29.50' W. PILOTAGE: Pilot usually ordered through vessel’s Belem Agent, ETA at least 48 hours in advance and confirming not less than 24 hours prior to arrival. Vessels can apply direct to Pilot Station (on condition that local radio station is operating). Telegraphic address ‘‘Praticagem – Salinopolis’’, and call sign of Salinopolis (or Salinas) Radio Station is PPL. Pilot Station Fax: ␣55 91-823-2141. Pilot boards at a point 7 miles North of Salinas Lighthouse; a red motor-launch is used. Launch carries a red flag with a black ‘P’; it also has a black ‘P’ painted on each side and on cabin roof. If pilot boat not in position on arrival of vessel, 7 miles North of the light there is a safe anchorage. Masters who do not know the area should approach Salinas with caution. Also see ‘‘Radio’’. ANCHORAGES: Vessels with a draft greater than 26 ft. (7.92 m.) anchor off Icoaraci (draft 10.67 m.), 7 miles from the port where they work cargo. Vessels that are impounded anchor off Val-de-Caes. Vessels undergoing repairs anchor off the Naval base dock at Val-de-Caes. Vessels with a draft of less than 26 ft. anchor at Val-de-Caes (draft 7.92 m.). Co-ordinates: Lat. 01␥ 24' 01" S., Long. 48␥ 30' W.; Lat. 01␥ 21' 03" S., Long. 48␥ 29' 03" W. and Lat. 01␥ 08' 09" S., Long. 48␥ 28' 03" W. Between Icoaraci and Val-de-Caes, there is a shallow spot at Tapana, which ships should approach with caution, although bottom is soft mud and sand. RESTRICTIONS: Restrictions of tide and draft (See ‘‘Max. Size’’ and ‘‘Approaches’’). Channels: From Pt. Mosqueiro to Belem, the channel shoals rapidly. The shallowest section is 6.0 m. at L.W., about 3 miles North of the airport. This can only be navigated by deep draft vessels, 2 hours either side H.W. MAX. SIZE: Max. draft 7.9 m., max. length 210 m., 23,000 d.w.t. HEALTH: Maritime Police, Customs and Port Health board vessel on arrival at whichever anchorage is used, or alongside. Pratique granted on the presentation of documents. Vessels coming from abroad or other Brazilian ports are not exempted from further inspection for mosquitoes. The Free Pratique does not exempt the vessel from being visited by the Port Health Authority when the latter considers this to be necessary. Documents required for Free Pratique: 1. Vessel details: (a) Name, class and flag. (b) Name of port and country (or Brazilian state) where voyage started and date of departure. (c) Port(s) of call, country(ies) (or Brazilian states) with respective dates. Mention the last 5 ports. 2. Sanitary conditions on board: (a) The occurrence of death on board. (b) The occurrence of any sickness. (c) The occurrence of mortality of rodents. (d) The occurrence of medicine consumption during the voyage, indicate the name and quantity supplied per person. (e) Amount of fresh water available on board. Indicate where the last supply of fresh water took place. (f) In case of a vessel in ballast, advise where the ballast water intake took place and the quantity. 3. Operational conditions of the systems of dejection and used water: (a) Is there a possibility that faecal objects which had not been treated could be expelled in to the waters of the port. (b) Description of drainage system and sanitary treatment. (c) The cubic capacity of the dejecting/used water tank and its capacity in number of days of retention. (d) The stock of disinfectant material. 4. A letter of guarantee to comply with the following: (a) Confirmation of exact time of arrival of the vessel, one hour ahead of arrival. (b) Definition of vessel berthing position. (c) Deballasting of dejection/used water tank 12 nautical miles from the coast and its immediate sealing.

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(d) Not to jettison waste assembled on board during the vessel’s stay in port. (e) Absence of infestation by vermin (mosquitoes, cockroaches, rats) in vessel compartments. (f) Absence of cargo accidents with risk to public health and the environment. 5. To present, on berthing, the following documents: (a) Maritime Health Declaration. (b) Crew List. (c) Passenger List. (d) List of psychotropics and drugs. (e) List of cargo to be discharged and loaded. (f) List of Yellow Fever International Vaccination Certificates of crew and passengers. (g) International Derat Certificate. (h) Free Pratique document issued by Sanitary Authority in another Brazilian port. VHF: Estacao CDP Miramar on VHF Channel 16, and Salinopolis Pilot Station on VHF Channel 16, working on Channel 11. RADAR: Not available. TUGS: Not available. BERTHING: Pier No. 1 (also called Old Pier) is 76.3 m. ␺ 23.4 m. and is connected to land by a bridge 116.7 m. long. This pier structure is in concreted cement and metal profiles. Pier No. 2 (also called New Pier) measures 40 m. ␺ 15 m. and has 4 dolphins; two for spring lines and two for stern lines. Taking the 4 dolphins into consideration, the pier reaches 230 m. length. The platform bridge measures 180 m., and the pier structure is made of concreted cement. A new fixing system for buoys is under development for Pier No. 1, which has pneumatic fenders. Load/discharge is made by ship’s gear. Maximum permissible ship draft at low tide is 7.9 m. (fresh water) for both piers. Cargo handled by both piers: Petroleum by-products (gasoline, diesel, aviation fuel, kerosene, aviation kerosene, fuel oil, LPG), hydrated and anhydrous alcohol and caustic soda. CRANES: The Oil Terminal does not have any cranes. Vessels are required to use their own gear and have their own boom. BULK CARGO FACILITIES: Facilities to handle cement are being developed. SPECIALISED CARGO HANDLING FACILITIES: The port has 92 tanks with 194,348 cu.m. total capacity. BRIDGES: None. STEVEDORES: Port Operator: Companhia Docas do Para is the main port operator and works 24 hours 7 days a week. MEDICAL: Notice of required medical assistance must always be given in advance. There are a number of first aid posts for minor complaints. Vaccination Certificates for Yellow Fever vaccinations are required (See ‘‘Health’’). TANKERS: Diameter of load/discharge lines are 4 in., 6 in., 8 in., 10 in. and 12 in. There are no slop (residue) discharge facilities available. There are 2 tanker berths with max. draft of 7.9 m. each. A plan for spills combat is being created, which will provide collection and barrier equipment. There is ship-to-barge transfer equipment. Also see ‘‘Berthing’’. DENSITY: 0.996. Strong outflow of Amazon and its tributaries is such that water at Salinas is only semi-salt. In the river itself, the water becomes slightly brackish, and half-way to Belem is absolutely fresh. FRESH WATER: Fresh water available alongside piers. Delivery rate 8 t.p.h. Supply is metered and port pipelines are used. There is a water treatment station based on the port premises, providing fresh water of excellent quality. Boiler water may be taken direct from the river at a point named Capim, near the entrance of Marajo Bay. FUEL: Vessels alongside can be fuelled by port’s pipelines and vessels in the anchorage areas can be fuelled by barges. The order must be made through the vessel’s Agent with advance notice of at least 24 hours. All grades of fuel available by pipeline at the tanker berth. Lubricants only available in drums. FIRE PRECAUTIONS: There are 2 foam dispensers and 1 foam producer tank on each pier. There are 2 fire pumps on Pier No. 2 and fire extinguishers of all types, besides fire masks. Fire trucks available through the City Fire Brigade Station near the port. CONSULS: Country Telephone Address Denmark

241-1588

Finland France Germany

222-0148 224-6818 222-5634 and 222-5666 255-0888

Holland Italy

223-4672

Japan

249-3344

Mexico Norway

241-7407 241-1588

Portugal

241-6666

Spain

222-0197

Suriname Sweden U.K.

212-7144 241-1104 223-0990 and 222-0762 223-0800 222-6396

U.S.A. Venezuela

Rua Senador Manoel Barata 704, sala 1503. Av. Senador Lemos 529. Rua Presidente Pernambuco 269. Av. Campos Sales 63, sala 404. Rua Jose Marcelino de Oliveira 399. Av. Presidente Vargas 197, salas 316 and 318. Av. Governador Magalhaes Barata 651. Av. Conselheiro Furtado 585. Rua Senador Manoel Barata 704, sala 1503. Av. Generalissimo Deodoro 1683, sala 401. Rua Conego Jeronimo Pimentel 61. Rua Gaspar Viana 490. Av. Senador Lemos 529. Av. Governador Jose Malcher 815, salas 410 and 411. Rua Oswaldo Cruz 165. Rua Presidente Pernambuco 270.

We welcome all advice, updates and additions to this information.

BRAZIL REPAIRS: Deck and engine repairs can be carried out by the Brazilian Naval Dockyard, at the Naval Base, in Val-de-Caes. Secao de Reparos Extra Marinha, Base Naval de Val-de-Caes, Rodovia Artur Bernardes s/n, Belem, PA, Brazil. Tel: ␣55 91-216-4326. Fax: ␣55 91-216-4254, 216-4399. Email: [email protected] DRY DOCKS: At Naval Base, there is a dry dock measuring 727 ft. ␺ 27.5 m. with a depth over the sill of 11 m. There are also several small floating docks, but they are not adequate for sea-going vessels. SURVEYORS: Marine surveyors representing Lloyd’s and several other companies: Mr. Francisco Blasques, Rua Manoel Barata 718, sala 1007, 66019-000 Belem, PA, Brazil. Tel: ␣55 (91) 224-0710, 981-1520. Fax: (91) 242-6224. GANGWAY/DECK WATCHMEN: The employment of gangway watchmen recommended. CUSTOMS ALLOWANCES: The quantity permitted is not fixed; it is compatible with the duration of the trip. Custom’s Authorities do not normally search ship’s crew, and reasonable quantity can remain in the possession of crew members. However, no attempt should be made to take more than a reasonable amount ashore. CARGO GEAR: Load/discharge of liquid bulk is made by ship’s gear using port pipelines. The port can supply hose reduction connectors and electrical wiring. REPATRIATION: There are international flights leaving for Miami, Caiena and Paramaribo, plus daily flights to Rio de Janeiro, Sao Paulo and other Brazilian cities, including Recife and Fortaleza, from where international flights depart for major European capitals. AIRPORT: International airport 1 km. from Terminal. See ‘‘Repatriation’’. TIME: Local time GMT minus 3 hours. HOLIDAYS: New Year (January 1st); Holy Friday (variable, usually in April); Tiradentes (April 21st); Labour Day (May 1st); Corpus Christi (variable, usually in June); Independance Day (September 7th); N.S. Aparecida (October 12th); Memorial Day (November 2nd); Proclamation of the Republic (November 15th); and Christmas (December 25th). POLICE/AMBULANCE/FIRE: Federal Police Tel: 214-8000; Ambulance Tel: 192; Fire Brigade Tel: 193. EMERGENCY CO-ORDINATION CENTRE: An Emergency Control Plan and a Mutual Help Plan are being created by the Port Authority. The City Emergency Centre is the co-ordination entity. SERVICES: Tank cleaning is forbidden. BANKS: (In Belem): Banks with foreign departments: Banco do Brasil, Av. Presidente Vargas 248. Tel: (91) 216-4888 Banco Bradesco, Av. Presidente Vargas 988. Tel: (91) 212-9500. Banco Amazonia – BASA, Av. Presidente Vargas 800. Tel: (91) 216-3000. STORING: Vessel can be stored by trucks. Ship supply service operator must be authorised by the Federal Revenue Bureau and by the State Industry and Commerce Authority. Can be arranged through the Agent. Trucks can proceed alongside the berth. Forklift trucks can be used on the jetty to handle stores. Regulation in force regarding storing is Portaria SCE 02/92. Local riggers can be employed to assist with storing. SHIP SUPPLY SERVICE: Presently, there is only one company officially authorised to handle ship supply: PROMAR Ltda., Av. Senador Lemos 247. Tel: (91) 224-3988. Can be arranged through Agent. No helicopters available. SHORE LEAVE: Legal requirements for crew members going ashore are: Application form made by ship’s Agent, Valid Seaman’s Book and Passport. Valid air ticket if crew member is not returning to ship and will leave the country by air. Payment of tax if vessel arrives and departs from abroad at this port or if this port is an intermediate port of call between two other Brazilian ports. Also see ‘‘Identification Cards’’. IDENTIFICATION CARDS: Identity cards (C.I.R. – Caderneta de Inscricao e Registro) are required for crew members to go ashore. ID Card is required for entering/exiting port premises. GARBAGE DISPOSAL: The Agent provides through private companies. WASTE OIL DISPOSAL: The Agent provides through private companies. SEAMAN’S CLUBS: There is no seaman’s club operating at the port. REGULATIONS: The Oil Terminal of Miramar is regulated by the ‘‘Regulamento de Exploracao dos Portos de Belem, Vila do Conde e Santarem’’, approved by the Port Authority Council. DELAYS: Any delays to vessels alongside can usually be put down to tide or lack of berthing slot. GENERAL: Maximum high and low water levels recorded are ␣4.21 m. and ␤0.37 m. respectively. Visitors are not allowed in the port area or onboard, unless previously authorised by the Port Management. DEVELOPMENTS: The access channel to the port is being dredged in order to increase depth to 8.5 m. Check with Port Authority or pilotage service before arrival. SHIPMASTER’S REPORT: June 1992 (Updated 2000). Charts: B.A. Charts No. 3959 and 397. Approaches: The coastline is flat and featureless, except for buildings at Salinopolis. The town is a well known holiday resort for North Brazil. Salinopolis Town showed up at 27 miles on radar from the North. The light float ‘‘Amazonas No. 1’’ showed up at 30 miles and the Racon at 20 miles. Depths shoal gradually. Salinopolis Racon was seen at 17 miles. The buoy marking Banco de Salinas (7 miles North of Salinopolis) showed up at 8 miles on the radar. Navigation marks approaching and at Belem are as on the latest B.A. Charts No. 3959 and 397, and found to be reliable. Pilot: Arranged through the Agent. 48 hours notice if possible in advance as per ALRS, followed by 24 hours and 8 hours notice. Pilots travel to Salinopolis by outbound ships or by car, taking 2.5 hours from Belem.

At present, 12 pilots are employed on the Salinopolis to Belem area of the River. Pilot office at Salinopolis listens throughout 24 hours on Channel 16, and works on Channel 11. Pilot office called us when we were 40 miles N.W. of the port (pilots say VHF range in the area very good). Pilot boards from old red coloured launch (standard Brazilian Pilot colour), just North of Banco de Salinas Buoy, and takes about 1.5 hours to come out from Salinopolis. It is 102 miles from Salinopolis to Belem Miramar Tanker Berths. Vessels maintain full sea speed to Pta. Virado, about 20 miles North of Belem. Canal Dos Pocoes used, depending on draft. Racons on Espadarte Bank Wreck and Ilha Dos Guaras, either side of Canal Dos Poccoes, show up well. Same pilot berths vessel. Anchorages: Numerous anchorages to seaward of Belem. Off Belem, the Immigration Anchorage near Miramar Tanker Berths has a depth of 26 ft. (F.W.) at L.W. at its North end. South end is shallower. Tugs: No tugs at Belem. Channel: From Pt. Mosqueiro to Belem, the Channel shoals rapidly. The shallowest section is 6.0 m. at L.W. about 3 miles North of the airport. This can only be navigated by deep-draft vessels 2 hours either side of H.W. Pilots report that no dredging is presently being undertaken at Belem alongside the berths or in the approaches. Berthing: All berthing undertaken with the aid of the offshore anchor and tide. No berthing undertaken at slack water. At Miramar Oil Berths, pilots like to berth on the flood tide, starboard side to, about 1 hour before H.W. We berthed port side to with draft of 26 ft. (F.W.) on the start of the ebb, as we were too late for the flood. Deep draft ships can leave 3 hours before H.W. to about 2.5 hours after H.W. Berthing and unberthing very professionally undertaken. When berthing, let go offshore anchor off berth to about 1.5 shackles. Vessel pulled alongside by mooring lines which are run by a boat each end. Two head/stern lines to buoys, 4 springs each end split into two sets to different bollards on jetty. Depths: For vessels proceeding from Ville De Conde Alumina Berth, about 15 miles above Belem, maximum draft is 40 ft. (F.W.). Tanker Jetty at Pta. Do Rendentor has a depth of 35 ft. (F.W.) at H.W., and is out of use at present. Tanker Anchorage off Pta. Do Rendentor has a depth of 29 ft. (F.W.) at L.W., and is used for lightening for ships proceeding to Miramar Berths. Miramar Tanker Berths: 26 ft. (F.W.) at L.W. Belem City Berths: 22 ft. (F.W.) at L.W. Miramar Berths: Two berths available. The old jetty to the North was built in 1938 and modernised in 1956. This has a flat face length of 78 m. and handles all refined products, including LPG. The fendering is very poor. Hoses (no Chicksans available) are handled by ship’s derrick/crane. On the old berth, accommodation ladder can be easily landed amidships. The new berth was completed in 1965, and has 2 sponsons for fenders and an effective length of 90 m. All refined products are handled, including LPG. Hoses (no Chicksans) are handled by derrick or cranes, located on the jetty. At the new berth, it is difficult to land the gangway amidships. LPG Cargo: 1␺4 in. hose. Maximum back pressure 13 bar (␣10␥C at 135 tonnes p.h.). The tanks are about 0.25 miles away, across main road. Total capacity 5,000 tonnes. The survey is long and tedious. The Petrobras watchman is located in hut on the quay. Facilities: Fresh water available from the jetty, and has to be arranged through Agent. Supply is metered and ship’s hoses are used. The rate is about 20 tonnes p.h. Gas oil and MDO available alongside by tanker truck. Several ship chandlers available. No telephones available. Nearest telephones are at the airport which is about 1 mile away. Agents (Agencias Mundias Ltda.) are Lloyd’s Agent and British Consul, and were very good. Airport, with international flights to U.S.A., near by. Authorities: Authorities board at anchorage off the berth, before ship comes alongside. This is the usual standard practice. Immigration landing forms made out for each crew member, but not used. 6 Crew Lists. 6 Stores Lists (General items, does not have to be comprehensive). 6 Bond Lists. 1 Health Declaration and Vaccination List. 3 Cargo Manifests. All Passports are sighted. General: Beware of robbers. We were warned that gangs strike at night, and go for the forward paint locker. Sure enough, at about 0300 hrs., they came aboard to be met by the crew with metal bars, which saw them off. We put a hawser around the forecastle housing door, and had extra watchmen on duty at night as well as shore watchmen. ‘‘Visitors’’ can also be a nuisance. It is best to tell the Terminal that you do not want any visitors.

AUTHORITY: Companhia Docas do Para, Av. Presidente Vargas 41, 66010-000 Belem, PA, Brazil. Tel: ␣55 (91) 216-2002. FAX: ␣55 (91) 216-2042. WWW: www.cdp.com.br Contact: Carlos Acatauassu Nunes, President. Kleber Menezes, Technical Director (Email: [email protected]). Evandro Medeiros, Port Manager.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL MUNGUBA: 00.55 S. 52.25 W.

(See Plan)

LOCATION: Munguba is situated on the right bank of the Jari River, State of Para. The Jari River is a left hand affluent of the Amazon River. The shortest route through the fairway from the North Bar of the Amazon River (North Entrance) to Munguba is approximately 321 nautical miles, and through the South Bar (South Entrance) to Munguba is approximately 410 nautical miles. Only daytime navigation is permitted in Jari River, and the critical parts are marked by unlit IALA ‘‘B’’ system buoys. In Munguba, there are 2 terminals, one for Cellulose (FACEL) and other for Caulim and Bauxite (CADAM). DOCUMENTS: 4 Crew Lists. 4 Passenger Lists. 2 Arms and Ammunition Lists. 2 Ship’s Particulars. 2 Narcotics Lists. 2 Vaccination Lists. 2 Crew Effects Declarations. 2 Ship’s Stores Lists. 2 Bonded Stores Lists. PILOTAGE: Pilotage service is compulsory between pilot position at Fazendinha and Munguba. Pilot service can be requested via Agent in Belem or Macapa. The Pilots (usually 2 Pilots) normally embark after the vessel is cleared by the Port Officials. Pilots Address: Unipilot, Rua Senador Manuel Barata 718, Ed. Infante de Sagres, Sala 1805, Comercio, 66.019.000 Belem, Para, Brazil. Tel/Fax: ␣55 91 241-8222. Email: [email protected] ANCHORAGES: Designated anchorage 0.5 miles up-river from the Kaolin Berth. RESTRICTIONS: Navigation in daylight only. The minimum depth in the Jari River is 8.4 m., but the maximum draft is confirmed by the Port Administration. Critical Points: Saudade Island, Xavier, Paga-Dividas, Marapi, Jupatituba and Caicara Farm. MAX. SIZE: LOA 200 m. Vessels with draft up to 33 ft. have berthed at the facilities. VHF: Watch maintained on Channel 16. RADAR: Not available. TUGS: Not available. There are line handling boats available for berthing and unberthing. BERTHING: Berth Length Depth Use (m.) (m.) Pulp Pier 200 10.0 General Salt Pier 150 10.0 Dry bulk and caustic soda Kaolin Pier 150 10.0 Kaolin (bulk and bags) The manoeuvring area in front of the berths is 420 m. wide. CRANES: 2 Bucyrus-61B shore cranes of 60 tons capacity each are available at the Pulp Pier. BRIDGES: None. MEDICAL: Full hospital facilities available. Dentists available during normal working hours. DENSITY: Fresh water. FRESH WATER: Available. FUEL: Not available. CONSULS: None. REPAIRS: No facilities available. GANGWAY/DECK WATCHMEN: Not required. OPENING/CLOSING HATCHES: Normally by crew. CUSTOMS ALLOWANCES: Brazilian Customs regulations apply. AIRPORT: Approximately 15 miles from the port. TIME: GMT minus 3 hours. POLICE/AMBULANCE/FIRE: Dial 736-6666. EMERGENCY CO-ORDINATION CENTRE: Dial 736-6235. STORING: See ‘‘Prelims’’. 1. Yes. 2. Yes. 3. Yes. 4. Yes. 5. Yes. 6. Yes. SHORE LEAVE: Crew are allowed ashore after Customs and Immigration clearance. IDENTIFICATION CARDS: Seaman’s Book is sufficient. GARBAGE DISPOSAL: Contact Port Authority. WASTE OIL DISPOSAL: Not available. SEAMAN’S CLUBS: None. AUTHORITY: Jari Celulose SA, Area Industrial de Munguba S/N, CEP.68240.000, Monte Dourado, Para, Brazil. Tel: 55-91-736-6540. FAX: 55-91-736-1170. Email: [email protected] Contact: Pelagio Araujo do Carvalho, Port Manager.

NATAL: 05.47 S. 35.12 W.

(See Plan)

LOCATION: Port situated on East bank of Potengi River, 2 miles from sea. PORT LIMITS: The port area is considered to be the estuary of the River Potengi between the parallels 05␥ 45' 36" S. and 05␥ 46' 42" S. DOCUMENTS: See ‘‘General’’ before first. Clearance: The visiting area for the Health Inspector of the Ports, Federal Customs & Maritime Police is close to the point of receipt of the Pilot (05␥ 45' 06" S. – 35␥ 11' 18" W.). In special cases, these Authorities may permit visits to be made with vessels already berthed. Also see ‘‘Health’’.

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APPROACHES: Access Channel: This is shown on Nautical Chart 802 (DHN). Width 90 m. to 400 m. Minimum depth: 9.0 m. (10.0 m. in September 1998 after dredging) in relation to the Reduction Level of the Nautical Charts. Critical Points: The area between the entrance to the bar and the Manimbu Light. Tides: Average speed on ebb: 3.5 knots at high tide and 1.3 knots at periods of low tides. Average speed of the rising tide: 1.5 knots coming up river. PILOTAGE: Pilotage is obligatory from the point of receipt of the Pilot (05␥ 45' 06" S. – 35␥ 11' 18" W.) up to any point in the port area. Request for the Pilot must be made to the Pilots’ Association of the Rio Grande do Norte (Rua Silva Jardim, No. 1 – Ribeira Tel: 222-1613), with a minimum of 3 hours in advance of requirement. The Pilots’ Association has VHF, working on Channels 6, 8, 10, 11, 12, 13 and Channel 16 (for calling up), throughout 24 hours. Normally the Pilot will be on board within 2 hours, when the request has been made on working days, during the period between 0800 hrs. and 1800 hrs. Normally Pilots go out to vessels in a red launch with the letter ‘‘P’’ painted in black. When very strong winds are blowing, it is recommended that Masters manoeuvre vessels in order to allow the Pilot’s cutter to come alongside on the lee side. ANCHORAGES: (a) For vessels of more than 3,000 g.r.t. – between the access channel and the right bank of the River Potengi, with effect from the parallel of 05␥ 45' 30" S. to parallel 05␥ 46' 00" S. (b) For vessels of up to 3,000 g.r.t. – between the access channel and the left bank of the River Potengi, with effect from parallel 05␥ 46' 30" S. to parallel 05␥ 46' 48" S. On anchoring, this must be done leaving a free area of a minimum of 80 m. in the access channel to the Almirante Ary Parreiras Base. (c) For quarantine vessels – the area between parallels 05␥ 45' 24" S. – 05␥ 45' 36" S. and meridians 35␥ 11' 06" W. and 35␥ 11' 24" W. (d) For pleasure craft – between the access channel and the right bank of the River Potengi, going from parallel 05␥ 45' 48" S. to the parallel of 05␥ 46' 00" S., near to the yacht club. RESTRICTIONS: (a) The maximum speed permitted for navigation in the River Potengi for vessels of over 20 g.r.t. is 8 knots. (b) The access channel to the port in the area included between the bar and the Manimbu Light does not permit simultaneous traffic of vessels going in opposite directions. Manoeuvring Area: Between the parallels of 05␥ 46' 30" S. – 05␥ 46' 06" S., in an area of 300 m. starting from the port quay and from the line which joins the North end of the quay to the North dolphin of the Terminal for PETROBRAS fuel. Depth: from 6 m. to 11 m. It is expressively prohibited to anchor any vessel in this area, which is reserved for the manoeuvres of berthing and unberthing. MAX. SIZE: Length 520 ft., draft up to 23 ft. 6 in. at spring tides. HEALTH: Official visit made on vessel’s arrival if between 0700 hrs. and 1900 hrs. Visits can be arranged at other times. The inspection area of the Port Health, Federal Receipt and Maritime Police authorities is 04␥ 45' 06" S. and 35␥ 11' 15" W. TUGS: Not available. BERTHING: (1) Port Quay: 400 m. long with 13 berthing bollards. Quay has a depth of 8 m. in front of warehouse A-2 and 7 m. in front of the rest of the quay, in relation to the reduction level of the Nautical Charts. (2) The PETROBRAS Fuel Terminal: Situated 200 m. downstream from the port quay, has a distance between dolphins of 100 m. and a depth of 8 m. in front of them (starting from a distance of 20 m. in the direction of the port quay, the depth decreases to 7 m.). There are no special rules; however, the process will be most rapid and safe if berthing is made port side to on an ebb tide and unberthing being effected on a rising tide. Storage Facilities: (1) Within the Port: Warehouses: 3 for general cargo. Usable total area: 3,945 sq.m. Total capacity: 18,200 cu.m. Cold Store: 1 with a usable area of 925 sq.m. and a capacity of 140 tons. It is rented for operation to the Companhia de Produtos do Mar (PRODUMAR). Open Storage Areas: 2 with a usable area of approx. 10,000 sq.m. Covered Storage Areas: 2 with an area of 800 sq.m. (2) In the Vicinity of the Port: Warehouses: 3 belonging to the Firma Comercio e Industria de Fibras, situated in the Avenida Hildebrando de Gois, 117 to 137. Usable total area: 2,400 sq.m. Total capacity 12,000 cu.m. Silos: 2 belonging to Natal Industrial S.A. and operated by the firm Moinho Natal. Total capacity: 4,800 tons. CARGO HANDLING FACILITIES: Cranes: 2 electric, jib type with a capacity for 2 tons. 2 on wheeled tyres, with a capacity for 8 to 9 tons (but these are out of operation). Stackers: 16 Yale type, 8 of them in operation and 8 out of action. Rolling bridges: None. Loaders: None. Suction Units: 2 mobile on tyred wheels, with a real capacity of 10 t.p.h. From the suction units, the wheat is carried out along a subterranean gallery and from this, by a cargo transfer unit, and a transport platform to the silos of Moinho Natal. The Port Administration has 5 trucks, 3 tractors and 2 lorries. STEVEDORES: On working days, Sundays and Public Holidays the following is the work timetable: Day Period Night Period 0700 to 1100 – Common Day 1900 to 2300 – Common Night 1100 to 1300 – Meal Break 2300 to 2400 – Meal Break

We welcome all advice, updates and additions to this information.

BRAZIL Day Period Night Period 1300 to 1700 – Common Day 0000 to 0400 – Common Night 1700 to 1900 – Possible Overtime 0400 to 0600 – Possible Overtime 0600 to 0700 – Meal Break MEDICAL: Hospitals and doctors available. TANKERS: Oil berth suitable for vessels up to 520 ft. length. CARGO OPERATIONS: When loading sugar bags, only canvas-bottomed slings to be used. Shippers will not permit loading with ordinary rope slings. Suitable slings can be hired from shore. Six slings required for each working gang. FRESH WATER: (1) On the Port Quay The supply of water is made by the Companhia de Aguas e Esgotos do Estado do Rio Grande do Norte (CAERN). There are 12 hydrants spaced 22 m. apart with a discharge capacity of 6 t.p.h. (2) At the PETROBRAS Oil Terminal: The system of water supply is via one hydrant. FUEL: There are no oil barges. Supply of diesel oil for vessels moored at the Port Quay is made by means of tanker lorries. Vessels can also be bunkered at the Fuel Terminal of PETROBRAS, which has a 4 in. pipe and capacity for supply of 30 to 40 t.p.h. Orders can be made via the local ship’s Agency, with a minimum of 48 hours’ notice in advance. CONSULS: France, Italy, Lebanon, Portugal and Spain. REPAIRS: There is a Naval Base at Natal, which apart from providing service to naval vessels, also deals with merchant vessels requiring repairs. The Base has seven departments, Mechanical, Naval Carpentry, Electricity, Electronics, Sails, and Painting, and a Docking System comprising two floating docks and one office ship. The Goias Dock has a capacity for vessels up to 1,000 tons and 4.80 m. draft. There is a ballasting service. The City of Natal Dock has a capacity for vessels up to 2,800 tons and 5.80 m. draft. Apart from other facilities, the Base has maintenance, refrigeration and kitchen services, which can be placed at the disposal of vessels during repairs to their own installations. CUSTOMS ALLOWANCES: One opened bottle spirits and 200 cigarettes per crew member per week. AIRPORT: There is the Airport of ‘‘Augusto Severo’’ (20 km. distance from the port) situated in the Municipality of Eduardo Gomes. There are direct flights to Fortaleza, Recife and the rest of the country. HOLIDAYS: Local Holidays: 6th January – Holy Kings; 21st November – Our Lady of Presentation (Padroeira). POLICE/AMBULANCE/FIRE: Police: Tel. 222-3656, Fire: Tel. 2313581 or 193. EMERGENCY CO-ORDINATION CENTRE: (a) 2 corvettes and 1 tug of the Grupamento Naval do Nordeste – These will be put into action by the command of the Third Naval District in cases of emergency on the request of the ship’s Agent or his legal representative. (b) Tugs of the concerns which operate in support to the PETROBRAS platforms, actioned by the Captaincy in accordance with the RTM, and on request of the interested party. TELEPHONES: No facilities exist. GENERAL: Garbage: There is no collection of rubbish by the Port Administration. It is the responsibility of every vessel to deposit their rubbish in a container on the quay which is collected daily by a lorry of the Department of Urban Cleansing of the Prefecture of Natal.

NITEROI: 22.53 S. 42.08 W. LOCATION: The Port of Niteroi is situated in the inlet of Sao Lourenco, on the East coast of the Bay of Guanabara. The area is covered by D.H.N. Chart Nos. 1510, 1511 and 1512. APPROACHES: The access channel is 1,400 m. long, 70 m. wide and 6 m. deep. PILOTAGE: Compulsory. ANCHORAGES: See D.H.N. Chart Nos. 1510, 1511 and 1512. MAX. SIZE: 20,000 d.w.t., previously lightened at Rio de Janeiro. BERTHING: The manoeuvring basin is 430 m. long, 250 m. wide and 6 m. deep. The quay is 450 m. long, 7 m. depth with 20,000 sq.m. of open storage. There are 2 warehouses with a capacity of 3,300 sq.m. CARGO HANDLING FACILITIES: Stacker trucks: 5 with a capacity of 2 to 10 tons; winch: 1 of 60 tons; tractor on wheels: 1; rolling bridges: 4 of 1,500 kg. CRANES: 1␺1.5 tons electric jib crane and 1␺20 tons mobile crane. BULK CARGO FACILITIES: At the S.W. extremity of the port, in the external quay area, there is a wheat silo which is the property of Moinho Atlantico and comprises of 13 cylindrical cells with a static capacity for storage of 15,000 tons. Its construction is of reinforced concrete. This silo is connected by a Radler type elevated transporter to a pneumatic suction unit of the ‘‘Buller’’, type with a nominal capacity of 70 t.p.h. FRESH WATER: Available ex-quay, 14 hydrants with 2.5 in. dia., rate 20 cu.m./h. Also there are 2 barges, each with 100,000 litres capacity. FUEL: Available from Petrobras. REPAIRS: Can be undertaken. DRY DOCKS: ‘‘Almirante Guilhem’’ Floating Dock: Length 200 m. Inner width: 34 m. Clear width between fenders: 32.80 m. Moulded depth 15.60 m. Height of keel blocks: 1.75 m. Max. draft over keel blocks: 7.75 m. Lifting capacity: 15,000 tons. Cranes: 10 ton capacity. Slipways: 1. 100 m. (length)␺12.5 m. (width)␺5,200 tons capacity. 2. 60 m.␺9.5 m.␺1,000 tons capacity. 3. 50 m.␺8.3 m.␺500 tons capacity. Above facilities operated by ENAVI. Tel: 719-9292. Telex: (021) 32049 ENAV. AIRPORT: Santos Dumont and the International Airport of Rio de Janeiro. TIME: GMT minus 3 hours. HOLIDAYS: National Holidays: 1st January; 21st April; 1st May; 7th September; 12th October; 15th November and 25th December. Regional Holidays: 24th June and 22nd November. Movable Holidays: Monday and Tuesday of Carnival, Ash Wednesday, Good Friday and Corpus Christi. Commemorative Holidays: 28th January (port workers); 28th August, 28th October; 30th October; 2nd November (All Saints). GENERAL: Niteroi Port Authority serves traditionally the specific areas of the Municipality of Niteroi, apart from acting as a support base for the oil rigs which operate in the Campos Basin. It is able to receive Roll-on/Roll-off type vessels and this port acts as an important alternative for vessels of this sort which are intended for the Rio de Janeiro region. AUTHORITY: Porto de Niteroi, Av. Feliciano Sodre 215, 24.030 – Niteroi – RJ. Tel: (021) 718-3182, 719-5197, 717-2483. Contact: Engineer Antonio Manne, Manager.

OBIDOS: 01.51 S. 55.35 W. LOCATION: Located on the left bank of the River Amazon in the town of Obidos, State of Para. MAX. SIZE: 7,000 d.w.t. BERTHING: Length of berth 35 m. Depth alongside 10.0 m. One warehouse of 420 sq.m. Open storage area of 600 sq.m. Floating pontoon of 39 m.␺6.5 m. 1 mobile crane and 2 stacker trucks available. Marginal quay available for small vessels. AUTHORITY: Companhia Docas do Para, Avenida Presidente Vargas 41 – 20 Andar, Belem, Para, Brazil. Tel: 223-0056, 223-2066.

PARANAGUA: 25.29 S. 48.29 W. SHIPMASTER’S REPORT: August 1994. The Master received the following telex from Agent: Quote: Sanitary Health Inspection Natal: We have just received information from Master on one of our vessels, that the Health Inspectors at Natal confiscated all provisions which were kept in deep-freezer or cool-store, according to following criterias: All items with the expiry date overdue. All items with the date ‘‘Best before’’ overdue. All items without any expiry stamp. All meat which is older than one month at the time of delivery, according to the stamp. All buckled tins. The Master succeeded in preventing the Authorities from taking the items ashore and burned everything in the vessel’s incinerator. According to the local Agents, who tried their best to assist, everything was correct according to Brazilian Law. Please be guided accordingly in order for you to take your own precautions before arrival. Unquote. Master’s comment: The Health Inspector, who had recently been sent up from Rio de Janeiro, did not board us as he was off-duty at that time. However, he is known to be strict, and it is well to be prepared.

AUTHORITY: Companhia Docas do Rio Grande do Norte (CODERN), Av. Hildebrando de Gois, Ribeira, Natal, Rio Grande do Norte, CEP-59.000, Brazil. Contact: Ivan Reis de Lima, Administrator.

(See Plan)

(A) Paranagua Port (B) Petrobras (A) PARANAGUA PORT: (⫿) Indicates information received from a ship’s Agent. PORT LIMITS: The port is limited by co-ordinates Lat. 25␥ 29' 45" S. and 25␥ 30' 12" S., Long. 48␥ 32' 06" W. and 48␥ 30' 00" W., which also include commercial and inflammable berths. DOCUMENTS: Also see ‘‘General’’ before first port. The visiting areas for the Port Health, Federal Receipt and Maritime Police are those mentioned as areas 1, 2, and 3. See ‘‘Anchorages’’. Normally visits are made at the quay, after berthing. Documents for clearance inwards of foreign vessels: (a) Certificate of Registration. (b) Classification document for the vessel in the port of registration. (c) International Load Line Certificate. (d) Safety Certificate for Passenger Vessels or Safety Construction Certificate for Cargo Vessels. (e) Safety Equipment Certificate for Cargo Vessels. (f) Safety Certificate for Radio-telegraphy or Radio-telephony on Cargo Vessels. (g) Exemption Certificate, in respect of the foregoing certificates, where applicable. (h) Safety Certificate for Nuclear Vessels. (i) Certificate or other Financial Guarantee in respect of the International Convention governing Civil Responsibility in Damage caused by Oil Pollution, 1969.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL (j) Federal Receipt and Port Health Clearance. (k) Bill of Lading for postal purposes, where the vessel carries mail. Copy of the payment docket in respect of the tariff for using lighthouses. (l) Crew List. (m) Cargo Manifest. National Vessels: 1. Up to date equipment roll, accompanied by extra-roll licences and those for extra tonnage. 2. List of Crew members in duplicate. 3. Inscription and Registration Pass Book (CIR) or pass books of personal inscription (CIP), for verification as deemed necessary. 4. List of passengers. 5. Load Capacity Sheet, for checking the categories of Crew members taken on board and checking the functions effected corresponding to the upper category. 6. Cargo Manifest. 7. Terms of Inspection in dry dock and afloat or Certificate of Regularisation of the vessel. 8. Provision of Register of the Maritime Tribunal, with statement of the name of the Master and his category or Document of Registration (CP-1). 9. Ship’s Log. 10. Certificate of authorisation of the vessel’s line or of extraordinary voyage, issued by the Superintendency of the National Mercantile Marine (SUNAMAM), except for ‘‘tramp’’ vessels. 11. Certificate of Safety of Passenger vessels, for deep sea vessels and long distance coasting. 12. Certificate of Safety of Construction of cargo vessels, for deep sea vessels and long distance coasting. 13. Certificate of Safety Equipment on cargo vessels for deep sea vessels and coasters. 14. Certificate of Safety of radio telegraphy and radio-telephony on cargo vessels, deep sea and coasting vessels. 15. Certificate of Exemption, corresponding to the certificates mentioned above. 16. Freeboard Certificate. 17. Certificate or other financial guarantee corresponding to the International Convention covering Civil Responsibility for Damages caused by Oil Pollution, 1969. 18. Passes issued by the Delegation of Federal Receipt (Customs), Port Health, Federal Police and Postal Authorities when the vessel carries mail bags (only for vessels destined for foreign countries). 19. List of relatives of the Master and the Crew. 20. Authentic Xerox copy of the last payment form of pension contributions to the INPS or FUNRURAL, paid by the Charterer or Owner. 21. Certificate of Tonnage or tonnage calculation notes (⫿)Documents required on arrival and amount of each: Provision List Crew List Voyage Memorandum Personal Effects of Crew Baggage Declaration (when disembarking Crew members) Health Declaration Free Pratique Vaccination List Clearance from last Brazilian port of call Cargo Manifest from each port where cargo loaded for Paranagua Bill of Lading from each port where cargo loaded for Paranagua Negative Cargo Manifest from each port of call where no cargo loaded for Paranagua * For Harbour Master.

Doctor Police CustomsAgency Total – – 3 1 4 1 2 3 1 9 – 1 1 1 3 – – 3 – 3 – 1 1 1

– – – –

2 – – –

– – – –

2 1 1 1

–

1

1

1*

3

–

–

1

–

1

–

–

1

–

1

–

–

1

–

1

PILOTAGE: Pilotage is compulsory for foreign vessels and tankers, propane carriers and those carrying explosive cargo under the Brazilian flag, of any GRT, from the point at which the pilot boards, shown on DHN Chart No. 1821, approaching the port by the South East or Galheta channels as far as the berth. Pilotage is optional for vessels of Brazilian flag of less than 500 GRT and for national or foreign support craft whilst they are operating in the Port of Paranagua with Brazilian crews or which have in their crew a Brazilian mariner of the category of Nautical Official or Master of Coasting. Pilotage can be requested via the Ship’s Agent, 3 hours in advance, stating time of entry or departure of vessel. Vessels approaching Paranagua should contact Paranagua Radio, VHF Channel 12, two hours prior to arrival in the Pilot waiting area (Paranagua Pilots – Channel 12). The Pilots’ Association maintains permanent watch on VHF Channel 16, passing traffic on VHF Channels 10 and 13. (Tel: 422-0530, 422-1560 and 422-1570). The greatest restriction for Pilots is the condition of the sea, which in Galheta Channel, with the sea above Force 4 – makes the passage of the pilot cutter difficult. ANCHORAGES: See ‘‘Part (B)’’. RESTRICTIONS: The access channels – Galheta and South East are marked on charts 1821 and 1822 of the National Brazilian Hydrographical Dept; the Galheta Channel, normally used, is dredged to a depth of 12.00 m. (39.37 ft.) with a width of 200 m., and a length of 12 miles. The official depth of the channel is 11.28 m. (37 ft.) at high Spring tides and 9.45 m. (31 ft.) at low tides. The critical points of the channel are between the pairs of buoys 3–4 and 7–8, where there are currents running across the channel, and with a heavy sea, waves break making the departure of pilot cutters difficult. In the S.E. Channel, the depth varies from 7.62 m. (25 ft.) to 6.4 m. (21 ft.)

308

Tides: There is a difference of approximately one hour between the tide in the port and at the bar. At the Galheta Bar, the current may reach a speed of 4 knots during Spring tides. Also see ‘‘Berthing’’. MAX. SIZE: See ‘‘Berthing’’. HEALTH: Authorities visit vessels at the anchorage. Port Health Service Tel: 422-0594. (⫿) Note: Compulsory Sanitary Inspection, prior to docking, is carried out at special anchorage, for vessels proceeding direct from the following countries: U.S.A., Mexico, all Central America, Trinidad, Colombia, Venezuela, Guyana, Suriname, Guyane, all African countries, all Asiatic Countries, Australia, Polynesia. Special areas are provided for vessels according to their lengths and drafts. Also for Sanitary Inspection special areas are provided in the vicinities of Ilha das Cobras (Cobras Island). VHF: Paranagua Radio, call sign PPG. VHF Channels 24, 25, 26 and 27 for vessels navigating close to the port. TUGS: 6 tugs ␺ 2,100 h.p. – 3,000 h.p. BERTHING: Manoeuvring Area: (A) The areas for vessel manoeuvres have a width of 700 m. along the whole length of the quay with varying depths: (1) Section ‘‘A’’ 10.06 m. ␦ 33 ft., at low tide. 11.28 m. ␦ 37 ft. at high tide (2) Section ‘‘B’’ In section ‘‘B’’, between the mooring heads, from Numbers 01 to 18: 11.28 m. ␦ 37 ft., at full Spring tide 10.67 m. ␦ 35 ft., at full Neap tide 7.62 m. ␦ 31 ft., at low tide (3) Sections ‘‘B’’ and ‘‘C’’ In Section ‘‘B’’, from mooring head number 18 as far as Section ‘‘C’’, and all along that section 9.45 m. ␦ 31 ft., at high tide 7.62 m. ␦ 25 ft., at low tide At Section ‘‘B’’ berths, use of pontoons is obligatory for vessels of drafts greater than 27 ft. At the section ‘‘C’’ berths, it is convenient to use pontoons for vessels with drafts greater than 25 ft. Restrictions: (B) (i) Max. passage 50 m. ␦ 164 ft. (ii) Max. speed over the bottom ␦ 9 knots (iii) Vessels cannot move with trim or list when at the max. draft. (iv) The max. depths at Spring and Neap tides shown above can only be used from 3 days before to 3 days after two days of full or new moon and two days of fourth crescent or waning moon, respectively. Nevertheless, the Tide Table must be consulted for the day in question in order to ensure a sheet of water over the keel of the ship greater than or equal to 8% of the depth at Spring tides or equal to 15% at Neap tides. (v) Vessels with drafts between 35 ft. and 37 ft., inclusive, at Neap and Spring high tides, can only be moved with tugs, without using their propellers, along Section ‘‘B’’ of the channel (area facing Warehouses 01 and 02). Traffic in port: (a) No crossing or overtaking is permitted by vessels in the access channel if visibility is less than 2 miles. (b) Crossing or overtaking is not permitted when one of the vessels has a draft exceeding 7.92 m. (26 ft.), between pairs of Buoys No. 1-2 and No. 13-14. The vessel which has the current running at its stern, in this event, has preference in the manoeuvre, the other vessel being required to wait for it to pass. Stay in Port: After completion of operations, vessels must unberth within 1 hour, except where request has been made previously to the Port Administration and approval has been given. Berthing Facilities: Commercial Quay: Total length 2,106 m. with the following depths: 420 m. with a depth of 10 m. 1,170 m. with a depth of 8 m. 516 m. with a depth of 12.0 m. Mooring bollards every 25 m. Warehouses/Cold Stores/Silos/Open storage areas: (1) Warehouses: 21 warehouses for general cargo, with total area of 56,400 sq.m. and total volume of 282,000 cu.m. (2) Cold Stores: One cold store for 7,000 tons, operated by a private company on rental. (3) Silos: Two vertical silos with total capacty of 110,000 tons. Four horizontal silos with capacity of 68,000 tons. Privately-operated silos: One vertical of 10,000 tons. Nine horizontal silos, total of 285,000 tons. (4) Open areas: General cargo – 27,000 sq.m. Heavy lifts 14,000 sq.m. Containers 22,000 sq.m. Fertilisers 3,000 sq.m. Next to the port area are many warehouses, providing a rear-area with a capacity of 1,000,000 tons. Also see ‘‘Bulk Cargo Facilities’’. CARGO HANDLING FACILITIES: Cranes: 1␺40 tons, 1␺30 tons, 4␺12.5 tons, 10␺6.3 tons and 5␺3 tons. 1␺130 ton (Lorain) mobile crane. Stacker Trucks: 8␺7 tons, 8␺5 tons, 15␺3.5 tons, 18␺2.5 tons and 1␺2 tons. Rolling Bridges: 3␺1.5 t.p.h. (2 at Warehouse No. 8 and one at the cold store). Grabs: 31␺2 cu.m. – 3.8 cu.m. Tractors: 42␺45 h.p. – 105 h.p. Ro/Ro: Vessels berth at Pier 9 or Pier 15. Side Loaders: 2␺36 tons (for containers). Suction Units: 2 fixed in the vertical silo (Warehouse No. 1). Rate 75 t.p.h. each. There are no barges, lighters, workboats or pontoons.

We welcome all advice, updates and additions to this information.

BRAZIL BULK CARGO FACILITIES: Cargill (Berth 12): One loading tower of 500 t.p.h., movable over a distance of 172 m., capacity 20,000 tons (horizontal silo). Also capacity for 3,000 tons of bulk oil with capacity of 150 t.p.h. Sanbra (Berth 6): At Warehouses 6, 6a and 6b. 2 fixed loading towers, each 100 t.p.h., capacity 12,000 tons. Also two slightly movable elevators, with a total loading capacity of about 100 tons. At the same berth there is a loading tower, movable over 180 m., with a loading capacity of 500 t.p.h. which is connected to a silo of 80,000 tons. Depth 9.45 m. Air draft 16.0 m. Gransol (Berth 4): At warehouses 4 and 5. One loading tower, 400 t.p.h., movable over a distance of 150 m. and one fixed, loading rate 100 t.p.h. Storage capacity 10,000 tons. 2␺12.5 ton portal cranes for containers at Shed 5. Socopar (Berth 2): One loading tower, 300 t.p.h., movable over 110 m. Storage capacity 64,000 tons. Port Silo (Berth 1): (Operated by the Port Administration) one loading tower, 300 t.p.h., movable over 150 m. Storage capacity 10,000 tons. Cargill and Sanbra can handle vessels loading to 42 ft. by using pontoons. Other installations, even with the use of pontoons, can only handle vessels loading to 30 ft. The new grain terminal at warehouse No. 13 with capacity of 164,000 tons and 2 loading towers, movable over 162 m., loading capacity 1,500 t.p.h. each. There are two additional vertical silos each with capacity of 110,000 tons. Cold Store: Capacity 7,000 tons. (⫿) Liquid Bulk: Liquid bulk cargoes consist mostly of soya bean, castor, peanut and cotton seed oil. Messrs. Cargill have their own storage tanks and a loading installation capable of delivering 200 t.p.h. All other shippers effect their shipments through portable pumps connected to tank-trucks. Loading capabilities of portable pumps: 30/50/80 and 100 t.p.h. Shippers provide the pumps and hoses and particulars are: Hoses: Lengths 32 ft., 50 ft. and 100 ft. Diameters 2 in. and 4 in. Also see ‘‘Developments’’. STEVEDORES: Working Hours: Daywork: 0700 hrs. – 1300 hrs. and 1300 hrs. – 1900 hrs., 1900 hrs. – 0100 hrs., 0100 hrs. – 0700 hrs. Overtime 1900 hrs. – 0100 hrs. and 0100 hrs. – 0700 hrs. Nightwork: 1900 hrs. – 2300 hrs., 0000 hrs. – 0400 hrs. Overtime possible 2300 hrs. – 2400 hrs. and 0400 hrs. – 0600 hrs. Same working hours are valid for Sundays and holidays with 20% – 100% surcharge. MEDICAL: All facilities available. Crew members should hold valid International inoculation certificates. TANKERS: See ‘‘Bulk Cargo Facilities’’ and ‘‘Part (B)’’. DENSITY: Salt water at entrance of the bar. Brackish water inside the Bay, which varies with the tides: At HW: between 1013 and 1024. At LW: between 1012 and 1013. FRESH WATER: 47 hydrants at 45 m. intervals available along the quays, rate up to 27 t.p.h. There is a water barge with capacity of 400 tons., pumping rate of 150 t.p.h. It is recommended that vessels advise Agent of their requirements prior to arrival, as the delivery rate is very low at some berths. FUEL: Bunker C, fuel oil, diesel oil, Navy Special and all types of marine fuel available. Bunkering of vessels in the roads or berthed at the Commercial Quay is by private barge – Empresa Transportadora ‘‘Estrela’’ Ltda., 1 self-propelled barge for diesel oil, capacity 185 tons, rate of supply 70 t.p.h., 1 dumb barge for fuel oil and mixtures, capacity 590 tons, delivery rate 140 t.p.h. Requests for bunkers must be made 96 hours minimum in advance through the Agencies. FIRE PRECAUTIONS: Firefighting facilities: 4 conventional firefighting tenders. 1 chemical spraying vehicle. CONSULS: In Paranagua: Denmark: Avenida Gabriel de Lara, 1471. Tel: 422-0605. Italy: Avenida Manoel Ribas, 317. Tel: 422-0045 and 422-0046. Norway: Avenida Gabriel de Lara, 1471. Tel: 422-0605. Paraguay: Rua Roque Vernalha, 428. Portugal: Avenida Arthur de Abreu, 29–5␥ andar – Sala 5. Uruguay: Rua Doutor Leocadio, 112 – Sala 102. In Curitiba: Argentina: Rua Marechal Floriano Peixoto, 228–8␥ andar, Conj. 803. Tel: 23-5141. Austria: Rua Marechal Floriano Peixoto, 228–17␥ andar, Cjto. 1707. Tel: 24-6795. Belgium: Rua 15 de Novembro, 297 – Sala 303. Tel: 23-3346 and 23-3490. Bolivia: Rua Presidente Faria, 334–4␥ andar – apt␥ 401. Tel: 22-4885. El Salvador: Travessa Oliveira Bello, 67–1␥ andar. Tel: 22-0820. Germany: Avenida Joao Gualberto, 1237. Tel: 52-4244. France: Rua Lourenco Pinto, 68. Tel: 22-4906 and 22-8866. Honduras: Praca Rui Barbosa, 537. Tel: 24-9911. Italy: Rua Barao do Cerro Azul, 198 2␥ andar. Tel: 22-3877. Japan: Rua Marechal Deodoro, 51 6␥ andar – Conj. 601. Tel: 24-3861. Mexico: Rua Comendador Araujo, 795. Tel: 22-0367. Paraguay: Praca Osorio, Edificio ASA – 1␥ andar Sala 1002. Tel: 23-9010 – Ramal 45. Peru: Rua do Rosario, 63. Tel: 24-2827. Poland: Rua Agostinho Leao Junior, 234. Tel: 22-2472. Portugal: Rua Marechal Deodoro, 126 – 8␥ andar. Tel: 22-4022. Spain: Rua Visconde de Cerro Frio, 229 – Novo Mundo. Tel: 46-1714. Syria: Rua Ebano Pereira, 28 – 2␥ andar. Tel: 23-3875 and 24-6691. Switzerland: Rua Marechal Floriano Peixoto, 228 – 8␥ andar, Sala 807. Tel: 23-7553. Consulate General: U.S.A.: Main office in Sao Paulo, Rua Padre Joao Manoel, 20. Tel: 37-5574.

REPAIRS: Small structural and machinery repairs possible in the port. 3 firms available. DRY DOCKS: None. SURVEYORS: Principal classification societies are represented in the town: Lloyd’s Register of Shipping; American Bureau of Shipping; Bureau Veritas; Nippon Kaiji Kiokai; Registro Italiano Navale; Germanischer Lloyd; Det Norske Veritas; Brazil Salvage S.A. Marine Surveyor: P & B – Consultoria Navel e Industrial Ltda. Inspect Consultoria e Peritagens Ltda. GANGWAY/DECK WATCHMEN: At least 1 watchman is compulsory on board every vessel alongside 24 hours per day. OPENING/CLOSING HATCHES: By stevedores. REPATRIATION: Possible. AIRPORT: Curitiba, 80 km. from the port for national connections. Paranagua, for medium distance carriers. Air taxi service also available. TIME: Local time GMT minus 3 hours. Daylight Saving Time GMT minus 2 hours, 3rd Sunday in October to Saturday before 2nd Sunday in February. HOLIDAYS: National: 1st January; 21st April; 1st May; 7th September; 2nd November; 15th November and 25th December. Local: 29th July and Corpus Christi (movable). POLICE/AMBULANCE/FIRE: Civil Police 422-0101 and 422-0172. First aid 422-0111. Fire 193. Maritime Police 422-0382. TELEPHONES: Request for installation should be made to the Traffic Section of the Port Administration. SERVICES: Cleaning services available. Electronic repairs possible. Rubbish collected daily from drums on quay. Deratting service available. Divers available. SHORE LEAVE: No restrictions. IDENTIFICATION CARDS: I.D. Card, Seaman’s Book or Passport sufficient. WASTE OIL DISPOSAL: At Commercial Quay collected free of charge by road tankers. Also see ‘‘Part (B) – Report’’ dated March 1993. SEAMAN’S CLUBS: None. DELAYS: Normally no delays. GENERAL: (⫿) Preferential Docking: Port Administration regulations for Preferential Docking are as follows: 1. Preferential docking is granted to vessels operating with cereals and meats in bulk at the following berths equipped with special mechanical installations: Berth 1 – Vertical Silo, belonging to Port Administration Berth 2 – Vertical Silo, belonging to Soceppar Berth 4/5 – Horizontal Silo, belonging to Gransol Berth 6 – Horizontal Silo, belonging to Sanbra Berth 12 – Horizontal Silo, belonging to Cargill Berth 13 – Horizontal Silo, belonging to Port Administration 2. Preferential docking is granted to vessels discharging solid bulk cargoes (fertilisers, salt, minerals) using shore cranes and grabs at Berth No. 11. Upon arrival of such vessels, should this berth be occupied, they may dock at any other berth, shifting to Berth No. 11 when it becomes available and only if Port Administration feel this necessary. 3. Preferential docking is granted to vessels operating exclusively with containers at Berth No. 14. 4. Preferential docking is granted to vessels operating exclusively with liquid gas and liquid bulk cargoes at the special inflammable berths. 5. For vessels operating general cargo, docking will be granted at any berth according to time of arrival and in compliance with above mentioned preferential dockings. 6. When a general cargo vessel docks at any preferential berth, this will be done on a conditional basis, having to vacate this berth upon arrival of any other vessel with preferential docking for that particular berth, provided there is another berth available. All expenses due to shifting will have to be paid by the interested party. 7. Any vessels operating bulk and general cargo and docked at preferential berth will have to vacate this berth upon completion of loading/discharging the cargo, giving right to a preferential docking, if and whenever another vessel with the same rights should be awaiting this berth but only according to Clause 6. (a) Vessels docked at a preferential berth for a specific cargo may load/discharge simultaneously any other cargo provided this does not interfere or prejudice the loading of that specific cargo. (b) All vessels have a right to a maximum of three loading berths being allowed to shift from one berth to another without losing their priority and will do so according to Clause 6. 8. All vessels are entitled to up to three dockings. (a) Only under special circumstances duly justified and only with the Port Administration consent may a vessel dock more than the times established in item 8. 9. A vessel may only dock when its cargo is ready for shipment and port dues (export/import) are duly paid for up to the following percentages: (a) General and bulk cargo: 1. Up to 50% of declared general cargo. 2. Up to 50% of cargo declared at each loading berth. 3. For the specific case of coffee the following percentages will be observed, duly verified by I.B.C. (Brazilian Coffee Institute): Up to 5,000 bags coffee declared 100% Up to 10,000 bags coffee declared 50% Up to 20,000 bags coffee declared 35% Up to 30,000 bags coffee declared 30% Up to 50,000 bags coffee declared 25% Up to 100,000 bags coffee declared 20% Over 100,000 bags coffee declared 15% For vessels arriving and initiating operations on a Monday morning or the day following a holiday, docking will be granted on a conditional basis, providing she has a minimum of 2,000 bags of coffee ready for immediate operation and if by 1100 hrs. she

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BRAZIL did not fulfil above mentioned percentages she will have to undock having to cope with all expenses and placed at the end of the line of vessels awaiting a berth. (b) Above mentioned percentages may be altered by the Port Administration at any moment and at their discretion. (c) So as to be able to comply with mentioned rules, all agencies must declare, without forfeit, to the Port Administration when requesting normal docking or with priority, vessel’s complete bookings. (d) Any vessels not maintaining normal loading/discharging rates will be forced to undock taking last place in line of vessels awaiting berth. 10. After load/discharge operations are completed, any auxiliary operations will have to be carried out at anchor unless duly authorised by Port Administration. 11. In order to provide proper service for vessel’s discharge, all agencies are obliged to hand over to Port Administration vessel’s cargo manifest and a non-negotiable copy of all bills of lading, as well as furnishing time of arrival and any alteration of same. 12. Any vessels undocking voluntarily due to lack of cargo will maintain first place in line of vessels awaiting berth. DEVELOPMENTS: New quay with length 350 m. and depth 13.0 m. to be constructed. These new berths will provide one additional berth for bulk carriers and one berth for container vessels. Deepening of the draft of the Access Channel and the manoeuvring basin. The project includes the deepening of the Galheta Channel and the manoeuvring basin to reach 41 ft. (official) draft. Terminal Maritima Cattalini: Under construction. Facilities consist of a private pier with berthing length of 280 m. and 15 tanks (36,000 cu.m.) for vegetable oil and chemicals. Loading/discharge rate of 400 t.p.h. – 700 t.p.h., depending on product and vessel. Depth 37 ft. Also see ‘‘Part (B) – Report’’ dated March 1993. A shiploader rated at 1,500 t.p.h. (heavy grain) with travel of 175 m. is available, and an additional 2 shiploaders (1,500 t.p.h.) are under construction. AUTHORITY: Capitania dos Portos do Estado do Parana, Rua Benjamin Constant 707, Paranagua PR, CEP. 83.203-450, Brazil. Tel: 422-3033. Email: [email protected] WWW: www.mar.mil.br Contact: Captain Ronald Cardoso Guimaraes, Port Captain. Paranagua Port Authority, Rua Manoel Pereira, 161, Paranagua-PR, CEP 83221-030, Brazil. Tel: ␣55 (41) 420-1100. Email: [email protected] WWW: www.pr.gov.br/portos/ Administracao dos Portos de Paranagua e Antonina, Av. Conde Matarazzo, S/N. Antonina-PR, CEP 83.370-000, Brazil. Tel: ␣55 (41) 432-1448. FAX: ␣55 (41) 432-1442. Email: [email protected]

(B) PETROBRAS: LOCATION: The Terminal de Petroleiros de Paranagua is located N.W. of Paranagua town, 13 nautical miles from the Paranagua Bar. Charts and Publications: Refer to the following charts and publications issued by the Diretoria de Hidrografia e Navegacao (Brazil): Nautical Charts No. 1820, 1821 and 1822. South Coast Guide Book DHN 1. Light List DHN 2 and Radio List DH 8-8. General Description: The Terminal has 2 separate piers: Cais de Inflamaveis (PP-1), and Cais de Barcacas (PP-2), operated by Petrobras under the jurisdiction of the Port of Paranagua. The 2 piers are located one to the East and the other to the West of a central bridge that provides access. DOCUMENTS: All documents relating to clearance at the vessel’s last port of call are required for inspection by boarding officials. Arrival: Maritime Police: 3 Crew Lists. 1 General Lists. 3 Passenger Lists. 3 Passengers in Transit Lists. Port Health: 1 Maritime Health Declaration. 1 Derat Exemption Certificate. 1 Vaccination List. 1 List of Drugs and Narcotics. 1 Passengers in Transit List. 1 Passenger List. Customs: 1 Crew List. 3 Spare Parts Lists. 3 Stores Lists. 3 Provisions Lists. 1 Cargo Manifest. 1 Bill of Lading. 2 Passenger Lists. 2 Passengers in Transit Lists. 3 Crew Personal Effects Lists. 3 Passengers Personal Effects Lists. Departure: Clearance: Leaving Permit from Customs. Leaving Permit from the Port Captaincy. Leaving Permit from the Maritime Police. Leaving Permit from the Brazilian Post Office. 3 Passenger Lists. 3 Passengers in Transit Lists. 3 Crew Lists. APPROACHES: All vessels approaching the port of Paranagua should remain outside the 10 m. contour to avoid the perilous coastal banks near the entrance to the Galheta Channel. In daylight, vessels approaching from the North will see the peaks of Cardoso Island, with its summit of 890 m. and Bom Abrigo Island. The

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Paranagua Bar appears as a set of small islands on the horizon together with the Conchas Lighthouse. At night, the Bom Abrigo Light and the Conchas Light are clearly visible and can be used when approaching the pilot boarding area. When approaching from either the North or South and navigating by radar, vessels must be aware that the low lying coast provides poor radar targets. The Galheta Channel is dredged to a depth of 12.0 m. (39.4 ft.) with a width of 200 m. and a length of 12 nautical miles. The critical points of the channel are between Buoys No. 3 and No. 4 and Buoys No. 7 and No. 8, where there are strong cross-currents. Also see ‘‘Developments’’. Vessels with a draft of less than 6.34 m. (21 ft.) can approach Paranagua via the Sueste Channel, to the North of the Bar. PILOTAGE: Compulsory for foreign vessels and tankers, propane carriers and those carrying explosive cargoes under Brazilian flag, of any g.r.t. The pilot boarding area for the Galheta and Sueste Channels is within 1 mile radius of Buoy No. 1. Pilots can be requested via the ship’s Agent, 3 hours in advance, stating vessel’s time of entry or departure. Vessels approaching Paranagua should contact Paranagua Radio on VHF Channel 16, 2 hours prior to arrival at the Pilot boarding area. VHF: The Pilots Association maintains permanent listening watch on VHF Channel 16, with working Channels 12 and 15. Speed: The maximum ground speed in either channel is 10 knots, reducing to 5 knots in the vicinity of dredgers or other craft engaged in seabed operations. If the wind in the Galheta Channel rises above Force 4, the passage of the pilot cutter is difficult. With winds above Force 5, Pilots cannot board at the Paranagua Bar, and vessels are recommended not to enter either channel. ANCHORAGES: Vessels must use the anchorages as designated below. When approaching the No. 1 Buoy the Pilot will advise the anchorage position. (a) Area ‘‘1’’ for vessels operating into the port of Antonina and for LASH type vessels. Anchoring of barges for cargo transhipment operations into the port of Antonina may only be carried out in areas bordering established anchorage areas and access channels with reference to draft and charted depths. Draft 7.0 m. – 11.0 m. Point Latitude South Longitude West 01 25␥ 28' 33" 48␥ 37' 41" 02 25␥ 28' 51" 48␥ 37' 41" 03 25␥ 28' 46" 48␥ 38' 37" 04 25␥ 28' 29" 49␥ 38' 31" (b) Area ‘‘2’’ during an extent of time, for vessels in one of the situations mentioned below: (A) Vessels of LOA 210 m. or less. (B) Vessels operating for the port of Antonina (C) Vessels requiring to bunker fuel oil and/or lubricants for their own consumption. The anchorage site will be established according to depths in the Evolution Basin. Draft from 7.0 m. to 14.0 m. 01 25␥ 29' 31" 48␥ 31' 35" 02 25␥ 29' 51" 48␥ 31' 35" 03 25␥ 30' 02" 48␥ 33' 31" 04 25␥ 29' 40" 48␥ 33' 31" (c) Area ‘‘3’’ for vessels of LOA 180 m. or less. Draft from 6.0 m. – 10.0 m. 01 25␥ 29' 09" 48␥ 30' 53" 02 25␥ 29' 34" 48␥ 30' 53" 03 25␥ 29' 34" 48␥ 31' 35" 04 25␥ 29' 09" 48␥ 31' 35" (d) Area ‘‘4’’ for vessels of LOA 180 m. or less. Draft from 7.0 m. – 11.0 m. 01 25␥ 29' 17" 48␥ 30' 31" 02 25␥ 29' 27" 48␥ 30' 20" 03 25␥ 29' 28" 48␥ 31' 53" 04 25␥ 29' 09" 48␥ 31' 53" (e) Area ‘‘5’’ for vessels awaiting Port Health and other inspections as necessary. Draft from 10.0 m. – 13.0 m. 01 25␥ 29' 47" 48␥ 27' 12" 02 25␥ 30' 08" 48␥ 27' 12" 03 25␥ 30' 03" 48␥ 28' 02" 04 25␥ 29' 48" 48␥ 28' 02" (f) Area ‘‘6’’ for vessels of LOA 180 m. or more and vessels of any size to bunker fuel oil and/or lube oil, for their own consumption. Draft from 10.0 m. – 17.0 m. 01 25␥ 29' 09" 48␥ 26' 20" 02 25␥ 29' 30" 48␥ 26' 20" 03 25␥ 29' 34" 48␥ 29' 46" 04 25␥ 29' 11" 48␥ 29' 46" (g) Area ‘‘7’’ for vessels in one of the following situations, or of the types and sizes mentioned below, with the order of priority being observed for anchoring:. (A) Vessels of any size in Quarantine. (B) Vessels of any size operating with explosives. (C) Vessels which require to bunker with fuel oil and/or lubricants, for their own use. (D) Vessels of LOA 180 m. or more. Draft from 9.0 m. – 12.0 m. 01 25␥ 29' 45" 48␥ 26' 15" 02 25␥ 30' 10" 48␥ 26' 15" 03 25␥ 30' 08" 48␥ 27' 12" 04 25␥ 29' 47" 48␥ 27' 12" (h) Area ‘‘8’’ for vessels of LOA 180 m. or more. Draft from 8.0 m. – 10.0 m. 01 25␥ 30' 03" 48␥ 23' 46" 02 25␥ 30' 18" 48␥ 24' 00" 03 25␥ 29' 45" 48␥ 24' 52" 04 25␥ 29' 45" 48␥ 24' 38"

We welcome all advice, updates and additions to this information.

BRAZIL RESTRICTIONS: See ‘‘Pilotage – Speed’’ and ‘‘Berthing – Berthing/Unberthing’’. MAX. SIZE: The draft restriction in the Galheta Channel is 37 ft. (or 39 ft. under special circumstances). This restriction will be increased to 41 ft. on completion of dredging works (See ‘‘Developments’’). The Terminal may refuse to berth a vessel which does not comply with berthing requirements, safety criteria or poses a threat to the Terminal, personnel or the environment. Berths: The limiting factor for Berth PP-1 is the length overall. Berth PP-1: Max. LOA 196 m., max. draft 11.25 m. Berth PP-2: Max. LOA 190 m., max. draft 9.12 m. Max. trim of 3.0 m. for either berth. HEALTH: Port Health Service (SAPORTOS) officials visit the vessel in the anchorage. Also see ‘‘Radio’’. RADIO: Pre-Arrival Information: 24 hours prior to arrival, vessels bound for the Terminal must advise their ETA via the Agent and request Free Pratique from the Port Health Service (SAPORTOS). The Agent will ensure vessel’s entry into the Terminal schedule and advise Port Health, Customs and Police Authorities who board in the anchorage area, although sometimes the visit will be at the petroleum pier. Vessels arriving from foreign ports, regardless of whether they have already called at a Brazilian port, will be inspected by the Customs, and the ship’s Agent must request this inspection and present the Ship’s Particulars. Also see ‘‘Health’’. VHF: The vessel, Pilots, Berthing Master, Terminal and tugs shall maintain a continuous listening watch on Channels 16 and 9. Also see ‘‘Pilotage’’. TUGS: Only tugs registered with the Port Authority are allowed to operate in the port of Paranagua. At least one tug is available at all times. The recommended number of tugs is established by the Harbour Master’s Office (NPCP) and will depend on ship’s deadweight and the tug’s bollard pull. Mooring Boat: Mooring boats are available upon Pilot’s request. BERTHING: All berthing/unberthing operations are conducted by Port Authority personnel. All berthing equipment used on the Terminal follows OCIMF guidelines. Towing wires, messenger lines, guiding ropes and heaving lines are to be ready at bow and stern. Bollards on the berths are spaced at 50 m. intervals. Both berthing and unberthing operations are monitored by cameras placed in the upper part of the loading arms. Masters are required to co-operate with the Terminal representatives to minimise the ship’s laytime. Any delay must be reported to the Terminal and to the ship where the delay is caused by the Terminal. Petrobras vessels have priority at Berth PP-1. At Berth PP-2, it is on ‘‘first come, first served’’ basis. Berth PP-1 has an inner and outer berth for loading and discharging of dark or clear products. Berth PP-2 is for use by barges and tugs only. Berthing/Unberthing: The Terminal operates 24 hours a day. However berthing and unberthing at Berth PP-2 is limited to an ebb tidal stream of less than 0.4 knots. Machinery: All deck machinery used for berthing operations must be in full working order. A crane or derrick of more than SWL 5 ton must be rigged for immediate use for connecting shore hoses to the ship’s manifold. Cargo Tank Lids: Before berthing operations commence, all tanks lids, ullage plugs and ports must be closed and dogged down unless the Master certifies the vessel to be gas-free. Emergency Towing: Fire wires for emergency use will be lowered to the waterline from the offshore bow and quarter and tended to ensure that the eye remains above the waterline. All tankers must be equipped in accordance with IMO Assembly Resolution A.535 describing emergency towing equipment forward and aft. Firefighting: Each berth is equipped with firefighting and pollution prevention systems. MEDICAL: The Terminal has an ambulance for emergencies. The following hospitals are in the area: Hospital Paranagua. Tel:␣55 (41) 423-3466. Santa Casa da Misericordia. Tel: ␣55 (41) 423-1422. Centro Medico (24 hours). Tel: ␣55 (41) 423-3522, 422-3094. HOSES: Berth PP-1 is equipped with 1␺12 in. and 2␺10 in. loading arms for loading/discharging of clear products such as gasoline, gas oil, naphtha, MTBE, methanol, LPG and AVGAS, and other products such as marine fuel, bunker and LCO. The loading rate for 3 concurrent products is 700 cu.m./hr. – 1,500 cu.m./hr. The discharging rate is 1,000 cu.m./hr., max. pressure 10.5 kg/sq.cm. for each loading arm. Berth PP-1 and Berth PP-2 have 8 in. and 6 in. hoses for dark products which can work at rates ranging from 275 cu.m./hr. – 700 cu.m./hr. CARGO OPERATIONS: During operations, all cargo, ballast and bunker tank lids and tank washing/C.O.W. ports shall be securely closed or in accordance with the designed safety venting system. Ship/Shore Communications: A responsible member of the crew must be stationed on the loading deck and maintain communication or remain in visual contact with the shore operator during cargo operations. He will advise the Operator when changes in loading or discharging rates are required. VHF radios or direct voice may be used for such purposes. An officer who speaks good English must act as interpreter, according to prior decision and agreement. The connection and disconnection of hoses and loading arms to the vessel’s manifold is performed by Terminal personnel, using the ship’s crane or derrick. Berth PP-1 has 2 tanks for oil drained from hoses and loading arms. Clear products: 6 cu.m., dark products: 2 cu.m. Procedure: (a) Loading or discharging is accomplished through designated pipelines for each type of product and prepared by the Terminal’s Operator in turn. (b) While alongside the petroleum piers, vessels must keep their engines in readiness to leave the berth under full power at short notice. The vessel must maintain a maximum trim of 5 m. (16 ft.) to allow departure from the berth at short notice.

(c) Not-in-service cargo inlets must be blanked. (d) Loading or discharging will not start without agreement from vessel and Terminal. (e) In cases where the operational characteristics of the vessel are less than those of the Terminal regarding its capacity, the maximum pressure and flow stated by the vessel will be observed during loading/unloading. (f) The vessel must have at all times, a crew member watching the cargo inlet, the mooring ropes and anchor cables, and be able to communicate with the Terminal, where necessary. Should the ship begin to range or move off the berth, operations will be halted for safety reasons, and hoses and loading arms disconnected. (g) Firefighting equipment must be prepared and ready for immediate use; firefighting network must be pressurised at all times. (h) Power to deck machinery must be maintained at all times for tending mooring lines and anchor cables. (i) Cargo inlets must be fitted with flanges whose diameters are in accordance with the Terminal. Stop Operation: All cargo operations will stop in case of fire on board or ashore, another ship coming alongside, or passing at unsafe distance or any other situation that may be or become hazardous to the ship and/or Terminal. Loading or discharging may also be halted whenever wind gusts exceed 40 knots or in the case of electrical discharge in the atmosphere, at the Terminal’s discretion. Portable Radio Transceivers: Portable radio transceivers for use on deck during loading or discharging operations must be certificated intrinsically safe by a recognised authority. BALLAST: All ballast must be clean. Vessels must arrive at the Terminal with adequate ballast for a maximum trim of 3.0 m. The Terminal has a capacity of 5,410 cu.m. for dirty ballast and accepts ballast through 8 in. hoses at a rate of 1,000 cu.m./hr., pressure 10 kg./sq.cm. All ballast must be pumped ashore, and under no circumstances should ballast be pumped into the sea, even if it is said to be clean. POLLUTION: Brazilian law is very strict on pollution prevention and discharging of pollutants into the sea. Any discharge of dirty ballast, waste oil, or any kind of material, debris, garbage, oil or polluting substance is subject to heavy fines or imprisonment. It is the Master’s responsibility to ensure that no oil or oily water is pumped or spilled overboard. All overboard discharge valves, including bilges, are to be blanked or sealed closed before operations commence. Scuppers must be plugged and plugs not removed until operations are completed. The discharge of any type of sewage directly into the sea is prohibited. The removal of chemicals, oil or polluting substances must be completed by barge or by road by approved contractors. Masters must inform the Port Captaincy and Port Authorities should any polluting substance be spilled into the port area. The Terminal is equipped with floating booms for oil containment and recovery from the sea. Action in Case of Oil Spill: In the event of an oil spill, the vessel must cease all loading or discharging operations, inform the Terminal, and the Emergency Assistance Plan put into immediate action. DENSITY: See ‘‘Part (A)’’. FRESH WATER: Available by pipeline at Berths PP-1 and PP-2 at 6 cu.m./hr., with maximum supply of 100 cu.m. FUEL: Fuel oil is available by pipeline at the Terminal; lub oil is loaded from road tankers or oil drums. The Terminal supplies fuel oil and gas oil by 4 in. or 6 in. hoses, pressure 150 p.s.i. and flow rates of 90 cu.m./hr. to 190 cu.m./hr. The Terminal also has a blending unit for fuel oils with a viscosity pattern of 180 cst. to 50 cst. CONSULS: See ‘‘Part (A)’’. REPAIRS: Small structural or machinery repairs can be effected with prior notice to ship’s Agent. At no time can the main propulsion machinery or steering gear be disabled for any reason. No repairs can be undertaken which would interfere with this requirement. Violation of this rule will result in towage from the berth at the vessel’s expense. DRY DOCKS: None. SURVEYORS: See ‘‘Part (A)’’. GANGWAY/DECK WATCHMEN: At least 1 watchman is compulsory on board each vessel alongside 24 hours per day. CUSTOMS ALLOWANCES: Brazilian laws are strict with regard to smuggling, and Masters are advised to instruct their crews not to retain or land cigarettes, cigars, tobacco, alcoholic drinks, drugs, souvenirs, etc. These should be collected prior to arrival and placed under Customs seal for the duration of the vessel’s port stay. Commercial transactions among Terminal employees, crew members or anyone else are prohibited. REPATRIATION: Can be requested via the ship’s Agent. The Terminal has easy access by road. AIRPORT: Curitiba International Airport is 85 km. from Paranagua with regular international flights. TIME: GMT minus 3 hours. Daylight saving (GMT minus 2 hours) in operation from October to February. HOLIDAYS: Municipal holiday: 29th July. Variable Dates: Carnival (February or March); Holy Week (March or April); Corpus Christi (June or July). POLICE/AMBULANCE/FIRE: Police Tel: 422-2033; Fire Brigade Tel: 193 or ␣55 (41) 423-1202. TELEPHONES: Public telephones are available in front of the Terminal Head Office. SHORE LEAVE: Permitted. GARBAGE DISPOSAL: All vessels alongside or at anchor must place garbage or waste oil in proper closed containers ready for collection and disposal by approved contractors. Garbage containers must not be hung overside or be placed in a position where the containers or their contents can spill overboard or into the water. WASTE OIL DISPOSAL: See ‘‘Garbage Disposal’’. WEATHER: Generally the winds have a regular cycle throughout the year with a prevailing light to moderate S.W.’ly surface wind. From January to March N.E.’ly and S.W.ly; from April to July Westerly or S.W.’ly; from July to September Southerly to S.E.’ly; from October to December N.E.’ly to S.E.’ly.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL The local average temperature ranges from 15␥C (59␥F) in June/July to 30␥C (86␥F) in January/February. Relative humidity around 80%. Visibility in the area is generally moderate to good in Summertime and may be more than 4 miles. In Autumn and Spring, thick fog can occur. Tides and Currents: Tides in the Paranagua area subject to meteorological effects. This is reflected in the tide tables for Brazil’s Southern coast. The following aspects must be observed when vessels are proceeding to Paranagua: During Spring tides in the mouth of the Galheta Channel, the tidal stream can reach 4 knots. The average rise of tide for Springs is 1.76 m., 0.8 m. for Neaps. During Spring tides streams up to 1.4 knots, and 1 knot for Neaps. Daily tidal observations are made at Ponta da Encantada (Ilha do Mel) and in the port of Paranagua. The tidal diagrams are sent to DHN monthly, so that their tables can be updated. GENERAL: Provisions: All kinds of provisions can be supplied by ships’ chandlers in Paranagua. Spares: Engine, electronic and electrical spare parts can be supplied via ship’s Agent, together with nautical publications, salvage, cleaning and office materials. Boats or Small Craft Alongside: Unauthorised small boats or craft are strictly prohibited from coming alongside vessels during cargo operations. Violators will be reported to the Port Authorities. DEVELOPMENTS: Galheta Channel: New dredging work is underway to increase channel depth to 12.5 m. (41 ft.).

REPORT: March 1993 (Updated 1998). The following was received by a tanker operator from an Agent in Paranagua. LPG Berth Name: Petrobras Pier and/or Inflammables Terminal. Length: 184 m. external side, and 174 m. internal side. Berth Operator: Petroleo Brasileiro S/A – Petrobras. Vessel’s Max. LOA: 196 m. external side, 176 m. internal side. Maximum Beam: There is no official beam restrictions, but it is recommended to limit this to 40 m. Displacement: Restricted to the size and draft allowed for the vessels. Max. Draft allowed: Approach Channel ‘‘Galheta’’: H.W. L.W. Daytime 11.00 m. (37 ft.) 9.45 m. (31 ft.) Night-time 9.45 m. (31 ft.) 8.23 m. (27 ft.) Petrobras Pier/Inflammables Terminal: Ext. side 9.90 m. (32.5 ft.) 8.83 m. (29 ft.) Int. side 8.53 m. (28 ft.) 7.01 m. (23 ft.) As the depths in the dredged channel, manoeuvring basin and alongside the Pier/Docks, vary from time to time, the Captain of the Port, periodically issues notices giving the maximum draft permitted for navigation. Minimum Depth External side 10.04 m. (33 ft. 00 in.) at Berth: U.K.C. 1.21 m. (4 ft. 00 in.) Max. Draft allowed 8.83 m. (29 ft. 00 in.) Minimum Depth 10.66 m. (35 ft. 00 in.) in Approaches: U.K.C. 1.21 m. (4 ft. 00 in.) Max. Draft allowed 09.45 m. (31 ft. 00 in.) Water Density in Approaches: 1016 (Brackish). Manoeuvres: Berthing/unberthing manoeuvres are allowed at night, but conditional on draft limitations and high tidal times. Bunkering: In a variety of grades (FO/IFO/MDO/GO), bunkering is carried out at the Inflammables Terminal, through the 12 in. pipelines of the oil companies, and at the rate of 30 t.p.h. Bunkers could also be supplied by a 500 ton dumb barge; at a loading rate of 170 tons or more per hour. Fresh Water: Obtainable from hydrants lined up in the pier at a loading rate of 10 t.p.h. Distances: Vertical distances from ship’s manifold to water line: Minimum 20.00 m. Maximum 25.00 m. Type of Berth: Pier – Affording the simultaneous berthing of two oil tankers. Minimum Size of Vessel: No official restrictions. Distances: Maximum distance ship’s bow to centre manifold (SCM) 92 m. Maximum distance ship’s stern to centre manifold (SCM) 92 m. Grades of Cargo Handled: FO/IFO/MDO/DO/GO/Nafta/Kerosene/LPG. Lighterage: Not available for liquified gas. Dirty Ballast: May be received. Storage with capacity of 5,000 cu.m. Slops Acceptance: May be accepted, arrangements should be made in advance directly with Petrobras.

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Towage:

Presently Paranagua has 6 tugs, as listed below: Name H.P. Bollard Pull (tons) Centaurus 2,170 33.4 Arcturus 2,170 33.4 Galahad 3,000 35.4 Merlin 2,200 33.4 Lagoa Gaucha 2,100 30.0 Lagoa Baiana 2,100 30.0 Air draft: No restrictions. Pilotage: Pilotage is mandatory from the pilot buoy, which is a distance of some 18 miles from the harbour. The pilots are normally picked-up (or dropped) within a one-mile radius area, its centre corresponding to the coordinates 26␥ 37' 00" S., 48␥ 15' 30" W. (see Brazilian Nautical Charts No. 1820/1821/1822/1823). The pilot boarding station is radioed through VHF Channels 12 and 16. Pilots are normally requested by the ship’s Agents some 3 hours prior to the ship’s arrival at the pilot buoy. It is therefore advisable that vessels send their ETA to the Agents at that area. Storage: Storage available ashore: LPG – 7,317 tons MFO – 5,886 tons Gas Oil –38,000 cu.m. Nafta –37,433 cu.m. DO –19,000 cu.m. Av. Kero –28,000 cu.m. OC2A –23,923 cu.m. The storage ashore for LPG is pressurised. Arm Configuration: According to Petrobras, both arm configurations for loading/discharging are available. Size of Connections: Liquid 8 in. and 10 in. Vapour 6 in. Density at Berths: 1016. Documentation: Usual cargo documents, as well as vessels certificates are required by Port Authorities. Additional Information: We have been informed by Petrobras that there is no specific system for emergency shut down. Escape could only be made by walking along the quay extension (800 m.), or by sea with the assistance of tugs, which may be employed in firefighting and salvage operations.

AUTHORITY: See ‘‘Part (A)’’. Operator: Petroleo Brasileiros SA, Petrobras, Av. Republica do Chile 65, Centro, 20035-900 Rio de Janeiro, RJ, Brazil. Tel: ␣55 (21) 534-3100. FAX: ␣55 (21) 534-1246. WWW: www.petrobras.com.br

PELOTAS: 31.47 S. 52.20 W.

(See Plan)

LOCATION: The port is located on the Northern edge of the Sao Goncalo channel. APPROACHES: The access channel is 80 m. wide with a depth of 5.1 m. PILOTAGE: Available through Associacao dos Praticos da Lagoa dos Patos – Rua General Bacelar, 444 Rio Grande – RS. Tel: 21349. TUGS: Delegates Services Administration tugs are used. BERTHING: Manoeuvring basin: 120 m. wide, depth 5.1 m. Quay: 500 m. long, depth 2.5 m. Storage: 3 warehouses with an area of 7,160 sq.m., 6,000 sq.m. of covered storage and 1,160 sq.m. of open storage available. CRANES: 2 mobile cranes, with capacities of 50 tons each. Twelve stacker trucks with 1.8 tons capacity each. BULK CARGO FACILITIES: One Samrig type silo with a capacity of 6,880 tons. FRESH WATER: 7 hydrants spaced 65 m. apart with a discharge rate of 18 t.p.h. FUEL: Available. CONSULS: Italy (Consular Agency) and Portugal (Vice-consul). AIRPORT: 10 km. distant. TIME: GMT minus 3 hours. HOLIDAYS: National: 1st January, 21st April, 1st May, 7th September, 12th October, 15th November and 25th December. Regional: 2nd February. Movable: Monday and Tuesday of Carnival, Ash Wednesday, Good Friday and Corpus Christi. Commemorative Days: 28th August (Banks), 28th October (Public Officials), 30th October (Commercial) and 2nd November (All Saints). AUTHORITY: Porto do Pelotas, Rua Conde de Porto Alegre, 1. 96.100 – Pelotas – RS. Tel: (0532) 22.1125 and 22.1134. Contact: Engineer Jose Fernando Marques Ripoll, Harbour Manager.

We welcome all advice, updates and additions to this information.

BRAZIL PONTA DA MADEIRA: 02.34 S. 44.23 W.

(See Plan)

LOCATION: Ponta da Madeira Port Complex (TMPM) is located on the Eastern shore of Sao Marcos Bay, on the island of Sao Luis. It comprises two piers in the following positions: Pier No. 1: Lat. 02␥ 34.0' S., Long. 44␥ 23.0' W. Pier No. 2: Lat. 02␥ 34.5' S., Long. 44␥ 22.3' W. TMPM is approximately 8 km. South of Sao Luis City, capital of Maranhao State, to which it is linked by a roadway. General Description: TMPM is the property of Companhia Vale do Rio Doce, and is operated and administered by them. Pier No. 1 is a port installation for private general use, out of the area of the state owned Port of Itaqui. Pier No. 2 is a port installation for private general use, in the area of the state owned Port of Itaqui. Both piers provide infrastructure to stock and to ship the materials transported by Carajas Railway. Notice of Readiness: Vessels waiting in the Outer or Inner Anchorage Areas must send the Notice of Readiness, after dropping anchor, via telex to the Agent, who will contact TMPM. Vessels proceeding directly either to Pier No. 1 or Pier No. 2 shall tender Notice of Readiness as they cross parallel Lat. 02␥ 31.3' S. Nautical Charts: The access channel, the anchorage areas, the turning basins and the docking places are shown on the following nautical charts: Charts No. 400, 410, 411, 412, 413 and 414, published by Diretoria de Hidrografia e Navegacao do Brasil (DHN). Charts No. 24270 and 24271, published by the United States Hydrographic Service (HO). Charts No. 535, 543 and 3958 of the British Admiralty (BA). In the charts published by DHN, the depths are indicated in meters and refer to the Tide Datum level adopted for the largest scale chart. On Nautical Charts issued by the Brazilian Navy, depths are indicated in metres and are referred to the Tide Datum level adopted for the chart of largest scale. DOCUMENTS: All vessels are boarded by the following Port Authorities in the waiting areas, or alternatively at the immediately after berthing: Port Health Authority (Saude dos Portos). Customs (Receita Federal). Immigration (Policia Federal). The Port Authorities clearance is carried out, every day of the week, at any time, day or night, Saturdays, Sundays and holidays included. The Customs and Immigration Authorities can clear a vessel to start loading as soon as the vessel has been berthed and given Free Pratique by the Port Health Authority. The following valid original documents must be presented to the Port Health Authorities, Customs and Immigration: Port Health Authority: Health Declaration, filled out according to the Sanitary Regulation No. 2 from World Health Organisation. Ship’s Medical Log. Yellow Fever Vaccination Certificates of all crew members and passengers, as well as their Seaman’s Book and Passports. Crew List (Form 1-418). Request for Free Pratique. Passengers List, including transit and disembarking (Form CF-3171). Customs: Master’s Oath (Form CF-1300). Crew List (Form 1-418). Stores List (Form CF-1303). Crew’s Personal Effects List (personal items and baggage) (Form CF-1304). Passengers List, including in transit and disembarking (Form CF-3171). Immigration: Master’s Oath (Form CF-1300). General Declaration (Form CF-1301). Crew List (Form 1-418). Arms/Ammunition List. List of Narcotics on board. List of Stowaways, if any. Note: All forms should be completed. Documents must be originals. General: Shore leave may be granted at Master’s discretion, after clearance is given by Port Authorities. The ship’s Master must advise the crew that Brazilian Regulations concerning smuggling laws are strictly followed by the Agents and Customs. The crew must be assured that all items, cigarettes, tobacco, alcoholic beverages, should be kept in the locked store, which will be sealed by Customs Authorities during the stay of the vessel at TMPM. Only small consumable quantities of cigarettes, alcoholic beverages and personal effects can be kept in the cabin. Passengers must have their passports in order to be able to disembark. When ashore, crew members must have their identification documents with them. Only persons duly authorised by TMPM will have access to the piers. Any person visiting ships must have authorisation from the Master and Port Authorities. The administration of TMPM will not be held responsible for any accident caused to or by persons visiting ships. If any unauthorised person is found on board, loading must be stopped until the person leaves the ship, with all time and costs allocated to the ship. Upon request, TMPM Security can arrange taxi for transportation from the Terminal to the outside area. TMPM Security is not responsible for payment of such transportation. Private vehicles are not allowed to enter the Terminal area. The ship’s Master must have ready to present, during inspection, the Derat Certificate or the Derat Exemption Certificate, as well as the Health Certificate from the last port of call. Ships are requested to keep propeller totally immersed.

O/O and OBO vessels whose last oil loading was performed within the last 12 months must present the ‘‘Gas-Free Certificate’’ immediately after berthing. This Certificate must be issued by an authorised Surveyor. Degasification operations are not allowed when the vessel is berthed or in the vicinity of the piers, where TMPM authorities judge it to be dangerous. After clearance by Port Health Authority, the holds of the vessel will be inspected by representatives of the Master and TMPM. The holds must be clean, free of water and ready to receive the cargo. If the holds are suitable, the representatives of TMPM and the ship’s Master will sign the Inspection Certificate. If not, the Notice of Readiness will be cancelled until all the requirements have been fulfilled. Also see ‘‘Radio’’. ARRIVAL: The following Arrival Advice must be sent to TMPM and to the Agent: 15 days before vessel’s ETA at TMPM or upon departure from the last port of call, whichever prevails: Standard Format Explanation of Message to be addressed to the port of Ponta da Madeira. Fax: ␣55 (98) 218 4207, 218 4019. A General Information: A1 Name of Owner, name of Operator (if Ship’s interest applicable). parties. A2 Protective agency, shippers or Names of agencies. freighters agency. A3 P&I Club, representative. Full style including date of expiry. A4 Previous name, present name, call sign. A5 IMO or Lloyd’s register number. Ship’s international ID number. A6 Type of ship, date of built ␦ Bulker, ore/oil, OBO, DD/MM/YY. general cargo. A7 Length overall, maximum breadth, In metres. depth. A8 Bridge wing width is shorter or same Inform size of bridge size as ship’s breadth? wind related with ship’s breadth and width in metres. A9 Summer d.w.t., Summer draft. In metres. A10 Any deck obstruction beyond hatch Distance between cover height? (over air draft). crane, crane ␺ forward mast, crane ␺ aft/accommodation (in metres). A11 Numbers of holds, numbers of hatches, Dimensions in dimensions of hatches. metres. A12 Ship’s position. Latitude, longitude or name of port. A13 Distance between superstructure and In metres. bow. B Operational Information: B1 Arrival draft, departure draft: forward/aft. In metres. B2 Arrival air draft: forward/aft. In metres. B3 Description of arrival ballast: Cargo Please declare holds, double bottom tanks, topside existing quantity per tanks ␦ total cargo hold, topside tank, double bottom tank. Quantity in metric tonnes. B4 Time required for deballast, average The time with rate. stripping included. B5 Ballast remaining in departure. In metric tonnes. C Other relevant Information: C1 Supplies on port: Combustibles, fresh In metric tonnes. water. C2 Any ship’s operational restrictions. Yes/No (If yes, specify). C3 Ship’s in gas-free condition: Yes or No. Relevant information for loading operations, expiry date. C4 Last dry dock, last special survey. Date: DD/MM/YY, DD/MM/YY C5 Expiry hull, machinery survey. Date: DD/MM/YY, DD/MM/YY C6 Expiry Load Line Certificate, annual and Date: DD/MM/YY, full term. DD/MM/YY C7 Safety Equipment Certificate, annual Date: DD/MM/YY, and full term. DD/MM/YY C8 Safety Construction Certificate, annual Date: DD/MM/YY, and full term. DD/MM/YY C9 I.O.P.P., SMC. Date: DD/MM/YY, DD/MM/YY C10 Class condition. Ex: Class 100 A, 100 A1. C11 Last 3 voyages, cargo, port of call Reporting: date, port (discharge port) and cargo. and cargo. C12 Mooring lines. Indicating diameter, MBL and type of material (good condition: Y/N). Fwd Head ␺ breast ␺ spring (winch, drums, Also include bollards)? availability of others. Aft Head ␺ breast ␺ spring (winch, drums, Suitable ropes for bollard)? use. The Captain must send the drawing as example in Annex A. D Cargo Information: D1 Total cargo required: (specify) type, quantity and total.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL D2

Cargo Stowage Plan: (specify) type, See Annex C. hold, hatch. E Arrival: E1 ETA E2 Extra information. F1 Any other relevant information not specified on Standard Format Message. 48 hours before Arrival: Vessels must transit to Port Authorities (Capitania dos Portos) the following information: (a) ETA. (b) Request for Free Pratique or Quarantine. (c) Request for instructions about anchorage place. (d) Request for Pilot to the Agent. At least 48 hours before arrival, to TMPM, the Master whose vessel is in satisfactory sanitary conditions must ask the Port Authorities (Capitania dos Portos) for Free Pratique. The vessel whose Free Pratique has been granted will be boarded in the anchorage areas or at the pier. 24 hours before arrival: (a) Day and time of vessel’s arrival. (b) Any changes in previous information. (c) Confirmation of Gas Free Condition. Also see ‘‘Radio’’. APPROACHES: Access Channel: The access channel to TMPM starts around 12 miles South of BF-3 (Lat. 01␥ 34.9' S., Long. 43␥ 50.8' W.). It is 55 miles long and can be divided into the following sectors: (a) From the pair of light Buoys No. 1 and 2 until abeam of Buoy No. 6; being 7.6 miles long, in the direction 208␥ – 028␥(T). (b) From light Buoy No. 6 until 1.8 miles after Buoy No. 14; being 11.6 miles long, in the direction 238␥ – 058␥(T). (c) From 1.8 miles after Buoy No. 14 until the pair of Buoys Nos. 19 and 24; being 33.6 miles long, in the direction 213␥ – 033␥(T). The width of the channel is 1,000 m., in almost all its extension, except in the following parts, where the width is a minimum of 500 m.: (i) Between the pair of light Buoys No. 1 and 2, and the pair of light Buoys No. 3 and 4. (ii) Between the pair of light Buoys No. 5 and 10, and the pair of light Buoys No. 9 and 14. (iii) Between the pair of light Buoys No. 17 and 22. The minimum depth of the channel is 23.0 m. in the narrowest sectors, except between light Buoys No. 17 and 22, where it was dredged to 25.0 m. Turning Basin: The Turning Basin of is limited on its Eastern side by the docking alignment, on its Southern side by the Lat. 02␥ 34' 30" S. parallel and on its Western side by light Buoys No. 23 and 25. It is approximately 0.8 mile wide and 3 miles long. Depths range from 23.0 m. (by the docking alignment) to 35.0 m. (close to Buoy No. 25). At , there are 2 breakwaters in order to weaken the tidal currents in the approaching and berthing areas. The breakwaters were projected and built to lessen the effects of the tidal streams over the docking place, and also to maintain the cleaning power through the circulation of water between them. The Northern Breakwater starts at Boqueirao Beach. It is 980 m. long and at its end there is a 150 m. long appendix that was built 80␥ from its axle Northwards. Its appendix is more efficient during flood tides deflecting the current to the approximate direction of the centre line of the vessel, keeping it berthed. The Southern Breakwater starts at Ponta da Madeira, is 312 m. long and more efficient during ebb tides, since the lowering of its last 130 m. to the quote of ␤2.75 m. brings the flow of the main current to little more than 50 m. away from the breasting line, weakening considerably the effect of the whirls on the vessels and, consequently on the moorings. 200 m. out from the pier, the currents flow parallel to the pier. Pier No. 1: The Turning Basin of I is an extension of that of Pier I. It is limited on its Southern side by light Buoy ‘‘Cardinal Norte’’, and on its Eastern side by the docking alignment. It has a crust instability, Guarapira Island, that forms on the Eastern side, the cove of state owned Port of Itaqui. The cove is 200 m. wide and 720 m. long. Evaluations on the manoeuvres performed allowed the conception of two methods of performance: The first one is to vessels up to 76,000 d.w.t., where the area for manoeuvring (200 m. wide and 720 m. long) is located between the pier of Itaqui Port and Guarapira Island, the manoeuvring is always oriented by turning round South of Guarapira Island. Depths range from 11.4 m. to 26.0 m. The second one is to vessels larger than 76,000 d.w.t., according to which the manoeuvres are performed inside the Turning Basin of Pier I and in its extension, which adopts as a limit the contour of Buoy No. 25. Both extension and Western limit dimensions are about 0.8 miles. Depths range from 18.0 m. (by the berthing line) to 35.0 m. (near Buoy No. 25). Navigation Aids: Light Float: Light Float BF-3 has a red painted framework tower that emits flashes of white light, 14.0 m. tall. The BF-3 is anchored at the following position: Lat. 01␥ 34.9' S., Long. 43␥ 50.8' W., and with the following characteristics: Length 17.00 m. Breadth 6.70 m. Spotlight focus height 14.00 m. Painted Red Prefix BF-3 Light Fl. W(2), 15 seconds Radar-Racon Charlie Radio Beacons: There are the following Radio Beacons in the area: Sao Marcos – Frequency: 300 kHz Signal: SM Position: Lat. 02␥ 29.0' S., Long. 44␥ 18.0' W. Sao Joao – Frequency: 320 kHz Signal: AI Position: Lat. 01␥ 18.0' S., Long. 44␥ 54.0' W.

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Racons (Radar Beacons): At the entrance of Sao Marcos Bay and its surroundings, there are also Racons with the following characteristics: Light Boat BF-3 – Racon operating in the X and S bands, signal ‘‘Charlie’’, active 18 sec. and inactive 12 sec. Sao Joao Beacon Lighthouse – Racon in the X and S bands, signal ‘‘Oscar’’, active 8 sec. and inactive 12 sec. Pirajuba Beacon Lighthouse – Racon in the X and S bands, signal ‘‘Zulu, active 18 sec. and inactive 12 sec. Aracagi Beacon Lighthouse – Racon in the X and S bands, signal ‘‘Quebec’’, active 18 sec. and inactive 12 sec. Lighthouses: In the area of Sao Marcos Bay and its surroundings, the following lighthouses are installed: Sao Joao, Mangunca, Pirajuba, Pirarema, Alcantara, Itauna, Ilha do Medo, Ponta de Areia, Sao Marcos, Aracagi and Santana. Their positions and characteristics are represented on the nautical charts and are also listed in the List of Lighthouses, published by DHN. Lighted Buoys: The access channel to TMPM is beaconed by 22 light buoys equipped with active radar reflectors. The Turning Basin of is beaconed by 7 light buoys equipped with active radar reflectors. The Turning Basin of I is beaconed by 4 light buoys equipped with active radar reflectors. TMPM distribute a bulletin of ‘‘Occurrence Control and Buoys Status in the Channel’’ to ship’s Agents weekly. This bulletin supplies detailed information about the status of each one of the buoys. DGPS – TMPM holds a reference station to Differential Global Position System at Sao Marcos Radio Beacon Lighthouse that can be used by vessels. This station processes the correction of geographic co-ordinates referred to the same Datum (Corrego Alegre), of Nautical Chart No. 3410, without damage to the radiogoniometry. PILOTAGE: Pilotage is compulsory in Sao Marcos Bay, from the pilot station up to any mooring or docking point. Schedules and forecasts for berthing or unberthing manoeuvres of vessels bound for the port installations of TMPM are scheduled by the Operational Control Centre of TMPM. Requests for Pilot must be made through this Administrative Centre. For other necessities not mentioned above, the Pilot must be requested via Embratel Coastal Station (Estacao Costeira) through the ship’s Agent, 48 hours in advance. The request will be confirmed 4 hours in advance on the following frequencies: Channel 16, working Channels 13, 11 and 9. Vessels with less than 11.0 m. draft must board the Pilot at the pilot station, which is shown on Nautical Chart No. 413, and the co-ordinates are the following: Lat. 02␥ 28.9' S., Long. 44␥ 22.2' W. Vessels proceeding to berth at TMPM with draft over 11.0 m., must receive the Pilot between Buoys No. 17 and 22. During the night, the pilot boat will show lights according to international regulations, that is, fixed white over a red light and the usual navigation lights. In Sao Marcos Bay, the Pilot embarks and disembarks by boat. All vessels must have rigged a ladder in accordance with ‘‘International Maritime Organisation SOLAS Regulations’’, under SOLAS Chapter V, Regulation 17, amended in 1973 by IMO’s Regulation A 263(VII) and in 1979 by Regulation A 426(XI). In Sao Marcos Bay, there is a routine to embark and disembark the Pilot by starboard side. Special care must be taken when the vessel is approaching the pilot station, in the period of 3 hours before high tide, when the ebb currents can reach a speed of 5 knots. ANCHORAGES: Outward Anchorage: If occasionally all anchorage areas (Inner and Outer Anchorage Areas) are occupied and reserved for vessels bound for TMPM with part-cargo or in ballast that makes her draft over 11.0 m., vessels must anchor in the Outward Anchorage, located N.N.E. of Buoy No. 2, in the entrance of the channel. Outer Anchorage: This area, called Area No. 1, is between Buoys No. 6 and 10. It is reserved for vessels bound for TMPM with part-cargo with draft over 11.0 m. It is also for vessels waiting and for those doing repairs. This area is limited by a rectangle marked by the following co-ordinates: (A) Lat. 01␥ 58.5' S. Long. 44␥ 07.0' W. (B) Lat. 01␥ 55.5' S. Long. 44␥ 09.0' W. (C) Lat. 01␥ 49.2' S. Long. 43␥ 58.4' W. (D) Lat. 01␥ 51.8' S. Long. 43␥ 56.5' W. Anchorage Areas for Awaiting Tide Conditions: Area 2: This area is away from the Eastern edge of the channel between Buoys No. 16 and 18. This area is for loaded ships with draft greater than 20.0 m. waiting for tidal conditions to pass Buoys No. 14 and 10, and also Buoys No. 4 and 2. It is limited by the polygon marked by the following co-ordinates: (A) Lat. 02␥ 02.9' S. Long. 44␥ 03.4' W. (B) Lat. 02␥ 05.4' S. Long. 44␥ 03.4' W. (C) Lat. 02␥ 06.0' S. Long. 44␥ 07.2' W. (D) Lat. 02␥ 04.4' S. Long. 44␥ 06.1' W. Area 3: This area is located near the Eastern edge of the channel, between Buoys No. 18 and 15. This area is for loaded ships with draft over 20.0 m. waiting for tidal conditions to pass Buoys No. 14 and 10, and also Buoys No. 14 and 10, and also Buoys No. 4 and 2, when Area 2 is occupied. It is limited by the polygon marked by the following co-ordinates: (A) Lat. 02␥ 08.3' S. Long. 44␥ 08.7' W. (B) Lat. 02␥ 10.9' S. Long. 44␥ 09.0' W. (C) Lat. 02␥ 12.1' S. Long. 44␥ 10.0' W. (D) Lat. 02␥ 12.1' S. Long. 44␥ 11.0' W. Inner Anchorages: Area 4: This area is for ships with a maximum draft of 11.0 m. The area is away from the Eastern edge of the channel and located abeam of Buoys No. 20 and 22. The South area is located between Buoy No. 22

We welcome all advice, updates and additions to this information.

BRAZIL and the lighthouses of San Marcos and Aracagi, and is limited by the following co-ordinates: (A) Lat. 02␥ 19.2' S. Long. 44␥ 12.2' W. (B) Lat. 02␥ 21.4' S. Long. 44␥ 09.5' W. (C) Lat. 02␥ 24.4' S. Long. 44␥ 12.8' W. (D) Lat. 02␥ 27.4' S. Long. 44␥ 17.2' W. (E) Lat. 02␥ 26.6' S. Long. 44␥ 19.4' W. The bottom is mud and fine sand, with depths ranging from 11.3 m. to 16.0 m. The Northern and Southern areas are composed of fine sand with depths ranging from 15.0 m. to 27.0 m. Area 5: This area is for vessels with a maximum draft of 11.0 m. It is located West of the channel next of Buoys No. 17 and 22, and is limited by the following co-ordinates: (A) Lat. 02␥ 22.2' S. Long. 44␥ 20.3' W. (B) Lat. 02␥ 25.0' S. Long. 44␥ 21.3' W. (C) Lat. 02␥ 24.4' S. Long. 44␥ 22.2' W. (D) Lat. 02␥ 20.1' S. Long. 44␥ 20.4' W. The bottom in this area is composed of gravel and coarse sand with depths ranging from 14.5 m. to 34.0 m. Area 6: This area is for vessels with a maximum draft of 11.0 m. and displacement 80,000 tons. It is located between Buoy No. 22 and the beacons of Sao Marcos and Aracagi. Vessels required to obtain clearance from the Harbour Master prior to anchoring. It is limited by the following co-ordinates: (A) Lat. 02␥ 26.6' S. Long. 44␥ 24.5' W. (B) Lat. 02␥ 29.2' S. Long. 44␥ 24.0' W. (C) Lat. 02␥ 30.6' S. Long. 44␥ 25.4' W. (D) Lat. 02␥ 29.8' S. Long. 44␥ 26.0' W. Area 7: This area is for vessels with a maximum draft of 11.0 m. and displacement 80,000 tons. The use of this anchorage area must be authorised by the Harbour Master and it is limited by the following co-ordinates: Lat. 02␥ 33.6' S. Long. 44␥ 25.0' W. (A) Long. 44␥ 23.6' W. (B) Lat. 02␥ 34.0' S. (C) Lat. 02␥ 35.5' S. Long. 44␥ 24.3' W. Lat. 02␥ 34.8' S. Long. 44␥ 25.7' W. (D) Area 8: This area is designated for loading/unloading explosives and fuel. Its use must be authorised by local Port Authorities and it is limited by the following co-ordinates: (F) Lat. 02␥ 35.4' S. Long. 44␥ 26.0' W. (E) Lat. 02␥ 34.8' S. Long. 44␥ 27.7' W. (D) Lat. 02␥ 35.5' S. Long. 44␥ 24.3' W. (G) Lat. 02␥ 36.8' S. Long. 44␥ 24.8' W. (H) Lat. 02␥ 36.2' S. Long. 44␥ 26.0' W. RESTRICTIONS: All vessels proceeding to or leaving the anchorage areas must manoeuvre by crossing perpendicular to the axis of the channel, so as to leave the channel clear for those who are in the channel. Any vessel leaving the Access Channel to Sao Marcos Bay will have traffic priority. All those entering the channel must give way and wait in the anchorage areas. All vessels sailing in the channel must thoroughly obey the rules of the International Regulations in order to avoid collisions (COLREG). Ships must at all times keep their propeller 100% immersed. MAX. SIZE: Pier No. 1: North-South oriented and about 200 m. away from Ponta da Madeira, can accept vessels with a maximum of 420,000 d.w.t. Vessels of less than 20,000 d.w.t. require previous permission from TMPM Administration. The vessel must be ballasted to allow loading at a maximum air draft of 22.4 m. Deballasting must be started after authorisation from the foreman and performed as the vessel is being loaded, at a rate that allows the loading operation to stay within the air draft limit. Pier No. 2: Located South of Ponta da Madeira. It was built in a N.N.E. direction and accepts vessels with a maximum of 155,000 d.w.t.. The vessel must have sufficient ballast to allow loading at a maximum air draft of 18.0 m. Deballasting must be started after authorisation from the foreman and continue as the vessel is being loaded, at a rate that allows the loading operation, considering the air draft limit. HEALTH: When the vessel is not considered in a satisfactory sanitary condition, the vessel must wait in the anchorage area, in Quarantine, indicated by the Port Authority. In this case, the crew are not allowed to disembark. Also see ‘‘Documents’’. RADIO: All vessels proceeding to or leaving the access channel to Sao Marcos Bay, when sailing through the channel or when anchored, must maintain communications with Port Authorities (Capitania dos Portos), from 0700 hrs. to 2200 hrs. through the Port Control, on VHF Channel 16. At least 4 hours before arrival, vessels must contact PPB (Sao Luis Radio) and TMPM, calling on Channels 16, working on Channels 12 and 13 with the Agent. In the Estimated Time of Arrival (ETA), the legal time of Sao Luis must be used. The local legal time is the Greenwich Mean Time (GMT) less 3 hours. Fax: ␣55 (98) 218 4019, Port Operations Centre. VHF: See ‘‘Radio’’ and ‘‘Tugs’’. TUGS: The use of tugs for vessels bound for TMPM is compulsory for all berthing and unberthing manoeuvres. Communications with tugs and Pilot will be established preferably via VHF Channels 16, 9, 11, 12 and 13. The tug fleet of Sao Marcos Bay is composed of 1␺52 tons bollard pull, 2␺25 tons bollard pull and 2␺54 tons bollard pull. Tugs which operate at TMPM are equipped with firefighting cannons to fight fire on vessels. Fees: The pilotage fees are to be agreed between Shipowners/Agents and the Pilot Association. The fees concerning tugs and mooring boats are to be agreed between Shipowners/Agents and TMPM. The mooring boats and tugs at TMPM are operated by Companhia Vale do Rio Doce (CVRD) or by other companies authorised by CVRD.

BERTHING: Pier No. 1: The least depth in the docking alignment is 23.0 m. (75.5 ft.). The breasting dolphins are numbered 4, 5, 6 and 7 from South to North. They are equipped with 2 sets of 3 quick release hooks of 80 tons each and a capstan to hoist the mooring lines. The mooring dolphins are numbered 1, 2 and 3 on the Southern side of the pier; and 8, 9 and 10 on the Northern side. They are equipped with a set of 4 quick release hooks of 100 tons each and a capstan. The quick release hooks are painted in different colours on each dolphin. The breasting dolphins are equipped with fixed panel fenders. Dolphins No. 4 and 7 have 2 pairs of panels, and dolphins No. 5 and 6 have only one pair of panels. The total distance between the outer dolphins is 490 m. Pier No. 2: The least depth by the docking alignment is 18.0 m. (59 ft.). There are the following mooring devices on this pier: One mooring dolphin, which is placed on the Northern side of the platform. There are 2 sets of 3 quick release hooks of 80 tons each and an auxiliary capstan to hoist the mooring lines. On the platform, near vertical bollard 1, there is a set of 4 quick release hooks of 80 tons each and an auxiliary capstan. Along the ship berthing dock there are 9 vertical mooring bollards, placed at every 26.5 m., with nominal traction capacity of 150 tons. There is also a double bollard in the position corresponding to vertical bollard 10. At this pier, there are 9 fixed panel fenders corresponding to bollards No. 2 to 10. Berthing platform length is 280 m. with a mooring dolphin located 26.0 m. beyond the platform on the Northern side. Ladders of Access to the Vessel: Pier No. 1: At breasting dolphin 4, there is a metallic tower with several levels reached by ladders. A telescopic footbridge is connected to the tower and it reaches the vessel. This allows access to the vessel at any tide condition. Pier No. 2: The access on board must be provided by the vessel’s gangway. Loading: TMPM has capable and available personnel to handle the mooring lines during berthing and unberthing operations. All work necessary during berthing, unberthing and loading operations, opening and closing of the hatches and deck cleaning must be performed by the crew of the vessel. During the rainy season, only the hatch loading ore must be open. If heavy rain occurs, TMPM can decide to stop the loading operations, in which case the vessel shall close the hatch. The responsibility for the distribution of the ore in the hatches is entirely held by the ship’s Master, who must have a representative watching all the loading operation. TMPM will not accept any claim after loading has been completed. The Master must be attentive to the drafts of the vessel, especially when the loading operation is ending. The total cargo loaded will be determined by the ship’s displacement. The loading will be performed 24 hours a day, Saturdays, Sundays and holidays included. When the loading is finished, and when all checkings being completed, the vessel must unberth. Staying without previous authorisation from TMPM is strictly prohibited. Undocking: In order to reduce the stay of the vessel at the dock, before the end of the loading operations, the following events must have been already scheduled: Pilot boarding. Mooring personnel on stand-by. Tugs on stand-by. Mooring boats on stand-by. Disconnect water hoses. Complete all storing. Removal of the gangway ladder (I) or of the telescopic walkway (Pier No. 1). Slackening of the mooring lines. As far as the departure draft is concerned, the articles of the Purchase Contract and the prescriptions of the ports must be fulfilled. Sailing Clearance: The Sailing Clearance of vessels by the Port Authorities is ruled by Chapter XII of the Maritime Traffic Regulations, RTM, Decree No. 87648, of 24th September 1982. Portmainst No. 10-18 and Edict No. 032/76, from the Capitao dos Portos of Maranhao. Mooring/Unmooring: Recommendations: The approach manoeuvres for berthing and unberthing must be performed at low speed. The mooring ropes must be long enough to reach the furthest dolphins and bollards. Special attention must be paid when passing the stern mooring lines to the mooring boats in order to avoid accidents with the propellers of the vessel and the boats. The vessel must berth with the hatch covers opened, ready to start the loading operations. If it rains, the ship’s Master must wait for instructions from TMPM before opening them. After mooring, rat guards must be placed on the mooring lines. While berthed, vessel must keep the engines on stand-by and ready to operate. Any repairs that might interfere with this condition must be performed only after authorisation from the administration of TMPM. The stowage plan and the loading sequence must be presented to the foreman immediately after berthing, with the Cargo Control Operations Form completed. Repairs on deck and surrounds that might jeopardise the loading operations will not be allowed. While vessel is berthed, hot works will not be allowed. Mooring Recommendations: (See ‘‘Plan’’). The mooring patterns are suggested taking into consideration the ship’s d.w.t. and following recommendations: 1. Ships shall always be kept against the berth fenders. 2. Wires are required for spring lines. 3. Wires are suggested for breast lines. 4. All lines in the same service should be of same type, size, construction, length and issued from same position. 5. Mooring lines should be arranged as symmetrically as possible about the midship point of the ship.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 6. Breast lines should be oriented as perpendicular as possible to the longitudinal centre line of the ship and as far aft and forward as possible. Wires are suggested. 7. Spring lines should be oriented as parallel as possible to the longitudinal centre line of the ship, and more than 40 m. long. Wires are required. 8. The vertical angle of the lines should be kept to a minimum. 9. All wire lines should be fitted with tails. All tails should be of same size, type, construction, about 11.0 m. long, and connected to the wire using a mandel shackle. 10. The maximum allowable tension on any one line must be 55% of the maximum breaking strain (MBL) of the line. 11. Self-tensioning winches are prohibited. Up to 75,000 d.w.t.: 6 head/stern lines of any type, maximum breaking strain (MBL) 50 tonnes. 6 fore/aft breast lines, wire suggested, maximum breaking strain (MBL) 50 tonnes. 4 fore/aft spring lines, wire of 38 mm. with tails required to be 25% stronger. 75,000 d.w.t. up to 150,000 d.w.t.: 6 head/stern lines of any type, maximum breaking strain (MBL) 70 tonnes. 6 fore/aft breast lines, wire suggested, maximum breaking strain (MBL) 70 tonnes. 6 fore/aft spring lines, wire of 44 mm. with tails required to be 25% stronger. 150,000 d.w.t. up to 225,000 d.w.t.: 6 head/stern lines of any type, maximum breaking strain (MBL) 80 tonnes. 6 fore/aft breast lines, wire suggested, maximum breaking strain (MBL) 80 tonnes. 6 fore/aft spring lines, wire of 42 mm. with tails required to be 25% stronger. 225,000 d.w.t. up to 325,000 d.w.t.: 8 head/stern lines of any type, maximum breaking strain (MBL) 80 tonnes. 8 fore/aft breast line, wire suggested, maximum breaking strain (MBL) 80 tonnes. 6 fore/aft spring lines, wire of 44 mm. with tails required to be 25% stronger. Over 325,000 d.w.t.: 8 head/stern lines of any type, maximum breaking strain (MBL) 80 tonnes. 10 fore/aft breast lines, wire suggested, maximum breaking strain (MBL) 80 tonnes. 8 fore/aft spring lines, wire of 44 mm. with tails required to be 25% stronger. The vessel shall be moored according to Master’s, Pilot’s and Port’s satisfaction. The Pilot will board with the proposed mooring suggestion, which shall be analysed and approved by the Master. Before berthing, Port Operations must receive from the vessel information about the availability of ropes and winches, so that the best mooring pattern can be suggested. Special care must be taken with the breast and spring ropes in the period of 1.5 hours to 4.5 hours after high tide and low tide, mainly 1.5 hours after high tide when the fastest ebb currents start and all ropes must be tensioned. If the vessel does not comply with the mooring requirements and recommendations, being considered unsafe to the terminal and to the ship, additional actions will be taken by the Port Operation: (a) Keep the tugs on stand-by. (b) Keep tugs pushing alongside. (c) Stoppage of loading. (d) Keep the Pilot on board. (e) Unberth the vessel. The costs resulting from these additional safety actions and time lost shall be allocated to the Shipowner, through his Agent. Alternatively to wire rope such as Aramid Fibre rope or Kyteema rope that has elasticity less than 3% can be used. BULK CARGO FACILITIES: Pier No. 1: The structure is composed of concrete, supported by cast type metal tubes filled with concrete, and are distributed as follows: 4 breasting dolphins (4, 5, 6 and 7). 6 mooring dolphins (1, 2, 3, 8, 9 and 10). Linear type shiploader. Tug pier. Access bridge, service road and walkways. The breasting dolphins are located in front of the shiploader runway, covering a 170 m. length. The mooring dolphins, three in the North and three in the South of the pier are set back in relation to the breasting dolphins. The extreme dolphins are 490 m. from each other. The elevation of the breasting dolphins floor is ␣11.6 m. high and the elevation of the mooring dolphins floor is ␣11.0 m. high in relation to the Tidal Datum shown on Nautical Chart No. 413. Pier No. 2: The structure of the pier is composed of a concrete platform 280 m. long and 24.8 m. wide, supported by cast type metal tubes filled with concrete. There is a mooring dolphin on the Northern side which is 26 m. away from the platform and set back in relation to the docking dolphins. Shiploaders: Pier No. 1: The pier is equipped with a linear shiploader with the following specifications: Loading capacity 16,000 t.p.h. Conveyor belt width 2,200 mm. Maximum reach from the docking alignment 46.3 m. Transverse travel 244.0 m. Slewing angle (each side) 47␥ Vertical inclination angle ␣21␥ and ␤22␥ Maximum air draft 22.4 m.

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Pier No. 2: The pier is equipped with a linear shiploader with the following specifications: Loading capacity 8,000 t.p.h. Conveyor belt width 1,800 mm. Maximum reach from the docking alignment 31.5 m. Transverse travel 179.62 m. Slewing angle (each side) 75␥ right and 90␥ left Vertical inclination angle ␣3␥ and ␤14␥ Maximum air draft 18.0 m. MEDICAL: Sao Luis has hospitals prepared for emergency treatment, 8 km. from the port. DENSITY: In the area of Ponta da Madeira, the density is as follows: Rainy Season: Low tide 1017.58. High tide 1019.32. Dry Season: Low tide 1009.51. High tide 1012.03. FRESH WATER: TMPM can supply fresh water through orders from the Agent, by telex, at the limit of 200 tons per vessel, at a flow rate of 20 t.p.h. – 40 t.p.h. Pier No. 1: 2.5 in. diameter supply lines on the mooring dolphins. Pier No. 2: 2.5 in. diameter supply line on the platform. FUEL: Piers No. 1 and No. 2: TMPM does not allow to supply bunker at the pier. The vessels can be supplied with luboil by the barrel. The ship’s Agent shall arrange the supply with company authorisation in the Itaqui port area. The supply of luboil shall only be carried out when authorised by TMPM. Compliance with all standards regarding safety and pollution control (SOPEP/MARPOL) during the supply shall be carried out before operation begins. FIRE PRECAUTIONS: The Terminal has a Fire Brigade, duly equipped and trained for firefighting. There are hydrants and firefighting nozzles at the docks. The tugs operating at the Terminal are equipped to fight ship’s fires. Should a fire occur on board, the ship must undock, for safety. Therefore, while moored, the ships must always have 2 towing cables lowered, one fore and one aft, on the offshore side, with the eyes approximately 2 m. above the water and 50 m. long. Thus, during an emergency, tugs may undock the ship. The fire brigade personnel are not trained to fight fires on board. The Terminal shall not be deemed responsible for any kind of loss and/or damage to the ship’s equipment or injury to personnel. REPAIRS: Minor repairs possible at Sao Luis. SURVEYORS: There are no classification society surveyors in Sao Luis. If required, contact ship’s Agent. REPATRIATION: Possible. AIRPORT: Tirical Airport is 26 km. from the Terminal and provides regular jet connections to several Brazilian cities. TIME: GMT minus 3 hours. Note: From November to January, daylight saving time (GMT minus 2 hours) will be adopted by all ports of Sao Luis. EMERGENCY CO-ORDINATION CENTRE: The Brazilian government, complying with the 1979 Rescue and Salvage International Convention, and its corresponding duties, requests all foreign ships entering South Atlantic to send information concerning their navigation to COMCONTRAM (Command of the Merchant Ships Traffic Naval Control) through EMBRATEL’s Coastal Station Network in accordance with PORTOMARINST No. 337801-A, dated January 3rd 1983, by Ports and Coasts Directorship. Foreign ships in operation in Brazilian waters, as well as Brazilian ships, must report their course. TELEPHONES: Public telephones available ashore. SHORE LEAVE: Possible. Also see ‘‘Documents’’ – ‘‘General’’. GARBAGE DISPOSAL: No facilities available. WASTE OIL DISPOSAL: No facilities available. SEAMAN’S CLUBS: None. Full facilities available in Sao Luis (10 km). WEATHER: Meteorological Conditions: Local climate, in accordance with the Koppen classification, is the Aw type, i.e., tropical with only one rainy season (from December to June). Temperature varies throughout the year between 23␥C. and 31␥C. and is usually around 27␥C. The relative humidity is evenly high throughout the year. The monthly average varies from 75% to 85%. The mean annual rainfall is 1,944 mm. During the rainy season, the monthly average is 325 mm., with 15 rainy days per month. In the dry season (April to November), the monthly average is 50 mm., with 5 rainy days per month. Winds blow predominantly from the N.W., with a frequency of 25%. The velocity and frequency of the winds are as follows: Beaufort Scale 2 (4 to 6 knots) 39% 3 (7 to 10 knots) 31% 4 (11 to 16 knots) 15% 5 (17 to 21 knots) 1% Visibility is usually good in the Sao Marcos Bay area. The occurrence of fog is very rare. However, some mist may occur, which brings a slight reduction in visibility. The Sao Marcos Bay area is not subject to hurricanes or tornadoes. Heavy but short rain storms, however, are common in the rainy season. Weather forecasts are broadcast by Belem Radio – PPB – Coastal Station. Tides: The Sao Marcos Bay has semi-diurnal tides. Tide tables (DG 16) published by Diretoria de Hidrografia e Navegacao (DHN) show forecasts of tidal levels and times for TMPM. Based on observations held at Pier No. 1, the following values were obtained: HAT (Highest Astronomical Tide) 6.40 m. MHWS (Mean High Water Springs) 5.94 m. MHWN (Mean High Water Neaps) 5.03 m. MSL (Mean Sea Level) 3.28 m. MLWN (Mean Low Water Neaps) 1.50 m.

We welcome all advice, updates and additions to this information.

BRAZIL MLWS (Mean Low Water Springs) 0.45 m. LAT (Lowest Astronomical Tide) ␤0.16 m. HWF&C (High Water Full and Change) 7 h. 11 m. Tides vary in phases and in amplitude along the access channel, according to remarks presented on Nautical Chart No. 410. Tidal Streams: The circulation of water in Sao Marcos Bay is ruled by tide variations. Winds, which are mostly mild in the region, only cause small deviations on the circulation produced by tides. The minimum values of the stream speed are near slack water and the maximum occurs 3 or 4 hours after high water, during the ebb tide, and 2 or 3 hours after low water, during flood tide. The currents are reversed and they flow in North and N.E. direction during the ebb tides and, after the slack water, reverse their direction to South and S.E. during flood tide. In the access channel, the direction of the current ranges from 040␥ – 220␥ to 060␥ – 240␥, and can reach a speed of 2.5 knots. In the Turning Basin and vicinity, the flood tide streams range vary from 4.3 knots at Spring tide to 3.7 knots at Neap tide. The ebb tide streams range from 5.1 knots at Spring tides to 4.2 knots at Neap tides. Nautical Chart No. 413 presents tables which enable the navigator to forecast the current direction and speed in the Turning Basin, according to the tide forecasts for TMPM. Waves: Waves, in that area, are caused by local winds. In the Turning Basin Area, waves of 1.10 m. in periods of 6.0 seconds may occur. GENERAL: Power Supply: Power will not be supplied to ships by the Terminal. Supplies: The Agent must provide supplies for the ship. Supplies must be embarked before the end of shiploading or while the ship is undocked. Dirty Ballast or Oily Residues: Terminal is not equipped to receive dirty ballast or oily residues. Cleaning Tanks: The Terminal’s personnel are not available to clean holds. This service is controlled by the Maritime Labour Office by means of qualified companies. Crew, Passengers and Visitors on Board: Authorisation for shore leave shall be given by the Ship’s Master, after clearance by Port Authorities. Crew members must carry their personal identification documents whilst ashore. Only those persons duly authorised by the Terminal Administration may have access to the docks. Crew members leaving the Terminal may use taxis requested by means of the Terminal’s Guard Service. Private cars may not circulate in the Terminal’s area. Regulations: The Diretoria dos Portos e Costa (Harbours and Coast Headquarters) through Ministerio da Marinha (Ministry of the Navy), published Edict No. 997 dated 9th March 1995; determining the performance of vessels’ conditions survey by Classification Society acknowledged by the Brazilian Government in all bulk carriers over 18 years old. It also normalises the procedures to be followed by Shipowners or their representatives. Brazilian laws are very strict when it comes to deeds that provoke, or that may provoke, pollution. Information about them must be obtained by Shipowners or their Agents. TMPM will not be held responsible for any environmental damage caused by the vessel or by its crew, and does not accept the use of any legal device to justify them. The Master must obey the environmental laws of Brazil and MARPOL while in Brazilian Territorial Waters. If infringements occur, the loading activities will be immediately interrupted and the Environmental and Port Authorities will be advised, making the vessel subject to suitable contractual and legal penalties. Docking Time: Docking time is considered as the time when, after passing the cables, the gangway ladder is lowered to the dock.

1 Crew Effects Declaration. 1 Ship’s Stores Declaration. 1 Bonded Stores List. 1 International Tonnage Certificate. 1 Safe Manning Certificate. 1 Certificate of Competence (Officer’s Licences). 1 Ship’s General Particulars. 1 Clearance for Last Port (original). Health Officers: 1 Maritime Health Declaration. 1 Derat or Exemption Certificate. 1 Vaccination List (against Yellow Fever). 1 Crew List. 1 Stores List. 1 Narcotics List. Police Officers: 1 Arms and Ammunition List. 1 Narcotics List (if any onboard). 1 Seaman’s Books (only to check, but must include crew place of joining and date). 1 Crew List. Customs Officers: 1 Crew List. 1 Crew Effects Declaration. 1 Stores List. 1 Bonded Stores List. 1 Ship’s Particulars. Port entry formalities easy, Port Officials normally only check paperwork. Health Officers check around the accommodation and provisions stores. Bonded stores not sealed in port. All the Port Officers are pleasant. Before we arrived, the Agent gave instructions for anchoring. Anchorage has a strong current, so requested Duty Officer check anchoring position frequently. The berth sailing time should be at low tide or 1.0 hour – 1.5 hours before high tide. Letter received from Port Master: WARNING LETTER Dear Sir, At the present time, there are strong currents due to Spring tides, so we emphasise that special attention must be given to all the mooring lines, as follows: 1. The lines shall be kept tensioned while the vessel is berthed, with fenders under pressure at all times. 2. Stronger currents, especially during the period between 1.5 hours and 4.5 hours after high and low tides, mainly during Spring ebb tide. 3. Mooring equipment and lines must be in good condition to keep the vessel alongside the pier. 4. While berthed at Ponta da Madeira, vessel should not use the winches in auto-tension mode. 5. The engine should be ready for use at all times and any engine repairs while berthed are not allowed. 6. If any unauthorised persons found on board, loading must cease until such person departs from the ship, with all delays and costs allocated to the ship. 7. For safety reasons, during loading operations, walking on the deck under the shiploader is not allowed. We would be obliged if you follow the procedures described above and inform us of any problems you may have with the mooring equipment, so that we can find the best way to keep your vessel and the port operating safely.

SHIPMASTER’S REPORT: January 1990. Vessel: OBO 170,000 d.w.t. Approaches: Buoys visible at about 6 nautical miles on 3 cm. and 10 cm. radars. Light float was radar visible at 18.6 nautical miles on ‘X’ band and about 16 nautical miles on ‘S’ band. Some of the buoy lights appear to be erratic and/or faint. This would appear to be caused by the swirling of the buoys in the strong current. Pilotage: Pilot will board at anchorage if vessel is anchored at the South end of Bravo Anchorage. Tugs/Berthing: Four tugs are used for berthing and unberthing a vessel of our size. Forward tug gives line through centre fairlead and ship’s messenger required. After tug takes 2 ship’s lines through centre fairlead. The other 2 tugs push and do not put up lines. The moorings we used were different from those advised by agent (2-2-4-2 at each end). Moorings are supposed to be on quick release hooks but these did not appear to work too well as we had to slack down all lines when unmooring. The mooring dolphins are all well numbered from 1 to 10 with No. 1 being at the South end. Shore gangway was level with forward end of bridge which is 58.4 m. from stern on vessel with LOA 294.9 m. Pilot, tugs and Berthing Supervisor all communicate on VHF Channel 13.

AUTHORITY: Head Office: Complexo Portuario de Ponta da Madeira, PO Box 511, Av. dos Portugueses s/n, Praia do Boqueirao, Sao Luis, Maranhao, CEP 65085-580, Brazil. Tel: ␣55 (98) 218 4233. FAX: ␣55 (98) 218 4019. WWW: www.cvrd.com.br Contact: Port Superintendent. Operations Centre: Tel: ␣55 (98) 218 5251. FAX: ␣55 (98) 218 4091.

SHIPMASTER’S REPORT: March 1991. Vessel: LOA 295 m., 169,000 Summer d.w.t. Tugs: One tug forward with tug’s line and one tug aft with 2 ship’s lines. Mooring: Shore dolphins are numbered 1 – 10 from South to North. For this size of vessel, 4 lines to No. 2, 2 lines each to No. 1 and No. 2, 4 lines to No. 8 and 2 lines each to No. 9 and No. 10. Forward and after springs are sent to No. 7. SHIPMASTER’S REPORT: May 1998. Vessel: Bulk carrier, 27,000 d.w.t. Documents: INM-C typed forms acceptable. For Agent: 1 Crew List.

PONTA UBU: 20.47 S. 40.35 W.

(See Plan)

LOCATION: The Port of Ponta Ubu is located on the coast of the State of Espirito Santo, approximately 40 nautical miles South of Vitoria. Geographic position of the Ponta Ubu Beacon: Latitude: 20␥ 46' 48" S. Longitude: 40␥ 34' 40" W. Charts: Ponta Ubu appears on DHN Charts No. 70, 1400 and 1402, and on Admiralty Chart No. 3972, U.S. Hydrographic Office Chart No. 24170 and Brazilian Coast Pilot (Roteiro). DOCUMENTS: All ships are subject to routine arrival visits by the following port officials: Health Officers Customs Officers Maritime Police Officers Immigration Authorities Also see ‘‘Shipmaster’s Report’’. APPROACHES: The Ponta Ubu area is under the jurisdiction of Diretoria de Hidrografia e Navegacao (DHN), an agency of Brazil’s Ministry of the Navy. Lights in the Vicinity: Ilha Escalvada (Island) Gp. Fl. (2) 6.0 sec. 27 metres 9 miles Lat. 20␥ 42' S. Long. 40␥ 24' W. Ilha do Frances (Island) Fl. 3.0 sec. 48 metres 12 miles Lat. 20␥ 56' S. Long. 40␥ 45' W. Ilha Branca (Island) Fl. 10.0 sec. 5 metres 9 miles Lat. 21␥ 00' S. Long. 40␥ 48' W. Ponta Ubu Lat. 20␥ 46' 48" S. Long. 40␥ 34' 40" W.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Channel: See DHN Chart No. 1402 as amended by Aviso aos Navegantes (Notice to Shipmasters) No. 194/85, 71/86, 96/86 – 113/86 and E94/87. Maintained channel depth is 18.0 m. (59 ft.) referred to chart datum. PILOTAGE: Pilotage is compulsory for all ships sailing through the channel, berthing and unberthing in Ponta Ubu. Pilots will board in the area of anchorage. Pilots attending the Ponta Ubu area are members of the ‘‘Associacao dos Praticos do Porto e Barra do Espirito Santo’’. All ships must provide an accommodation ladder and rope ladder, freeboard permitting. The landing platform of the accommodation ladder should be approximately 5.0 m. above the water. Boarding facilities should be adequately lighted. Ships should request anchoring and/or berthing instructions from Ponta Ubu Marine Operations 4 hours prior to arrival at the pilot boarding area, or when within VHF range. Ships must not proceed beyond specified boarding area or anchorage unless so instructed by Ponta Ubu Marine Operations. ANCHORAGES: Anchorage instructions must be requested from Ponta Ubu Marine Operations. Anchorage area position is Lat. 20␥ 46' 24" S., Long. 40␥ 32' 33" W. (See Chart No. 1402). Masters are advised to give due consideration to Brazilian antipollution regulations while in coastal waters. Brazilian Government officials may board ships in anchorage for clearance formalities. A suitable and adequately secured accommodation ladder for this purpose must be provided soon after anchoring. Lifebuoy with line with a minimum length of 50 m. should be on hand and adequate lighting provided. MAX. SIZE: Access Channel: 210 m. wide at the mouth, 300 m. at the widest stretch, 2,500 m. long and 18.0 m. deep. Turning Basin: Adjacent to the widest part of the access channel between Buoys 3 and 5. Minimum depth 13.4 m. Pier: Max. LOA allowed for berthing manoeuvre is 308 m. Max. LOA for night-time manoeuvre: Arriving, LOA max. 250 m. Sailing, LOA max. 280 m. Max. Arrival Draft: 10.0 m. plus height of tide (0.6 m. – 1.6 m.) at moment of berthing. Max. Departure Draft: 16.0 m. plus height of tide at moment of departure. Report 1988: (Updated 1996). Max. LOA 308 m. Max. Beam 54 m. Max. Air draft 19.0 m. Max. Sailing Draft 16.0 m. (plus height of tide at moment of departure). Mean Depth Alongside Berth – West 18.5 m. Berth – East 15.0 m. Arrival: Ships arriving in ballast are requested to comply with the following recommended arrival drafts, observing indicated shiploading rates and shiploader clearance height limitations. Deadweight Recommended Arrival Draft Tons (m.) (ft.) 30,000 to 40,000 6.1 – 6.7 20 – 22 40,000 to 60,000 6.7 – 7.3 22 – 24 60,000 to 75,000 7.3 – 7.9 24 – 26 75,000 to 100,000 7.9 – 9.1 26 – 30 100,000 to 170,000 9.1 – 10.0 30 – 33 Ships unable to meet these suggested drafts due to insufficient ballast capacity, anticipated deballasting problems, etc., should so advise in 48 hour ETA message, along with estimated deballasting time. All ships must have secure bilge systems while at Ponta Ubu. Combination ore/oil and ore/bulk oil carriers must insure that ballast tanks and piping system are free of oil contamination, prior to arrival. Gas-free condition of combination carriers must be confirmed prior to loading. Certification and inspection shall be arranged through the vessel’s Agent. Vessel with inerted tanks shall be checked and monitored continuously during loading. HEALTH: Radio Pratique should be requested 72 hours prior to arrival, by forwarding quarantine message to Port Health Authorities through the ship’s Agent. The information required is as follows: Name and nationality of vessel; name of the last port of call; port of destination and name of Agent; nature of cargo, if any; date and place of last derating or exemption certificate; number of crew and passengers; health conditions of all on board; vaccination status of crew and passengers; ETA and any other information that may be required by the quarantine officers. Radio Pratique alone does not constitute quarantine clearance, and the ship will require inspection upon arrival. Radio Pratique if granted, will enable ship to enter, berth, and commence loading prior to official quarantine clearance. The Quarantine Flag must be flown until Free Pratique has been granted. The following documents shall be submitted to the Port Health Authority boarding on arrival: Maritime Declaration of Health, duly filled in as required by Sanitary Regulation No. 2 of the World Health Organization. Copy of up-to-date crew list. Vaccination Certificates of all Crew members as well as their seamen’s books or passports. Quarantine inspection will be carried out at the pier, or at anchorage if required, weather permitting. Quarantine flag must be flown until Free Pratique is granted. Masters are advised to have all Vaccination Certificates, Derat Certificate and Clearance from Last Port ready for inspection. RADIO: The Master of an arriving vessel is required to cable his notice of ETA 15 days (or when departing prior port, if sailing distance is less than 15 days) then 5 days, 48 hours, and 24 hours prior to estimated time of arrival at Ponta Ubu. Five day message shall contain ETA, cargo tonnage required by hatch number and whether vessel is O.B.O. or ore/oil carrier. 48 hours message shall provide the following information: ETA, arrival draft, ballast tonnage on board and deballasting time.

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24 hours message: Cable your ETA, indicate if vessel is fitted with an inerted system and if compartments will be under control of said system during loading. Also include type, manufacturer’s name and the society that approved the classification of the inert system. When within VHF range, Master is to contact the Marine Manager’s office for additional information on docking schedule, anchorage arrangements and cargo information. VHF: Ponta Ubu Marine Operations is equipped with VHF radio monitored 24 hours a day. Frequencies: Calling Channel: 16. Working Channels: 67, 13, 14. TUGS: Tug service is compulsory for all vessels at Ponta Ubu. Tugs will operate in accordance with Brazilian regulations covering this matter. Available tugs: 2␺1,680 h.p., 20 ton bollard pull. All ships should be equipped with wire cable tow line with nylon pendant. All communication between tugs and Pilots is via VHF. Tugs will operate on the same Channel as the Marine Operations office. BERTHING: Vessels are subject to the berthing/unberthing regulations exercised by Port Authority for night-time manoeuvres. The Port of Ponta Ubu is owned and operated by Samarco Mineracao S.A., and is used solely for the purpose of handling and shipping iron ore. The port consists of a breakwater protected pier, close to the shore with a dredged berth area and access channel. Product Stockpiling and Transportation prior to Loading: The stockpile has a total capacity of 1,000,000 tonnes of pellets and 500,000 tonnes of concentrates. During normal operations, pellets and concentrates are stockpiled by a stacker-reclaimer, and 2 stackers. Both concentrates and pellets are reclaimed using the bucket wheel stacker-reclaimer. The reclaimed material is then conveyed to the shiploader for loading aboard bulk carriers, at rates of up to 6,500 metric t.p.h. A sample station is provided to control the quality of the concentrates or pellets being loaded into a given ship. Samples are automatically obtained from the shiploading conveyor system at preset intervals, without interrupting the loading operation. Each sample is then reduced in size, and subjected to a complete range of quality control tests. Two metal detectors are located on ship loading belts to detect scrap and other foreign objects. Material reclaimed for shiploading by the stacker-reclaimer is conveyed to a rail-mounted travelling shiploader. The shiploader is designed to load vessels on either side of the pier. A loadout weigh scale located near the shiploader monitors the final product delivered for shipment. Port facilities: Port facilities at Ponta Ubu are located in the open sea near the apex of a shallow indentation in the coastline where currents have provided 20 m. deep water within 2 km. of the shore. The existing depth of water in the dredged channel is minus 18.2 m. The main berth area was dredged initially to minus 19 m. Berthing: The breakwater protected pier consists of a 313 m. long by 22 m. wide concrete deck, extending in a 022␥ 30' direction. It projects from the Eastern portion of the breakwater to a distance of 685 m. from the shore. The pier has berths on both East and West sides. Shiploading: The mobile rail mounted pier shiploader has a 41.6 m. fixed length boom, with a 280␥ turning angle and a 18.5 m. air draft. Its nominal loading capacity is 9,000 metric t.p.h. Maximum outreach of loading boom from fender is 26.10 m. Report 1988: Tidal range: 0.3 – 1.6 m. Max. outreach of boom from fender line: 26.1 m. Clearance of loading at HWOST: 25.0 m. Travel of loader: 173.0 m. Working ranger of loader: 240␥ Average loading rate to bulk carriers: 6,500 t.p.h. MEDICAL: The medical facilities nearest to Ponta Ubu are located at Guarapari, 15 minutes away by car. Vitoria has modern hospital facilities. CARGO OPERATIONS: Vessels will be generally loaded in turn, in their order of arrival, provided that: (i) They are in all respects ready to receive cargo; (ii) All the cargo is available at the terminal; (iii) It is in accordance with the instructions of the Charterer/Agent. Vessel shall present a detailed loading plan immediately on arrival, including hatch quantities, with loading sequence and quantity of ore to be reserved for fore and aft trimming by hatches. Loading hours, subject to change, are as follows: 24 hours operation, Sundays and holidays included. All ships must secure bilge systems while at Ponta Ubu. Combination ore/oil and ore/bulk/oil carriers must ensure that ballast tanks and piping systems are free of oil contamination, prior to arrival. Gas-free condition of combination carriers must be confirmed prior to loading. Certification and inspection shall be arranged through the vessel’s Agent. Vessels with inerted tanks shall be checked and monitored continuously during loading. FRESH WATER: Not available. FUEL: Not available. REPAIRS: No facilities. AIRPORT: Guarapari (20 km.) for light aircraft (air taxi). Vitoria (70 km.) Airport Eurico Sales, connection to other Brazilian towns. TIME: Local time is GMT minus 3 hours.

We welcome all advice, updates and additions to this information.

BRAZIL HOLIDAYS: Local holidays: Confraternizacao dos Povos (1st January); Passion Friday (movable); Tiradentes (21st April); Labour Day (1st May); Sao Pedro (29th June); Independence of Brazil (7th September); All Saints (2nd November); Proclamation of the Republic (15th November); Day of the City and Day of Our Lady of the Conception (8th December). POLICE/AMBULANCE/FIRE: Police (Guarapari) Tel: 3261 0151. TELEPHONES: One public telephone in the port. SERVICES: There are supermarkets at Guarapari. GENERAL: The Brazilian National flag shall be flown while in the Ponta Ubu area. Line-handling port personnel will be available for handling ship’s lines during berthing and unberthing. All shipboard work necessary for berthing, loading and unberthing, including, but not limited to, handling and tending moorings, opening and closing hatches and normal deck cleanup, shall be performed by the ship’s crew. Ships must have main engines ready and maintain watch while alongside the pier, unless specific permission to do otherwise has been granted by Marine Operations. The nearest town is Guarapari, 15 minutes to the North by car. Vitoria, capital of the State of Espirito Santo, is about 80 minutes by car to the North. Daily flights, operated by major Brazilian airlines, connect the state capital with the rest of the country. Ships causing oil pollution, dumping of waste, refuse, etc., in coastal waters will be liable for all resulting fines and cleanup costs. All ships must secure bilge systems while in the Ponta Ubu area, and combination ore/oil and ore/bulk/oil carriers must exercise all precautions necessary to insure that ballast tanks and/or piping systems are free of oil contamination prior to arrival. Accidental and deliberate oil or oily mixture discharges in the area must be reported to Ponta Ubu Marine Operations IMMEDIATELY. There are no shore facilities available at the terminal for receiving slops, and dirty or contaminated ballast. Masters are cautioned that discharging of anything other than uncontaminated ballast will be subject to penalties as prescribed by Brazilian law. Solid garbage and refuse disposal ashore can be arranged through Marine Operations. Weather conditions and temperatures are moderate with year-round average highs of 27␥C (80␥F) and year-round average lows of 19␥C (66␥F). Winds recorded are less than 30 knots more than 95% of the time and prevailing winds are East to N.E. Local winds may have a significant effect on the tide. There are no significant currents noticed in the turning basin. For general information about currents in the Ponta Ubu area, use South Atlantic Pilot Charts and Brazilian Coast Pilot (Roteiro). Sea conditions are generally moderate. Meteorological bulletins are available 24 hours a day through Rio de Janeiro coast radio station, Radio Arpoador, call sign PPR. 17,194 kHz.

SHIPMASTER’S REPORT: 1978 (Updated 1996). Documents: Please refer to other Brazilian ports, vessel came from Rio de Janeiro so only the Agent and the Customs boarded and asked for 3 Crew Lists, 1 Custom Store List and 1 Personal Effect List. We were told that to go ashore every Crew member needed a pass with picture attached but crew went to the near town of Guarapari after showing passport or an identity card at the gate. Pilotage: The Pilot boards about 2 to 3 miles outside the channel. He comes on board by Pilot boat based at Point Ubu and even though we were in very light condition wanted to use the pilot ladder. Pilots come from Tubarao and Vitoria. Tugs: Three tugs are based at Point Ubu namely the ‘‘Curitiba’’, ‘‘Piracicaba’’ and ‘‘Aquidauana’’. They are all good and operate respectively on the bow and stern of the ship with 2 ship’s nylon ropes. If vessel over 200 m. in length the Port Captain orders a fourth tug that must come from Tubarao (about 3 hours) and it is very helpful and powerful. VHF: Marine Operations answered us about 2 hours from berth (30 miles). Bulk Cargo Facilities: We were the sixth ship to load in this port, the loading rate is around 4,000/5,000 t.p.h. at present. Medical: Ship’s Agent can arrange to send people to the doctor at any time or to the hospital in the near town of Guarapari. Density: Checked over 3 days and always found to be 1026. Loading: The Bill of Lading figures are taken from the weightometer which is believed to be extremely correct, but it showed a difference of 1,000 long tons over 37,000 long tons loaded on the ship. A surveyor carried out a draft survey on arrival and it was said that it was a check on the weightometer, being normal check that was carried out for these early loadings but the real figures are taken from the weightometer. 2,000 long tons before completion of loading we stopped for trimming and the scale showed about 1,000 long tons more loaded than the ship’s figures. Because of this, the Terminal considered the ship’s figures (survey) and to these figures they added according to the scale the quantity we requested to complete loading.

SHIPMASTER’S REPORT: December 1990. Pilotage: Pilot used pilot ladder even though freeboard was over 9.0 m. Tugs: For berthing: One tug forward on the port bow with 2 ship’s lines, 2 tugs aft with one line each and 2 tugs pushing.

AUTHORITY: Operator: Samarco Mineracao S.A. Ponta Ubu: Postal address: Rodovia do Sul S/No., Caixa Postal 720004, 29230-000 Anchieta – ES, Brazil. Tel: ␣55 (27) 3361 9000, 3361 1818, 3361 9255. FAX: ␣55 (27)3361 1800, 3361 1710, 3361 9474. WWW: www.samarco.com.br Contact: Mauricio Borloth Monjardin, Port General Manager (Email: [email protected]). Alex Sandro da Silva, Port Operations Manager (Tel: ␣55 (27) 3361 9330. Email: [email protected]). Central Office: PO Box 1317, 1122 Paraiba Street, 9th Floor, 30.130-918 Belo Horizonte, MG, Brazil. Tel: ␣55 (31) 3239 8787. FAX: ␣55 (31) 3239 8800. Telex: 313068. Cables: Samarco. Rio de Janeiro office: 63 Almirante Barroso Avenue, Group 2817, 20036 Rio de Janeiro, Brazil. Tel: ␣55 (21) 3262 4620. Telex: 31262. Port Authority: Capimar, 66 Mandel Silvino Monjardin Square, Vitoria, Espirito Santo, Brazil. Tel: ␣55 (27) 3222 4622. Telex: 0272102. Cables: Capimar Vit. Contact: Roberto Ferreira da Silva.

PORTEL: 01.56 S. 50.49 W.

(See Plan)

Also see ‘‘Breves’’. Portel was the second port of call.

PORTO ABC NORTE: 02.48 S. 50.30 W. SHIPMASTER’S REPORT: October 1985 (Updated 1994). LOCATION: On the Rio Pacaja about 263 nautical miles from Belem. VESSEL: 7,405 d.w.tonnes, LOA 116.44 m., beam 17.23 m., draft 7.52 m. 10␺5 – 10 ton derricks and 1␺60 ton derrick. Flush tweendecks. Vessel loaded logs and lumber. DOCUMENTS: Two checkers, 1 Custom’s Officer and 1 representative of Banco do Brasil accompany the vessel. During the trip up and down and including the time at the loading berth the bonded store will be opened by the Custom’s Officer when requested by the Master. PILOTAGE: Sea Pilot boards at Salinopolis Pilot Station. Clearance is made at Belem Anchorage with the usual formalities for Brazil. Two River Pilots accompany the vessel to Porto ABC Norte and back to Belem. These Pilots are excellent. As no charts of the rivers exist, they draw their own charts. TUGS: No tugs available. BERTHING: Wooden berth about 80 m. length, depth alongside depends on season. In October we sounded 7 m. The vessel sailed with 5.80 m. draft and even keel. Cargo: Logs with weight up to 8 tonnes and length 12 m. Lumber sawn in packets. Average weight of logs and lumber about 1.4 tonnes/cu.m. All loading is done by ships own gear. MEDICAL: First aid station at Sawmill, no doctor available. GENERAL: Stores: Supplies not available. Transport: There is 1 small private plane owned by ABC Norte. AUTHORITY: ABC – Agropecuaria Brasil Norte S/A, Prod. E Exportacao, (Rua de Cruzeiro 1145, Belem), P.O.Box 1337, Belem, Para, Brazil, CEP 66.000. Tel: ␣55 (91) 227-1655. FAX: ␣55 (91) 227-2600. Telex: (091) 1301 ABCA. Contact: Mr. Arizenio Nazare de Almeida.

PORTO ALEGRE, including Santa Clara: 30.05 S. 51.15 W.

(See Plan)

This information does not apply to Tramandai Oil Terminal which is listed separately. DOCUMENTS: Vessels are cleared by the Authorities when arriving at Porto Alegre. During clearance procedures, the Master has to present the following documents for the Port Authorities: 7 Crew Lists. 3 Passenger Lists (if any). 3 Nil Passenger Lists. 3 Crew Effects Declarations. 3 Stores Lists. 3 Narcotics Lists. 2 Arms and Ammunition Lists. 2 Vaccination Lists. Maritime Declaration of Health. Derat Certificate. 1 copy of all documents visaed from previous departure port. If scheduled quay is busy, vessels must get special permission from Port Captaincy for clearance at roads ‘‘Charlie Area’’. In order to enable Agent to apply for usual Free Pratique for the vessel, please send direct to discharge port Agent the following message, at least 48 hours prior to vessel’s arrival: Ship Details: Name. Class. Flag. Coming from/Departure date. Last 5 ports of call/Departure dates. Name of Master. Number of passengers/animals/crew (including Master). Derat Exemption Certificate place/date of issue/expiry. ETA. Destination. Sanitary Conditions: If during the voyage any deaths onboard. If during the voyage any case of sickness occurred.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Any mouse (mice) found dead onboard. Medicine consumption onboard during the voyage (name of medicine and quantity per person). Where vessel was last supplied with fresh water. Quantity of fresh water onboard. In case of ballast, where water was loaded, quantity/date. Vessel’s galley, pharmacy and cabins are normally checked. On arrival, international code flag ‘Q’ must be flown. Medicines packed improperly or with validity expired can result in heavy fines. Rat guards on all lines and protection net under gangway to be placed immediately upon berthing. Liquid soap and paper towels in all common toilets onboard must be observed. All garbage containers on deck must be duly wrapped with plastic bags. Operational Conditions of Sewage Treatment System: No treated or non-treated waste products to be discharged into the port waters. Description of drain system and sanitary treatment tank capacity. Availability and description of disinfectant materials onboard. Master’s Declaration: I hereby declare that I will be responsible for the fulfillment of the following demands: Residues, sewage and other domestic water from vessel’s drain, galley, toilets, etc., only to be pumped into the sea at a distance of minimum 12 nautical miles off Brazilian coast. The garbage stored during ship’s stay in port must not be thrown into the sea. Absence of vectors (mosquitoes, cockroaches, rodents, etc.) in vessel’s compartments is taken care of. Absence of accidents involving cargo that could endanger the public health or enviroment is taken care of. PILOTAGE: Compulsory. A Bar Pilot will board the vessel at the Rio Grande Bar up to the Inner Roads, where a Lake Pilot boards the vessel for the pilotage to Porto Alegre. Likewise, on the outbound leg, except if the vessel is berthing direct in Rio Grande, in which case the Lake Pilot will assist with the vessel’s berthing. For vessels over 160 m., an additional Pilot is compulsory for the Port Alegre/Rio Grande leg and vice-versa. Porto Alegre is situated 164 miles up the Lagoa dos Patos, a large fresh water lake, and vessels must take on a Pilot after receiving Pratique at Rio Grande, which lies at sea entrance of lake. Pilot and authorities board after arrival at Rio Grande Inner Anchorage. Pilots arranged by Agent upon receipt of vessel’s radioed ETA via Rio Grande Radio (PPJ). Since 40-mile channel between Rio Grande and Lagoa dos Patos is unlit, vessels should proceed from Rio Grande only by daylight, allowing 3 hours to negotiate channel. Vessels may leave Rio Grande for Porto Alegre not later than 1400 hrs. in Summer, or 1300 hrs. in Winter, and leaving Porto Alegre for Rio Grande 1500 hrs. in Summer and 1400 hrs. in Winter. Entry must be made to Rio Grande at least 3 hours before these times to allow for clearance. ANCHORAGES: Inner harbour. Vessels may only stay in ‘‘Charlie Alfa’’ Anchorage for 12 hours. Not normally used unless port congested. If vessels are too late for transit they must anchor at either end of the lagoon overnight. RESTRICTIONS: Vessels approaching Porto Alegre from the Lagoa should do so only by daylight since 30 miles access channel leading from the Lagoa to Porto Alegre poorly lit. If necessary, vessels should anchor off Itapoan Lighthouse at head of the Lagoa, to await daylight before proceeding. On arrival at Porto Alegre, Free Pratique must again be obtained, and Crew Lists, Store Lists, etc., again presented to authorities, who usually visit vessel in berth alongside or at anchor off Santa Clara. MAX. SIZE: Not recommended that vessel of more than 215 m. LOA attempt to reach Porto Alegre. Max. safe draft is 17 ft. (5.18 m.) FW at any time. Max. size of vessel to call at the port is 235 m. LOA and 35.0 m. beam. For vessels larger than this, Port and Pilots Association agreement is required prior to fixing voyage. Also see ‘‘Tankers’’. HEALTH: Vessels receive clearance on passing Rio Grande. No yellow flag required. Also see ‘‘General’’ before first port. VHF: On arrival at Porto Alegre, vessel can use the VHF station Porto Alegre Radio (PPP). Tel: (0512) 210322 or (0512) 141. Also VHF Channels 16, 23, 24, 25, 26, 27 and 28. Also, at short distances, when arriving at the port or manoeuvring within the port area, vessels are able to use the radio station (as yet without call sign) of the Porto Alegre Port Administration, Tel: (0512) 245733. Also transmitting on VHF with 1 Watt, on Channels 16, 9, 10, 11, 71, 12, 13 and 14. TUGS: 1␺1,680 h.p. and 4 small low-powered tugs 220, 250, 280 and 320 h.p. BERTHING: The berths are on the East bank of the river, and the jetties stretch over a distance of 8 km. Maua Quays: Berths ‘‘A’’, ‘‘A1’’ to ‘‘A7’’ and ‘‘B’’, ‘‘B1’’ to ‘‘B3’’. Length, 1,482 m. Depth 17 ft. Navegante Docks: 2,433 m. long. Between Maua and Navegante there are several small jetties but none capable of handling ocean-going vessels. CRANES: Maua Quays: 7␺3.2 ton portals (narrow gauge), 2␺6.3 ton cranes (wide gauge), 1␺12.5 ton (wide gauge), 4␺3.2 ton portals (narrow gauge). There are no cranes available at Navegante Docks. BULK CARGO FACILITIES: Ceval Terminal: Max. LOA 235 m. Max. beam 35 m. Max. draft 17 ft. Air draft 15.0 m. Storage capacity: 12,000 tons (meal) and 4,400 tons (vegetable oil). Loading rates: Meal 200 t.p.h.; Beans 300 t.p.h.; Vegetable oil 200 t.p.h. Span of conveyor: 120 m. Outreach: 10.5 m. Ceval have main storage of 110,000 tons at a distance of 25 km. from the port.

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C.E.S.A. Terminal: Max. LOA 235 m. Max. beam 35 m. Max. draft 17 ft. (5.18 m.) F.W. Air draft 13.0 m. Storage capacity: 18,750 tons. Loading rates: Meal 100 t.p.h.; Beans 200 t.p.h. Span of conveyor: 90 m. Outreach: 10.5 m. Ciagran (Fecotrigo) Terminal: Max. LOA 235 m. Max. beam 35 m. Max. draft 17 ft. (5.18 m.) F.W. Air draft 18.0 m. Storage capacity: 35,000 tons (meal) or 50,000 tons (beans). Loading rates: Meal 150 t.p.h. or Beans 250 t.p.h. Span of conveyor: 80 m. Outreach: 10.5 m. Fertiliser Discharge: Discharged by automatic grabs at a rate of 3,500 tons per day with 3 gangs. If buckets are used the rate is 250 t.p.h. – 350 t.p.h. per gang per day. Max. recommended air draft is 14.0 m. Storage Capacity: 3␺6,000 tonnes warehouses. BRIDGES: Vessels proceeding up-river from Porto Alegre to oil berth must pass under bridge with lifting-span. Span is lifted when approaching vessel sounds prolonged blast on siren. STEVEDORES: Working Hours: Weekdays and Saturdays: 0730 – 1130, 1300 – 1700, 1900 – 0100 hrs. Overtime 1130 – 1300, 1700 – 1900 and 0100 – 0700 hrs. Sundays and holidays: All hours worked are on overtime rates. MEDICAL: Full facilities available. Crew members should hold valid international inoculation certificates. TANKERS: Tergasul LPG Discharge Terminal: Tergasul (Terminal de Gas do Sul) is located on the Gravatai River in the Furadinho Channel, 1.5 miles up river of the Guaiba Drawbridge (having an airdraft of 34.0 m. and breadth 50.0 m.). Berthing/unberthing during daylight only since vessels must clear the bridge that is closed for vessel’s passage from 1730 hrs. until next morning 0830 hrs. Official draft 16 ft. F.W., but Pilots navigating 17 ft. F.W. safely. At the Terminal, there is only one pier 25 m. long and 10.0 m. beam. The Terminal can receive maximum 300 tonne/hr. LPG mix at discharge temperature (always) ␣5␥C. Three companies receive the LPG: Liquigas, Minasgas and Multigas. Liquigas have 21 and Multigas have 12 shore tanks. Facilities: Bunkers (no), fresh water (no), medical (yes), repairs (no). Communications via Porto Alegre Radio (PPP) to vessels. There is no VHF available at the Terminal. As the Terminal is located in Port Alegre city, Agent can give all assistance with facilities that the Master may require. These berths accessible only to small tankers of up to 1,600 d.w.t. Also see ‘‘Tramandai’’. Santa Clara Terminal: Location: 29␥ 53' 52" S., 51␥ 22' 23" W. The port is on the Jacui River, 17 miles from Porto Alegre at Triunfo. Documentation: All formalities completed at Porto Alegre inner roads anchorage. Restrictions: Navigation during daylight only. Vessel has to pass under drawbridge with max. air draft of 34.0 m. Access Channel: Length 7,500 m. Breadth at water level 90 m. Breadth at bottom level 50 m. Turning Basin 320 m.␺520 m. Also see ‘‘Tergasul LPG Discharge Terminal’’ above. Max. Size: Max. LOA 140 m. Max. draft 17 ft. fresh water. This draft is required from Rio Grande onwards, including Lagoa dos Patos. Also see ‘‘Pilotage’’. VHF: Copesul Terminal can be contacted on Channels 16, 12 and 10. Call sign ‘‘Santa Clara’’. Berthing: Pier No. 1: Length of pier 42 m. Berth for loading petrochemicals and ethylene. Pier No. 2: For loading Butadiene, Toluene, Benzene, Xilene, Propylene and MTBE. Pier No. 3: For discharging coal, and when possible, purging and loading of Propane and Butadiene. There are also 2 dolphins where vessels can berth when loading berths are occupied. Loading Rates/Storage: Approximate Storage Rates Capacity Pressure (t.p.h.) (cu.m.) (kg./sq.cm.) Benzene 300 7,000 10 Propylene 180 8,150 Toluene 100 4,000 10 Xilene 100 2,200 10 Ethylene 140 22,000 Butadiene 200 4,000 10 Propane 180 8,100 MTBE 200 2,500 10 Ethyl Benzene 170 Max. line pressure for 300 ASA lines – 21.0 kg./sq.cm. Max. line pressure for 150 ASA lines – 10.5 kg./sq.cm. Shore line connections: Liquid gasses diameter 6 in. 300 ASA. Vapour diameter for liquids 6 in. 150 ASA. Temperature min./max. per grade: Liquid: Ambient. Gases: Ethylene 130.9␥C. Propylene polymer ␣5␥/␤5␥C. Propylene chemical ambient. 4,000 tonnes of Methanol discharged monthly. Nitrogen supply rate: 4,000 cu.m.p.h. (Price U.S.$ 90.00 per 1,000 cu.m.). Tanks located at Copesul’s plant, approximately 4.5 km. from Terminal. Neither booster pump or reheater available. Fresh Water: Available. Rate 14 cu.m.p.h. Ballast: Up to 450 cu.m. of dirty ballast can be received. All other ballast discharged must be fresh water. Medical: Doctor and dentist in Porto Alegre, 55 km. by road. Repatriation: Possible. Also see ‘‘Shipmaster’s Report’’. DENSITY: Fresh water at all times, unaffected by tides.

We welcome all advice, updates and additions to this information.

BRAZIL FRESH WATER: Available from hydrants at all berths. Delivery rate up to 25 t.p.h. FUEL: Available, delivered by road tanker. Also see ‘‘General’’ before first port. CONSULS: Argentina Italy Portugal Austria Japan Spain Belgium Mexico Sweden Bolivia Netherlands U.K. Chile Norway U.S.A. Costa Rica Panama Uruguay Denmark Paraguay Venezuela Germany Poland REPAIRS: All light deck and engine-room repairs possible. No dry-docking facilities available except for small vessels of up to 300 ft. LOA. SURVEYORS: ABS, GL and DNV at Porto Alegre and Lloyd’s at Rio Grande. Independent marine surveyors available locally. GANGWAY/DECK WATCHMEN: Vessels at anchor and alongside must have a watchman. OPENING/CLOSING HATCHES: Usually done by stevedores. CUSTOMS ALLOWANCES: Each crew member allowed to keep out of bond 1 carton of cigarettes and 1 bottle of wine or spirits. AIRPORT: There is an international airport with direct connections to River Plate, U.S.A. and all major Brazilian cities. There is also a daily flight (except on Saturdays) connecting Porto Alegre to Rio Grande which departs Porto Alegre at 1530 hrs. TELEPHONES: Connections available from warehouses A, A2, A4, A6, B, B2, O, O2 and D4 (U.S.$ 4.00 per minute to U.K.). IDENTIFICATION CARDS: Not necessary. GENERAL: Charts: Brazilian Charts No. 2109, 2111 and 2140. DEVELOPMENTS: 2 new dredgers are being used to deepen the channels leading to Porto Alegre, permitting a working draft Rio Grande/Porto Alegre of 20 ft. A new grain elevator with a capacity of 60,000 tons is expected to be ready shortly. SHIPMASTER’S REPORT: May 1990. Berth: Santa Clara, Berth No. 2. Max. Draft: 17 ft. fresh water. Tugs: 2 tugs of 350 h.p. available from Porto Alegre, ship’s lines used. Mooring boat used. Berthing: Vessels enter basin and turn around to berth starboard side alongside (See ‘‘Plan’’). Moorings: 4 head lines, 2 forward springs, 2 after springs and 4 stern lines. Agent’s Circular: This information is offered with the aim of providing a general view about vessels’ course from Rio Grande to Santa Clara – Copesul, including Terminal’s main characteristics. VESSELS’ COURSE FROM RIO GRANDE TO SANTA CLARA – COPESUL: All ships destinated to Santa Clara Terminal pass by Rio Grande, where they anchor at the ‘‘Area Golf’’ to receive port authorities on board for clearance and also pilot changing. Restrictions: Maximum permitted draft: 17 ft. fresh water. Maximum LOA: 140 m. (over this LOA it is advisable to have Port Authority and Pilot Association agreement prior to fixing the vessel). Salt water deballasting: Not allowed under any circumstances during the whole passage from Rio Grande to Santa Clara. Navigation in access channels: During daylight only. The voyage to Copesul – Santa Clara, is made in four stages as follows: (1) Forty mile channel passage. (2) Lagoa dos Patos of 66 miles where, during the night, ships anchor to await daylight and have safer navigation. (3) At dawn, vessel proceeds and enters Rio Guaiba Barr (Itapua), with a distance of 29 miles from Itapua to Porto Alegre, where they anchor again for clearance (Port Authorities), but no pilot changes. (4) From Porto Alegre to Copesul, a distance of 17 miles, ships must pass under a drawbridge (crossing the Rio Guaiba). Pilot communicated with bridge operator by VHF. The bridge has the following times for passage: 0800 hrs. – 1130 hrs. 1330 hrs. – 1700 hrs. These times are fixed because of the intensity of road traffic. Characteristics of the bridge: When closed: 12 m. high. When opened: 35.50 m. high (air draft). Breadth: 51.50 m. Water depth under bridge: 20 ft. The bridge is also provided with VHF, telephone and signalling lights. After passing the bridge, ships enter the Rio Jacui Channel, with 50 m. breadth, dredged to a depth of 6.75 m. The narrowest passage is between Oliveira Island on the left, and Garcas Island on the right, where channels are of natural ground with a depth of 8.0 m. – 10.0 m. The last stage of the dredged channels have the same characteristics as channels, and are provided with buoys, last buoys are No. 34 and No. 35, where there is the widest area named ‘‘Volta dos Caras’’, before entering the Santa Clara Channel. Ships can anchor for waiting. However, there are cables of high voltage crossing at a height of 60 m. On the passage from Porto Alegre to Copesul, there are 2 emergency anchorages, at Humaita and Volta dos Caras. The bottoms of these anchorages are of sand and mud, the currents are always flowing outward and the East winds are not strong. From June until September, during the morning, it is very common for fog to form. It is usually clear at about 1000 hrs. local time. During this period there is also the possibility of very strong wind from the West, which can delay navigation and passage through the bridge.

The terminal’s access channel has the following characteristics: Length: 7,500 m. Breadth at water level: 90 m. Breadth at ground level: 50 m. Depth: 6.75 m. Turning Basin: 320 m. ␺ 520 m. (with an irregular form – similar to a letter ‘‘P’’). Note: There are no official nautical charts from the bridge to Santa Clara Terminal, but only drawings showing the continuation of channel passage for this area. MAIN INFORMATION OF SANTA CLARA TERMINAL – COPESUL: Location: Triunfo, Rio Grande do Sul, Brazil. Lat. 29␥ 53' 55" S., Long. 51␥ 22' 35" W. Maximum permitted draft: 17 ft. fresh water. Piers: 3 piers available for loading petrochemicals, each of 40 m. length. Pier No. 1: All products available. Pier No. 2: Operates with all products, except ethylene. Pier No. 3: Not possible to load ethylene, ethylbenzene and benzene. This pier is principally for loading/discharging of pit-coal, (used for steam generators to supply electricity for their own internal consumption), and can eventually provide purging and loading/discharging of butadiene and propylene. Dolphins: Two dolphins where vessels can berth when loading berths are occupied. Note: Pilot and tugs are used for all manoeuvers. The only way to get ashore when the vessel is berthed at dolphins is by vessel’s boats. Main Products: Loading Rate: Benzene, Toluene and Xilene about 300 t.p.h. Ethylene about 130 t.p.h. Butadiene about 200 t.p.h. Propylene about 150 t.p.h. Ethylbenzene about 300 t.p.h. Slops: Up to 350 cu.m. of dirty ballast can be received by the terminal (except salt water). Nautical Charts: If necessary, Agent can provide charts. Nautical Charts from Rio Grande to Porto Alegre: No. 2101 – Rio Grande Port. No. 2102 – Sao Jose do Norte and Setia Channel. No. 2103 – Sao Goncalo Channel Bar and Porteiras. No. 2104 – Pelotas and Surroundings. No. 2105 – Feitoria Channel. No. 2106 – Saco do Rincao. No. 2107 – Way out Porto Alegre Bar. No. 2108 – Itapua and Ponta do Arado Velho. No. 2109 – Ponta Grossa to Porto Alegre. No. 2110 – Rio Grande Port and Bar Surroundings. No. 2111 – Porto Alegre to Itapua. No. 2112 – Rio Grande to Feitoria. AUTHORITY: Administracao do Porto de Porto Alegre, Av. Maua 1050, Porto Alegre, Rio Grande do Sul, Brazil CEP 90010. Tel: ␣55 (51) 211-5505. Telex: (051) 2540 Contact: Paulo Elizeu Ody, Port Administrator.

PORTO TROMBETAS: 01.28 S. 56.23 W.

(See Plan)

LOCATION: The Porto Trombetas Bauxite Terminal is situated on the right bank of the Trombetas River, State of Para. The Trombetas River is a left hand affluent of the Amazon River. Geographical location: Lat. 01␥ 27' 36" S., Long. 56␥ 22' 47" W. The shortest route through the fairway from the North Bar of the Amazon River (North Entrance) to Porto Trombetas is approximately 575 nautical miles. The distance between the Port of Belem, capital of the State of Para, and Porto Trombetas is approximately 880 km. by air and 611 nautical miles down river. The distance between the Terminal and Oriximina, the nearest town to Porto Trombetas, is 44 nautical miles. DOCUMENTS: At Anchorage on Fazendinha Roads: At anchorage on Fazendinha Roads (See ‘‘Anchorage’’) Port Authorities will board vessel for clearance and the following documents should be delivered to the Agent, assisting Port Authorities and Master: 1 Health Maritime Declaration. 2 Vaccination Lists. 4 Crew Lists. 3 Store Lists. 3 Crew Personal Effects Lists. 2 Narcotics Lists. 2 Arms and Ammunition Lists. 4 Passenger Lists (if any/wifes/children) (See ‘‘Note’’ below). 3 Bonded Stores Lists. Last Port Clearance. Documents to be Presented: Derat or Exemption Certificate. General Declaration Form, which the Agent will present to the Master (to be filled in during clearance). After Customs and Health Inspections and granting of Free Pratique (which takes about 1.5 hours), the Agency will deliver to the Master the Fazendinha Clearance to be presented to Port Trombetas Authorities. NOTE: Brazilian Federal Police – Immigration Department Laws now demand: All officers and crew members on board or arriving in Brazil to join a vessel, must possess a valid Seaman’s Book, and their Passport must state their profession as ship’s Officer or Seaman. Accompanying wives

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL and family members must not be entered on Crew List as Stewardess or Supernumary if they do not possess a valid Seaman’s Book. They must be entered on a Passenger List, and they must have a Brazilian Visa in their passport if their nationality so requires. At Porto Trombetas: (a) Documents required: 3 Crew Lists. 3 Store Lists. 3 Crew Personal Effects Lists. 3 Passenger Lists or 1 ‘‘Nil’’ Passenger Declaration. 1 Ballast Declaration. At hand to show: Ship’s Data. Fuel, Diesel, MDO and Fresh Water Quantities on Arrival. Dates of Issue and Expiry of all certificates of class. Derat or Exemption Certificate. Gas Free Certificate (if ore/oil vessel). (b) Cargo papers: Master will receive copies of each of the documents listed below: Notice of Readiness. Cargo Notification. Bill of Lading (non-negotiable copy). Documentation and Sample Receipt. Stowage Plan. Statement of Facts. Draft Survey Results. Manifest of Cargo. Master shall approve and sign the Notice of Readiness, Bill of Lading, Draft Survey Result, Statement of Facts, Documentation and Sample Receipt, as required by the Shippers and Agents (Shipper usually requires Master to carry on board the ‘‘First Original Bill of Lading’’, due to difficulties with mail system). (c) Clearance: Ship’s Agents will furnish clearance papers for sailing as well as the cargo manifest. (d) From Trombetas the envelope of cargo documents destined to Arens Langen will be delivered to such Agents together with a Sailing Information Form (given to the vessel’s Master by Santana Agent on the up river call at Fazendinha). APPROACHES: Nautical Charts: The Nautical Charts issued by the Hydrographic Navigation Offices (Brazilian Navy) and listed below are used to navigate from the Amazon River North Bar to Porto Trombetas: 200 Maraca to Machadinho Island. 210 Vicinities (approach) of the North Bar to the Amazon River. 220 From the North Bar to Porto de Santana. 201 North Bar of the Amazon River. 202 Bailique Island to Ponta do Capinal. 203 Ponta do Capinal to Pedreira Islands. 204 Pedreira Islands to Santana Island. 205 Macapa to Santana Island. 4101A Macapa to Mangabal Island (Santana Island included). 4101B Mangabal Island to Comandai Island. 4102A Gurupa to Almeirim. 4102B Almeirim to Prainha. 4103A Prainha to Costa do Ituqui. 4103B Costa do Ituqui to Meio Island (Santarem included). 4104A Meio Island to Santa Rita Island (Obidos included). 4401A Obidos to Paru Lake (entrance Trombetas River included). 4401B Paru Lake to Caipuru Lake (Oriximina included). 4402A Caipuru Lake to Bacabal. 4402B Bacabal to Erepecu Lake (Narrow Channel of Bacabal and Porto Trombetas). All charts and publications can be altered by Notice to Mariners (Brazilian Navy information service). All nautical charts are available through the vessel’s sub-Agents if required in advance. Navigation Inwards: Undoubtedly the greatest difficulty for navigators coming from the sea is to cross the Amazon River North Bar sand banks. Bulk carriers navigating to Porto Trombetas will be in ballast, for this reason there should be no need for them to await the high tide, in so far as at low tide, it is possible for them to cross the bar with 9.75 m. (32 ft.) draft. With adequate nautical charts, good radar and calibrated direction finder, an experienced navigator should be able to enter the North Bar of the Amazon River to Macapa without major difficulties. Navigation Outwards: Navigation from Macapa to Ponta do Ceu offers no problem and it will not be necessary even to reduce speed. The critical section for navigation is from Ponta do Ceu to the open sea as, in addition to the 32 ft. draft, ships have to take advantage of the tide to cross banks of the North bar, where they are affected by the adverse action of a strong current. Under such conditions ships have to be equipped with such facilities which will permit accurate positioning. If it is necessary to wait for a suitable stage of the tide, the river provides good bottom to anchor at several places along the navigable routes. Navigation Aids: Radio Beacon: A radio beacon is installed at Ponta do Ceu. The main details are: Frequency: 290 kHz. Signal Letters: EH Working Hours: Continuous Latitude: 00␥ 45' 40" N. Longitude: 50␥ 06' 58" W. Range: 300 miles. Signal: Ao and A2 (1,020 H2) Character of Signal: (EH . . .), Twice in Ao during 10 seconds and A2 (1,020 H2) during 5 seconds.

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Racon: Racon (letter M – Morse Code) is located at Bailique Lights position (Lat. 00␥ 59' 24" N., Long. 49␥ 56' 53" W.) with a range of about 25 miles. Mineracao Rio do Norte S.A. MRN is not responsible for the location and operation of the navigation aids. Tidal Information: The Hydrographic Navigation Office of the Brazilian Navy based on data furnished by the National Astronomical Observatory publishes an Annual Tide Table for the majority of Brazilian ports, including the North Bar of the Amazon River – the Brigue Island, Lat. 00␥ 55' N., Long. 50␥ 05' W. and Porto de Santana. (See DG 16 – 14 Tabuas de Mare (Tide Tables DG 16 – 14). Outer Bar Tide: With reference to data published in the tide tables, Ilha do Brigue – Lat. 00␥ 55' N., Long. 50␥ 05' W., Charts 210, 202 and 201, the tidal time is local time (GMT minus 3 hours) and the tidal amplitude figures are shown in metres. In position ‘‘E’’, Lat. 01␥ 34' N., Long. 49␥ 09' W., tidal time at and about this position is 4 hours earlier than shown in the tide tables for Ilha do Brigue. Tidal amplitude is 48% of the figures shown in the tide tables. In position Lat. 01␥ 09' N., Long. 49␥ 36' W., tidal time at and about this position is about 2 hours earlier than indicated in the tide tables for Ilha do Brigue. Tidal amplitude is 63% of the figures shown on the tide tables. On Banco do Meio, tidal time at and about this position is 1 hour earlier than shown in the tide tables for Ilha do Brigue. Tidal amplitude is equal to the figures shown in the tide tables. Tidal currents in the area indicated as ‘‘Canal Grande do Curua’’, are reported to coincide with the direction of the axis of channel in that area. Outer Bar Tide Current: On the Nautical Chart No. 210 information about tide current is furnished (see upper left side of the chart). PILOTAGE: Pilot service is available between Porto de Santana and Porto Trombetas. They will board and disembark in the vicinity of Porto de Santana. The Pilots will stay on board at Porto Trombetas. Report: February 1992. Night pilotage for vessels up to 245 m. LOA is expected to commence in Mid-1992. ANCHORAGES: Anchorage at Fazendinha for Visit of Authorities and Embarkation/Disembarkation of Pilots: In order to avoid any delay due to entrance to Porto de Santana, the Port Captaincy of the State of Para and Federal Territory of Amapa has officially determined the Fazendinha area for visit of Authorities and embarkation/disembarkation of Pilots. Such area is located around Lat. 00␥ 04' 06" S., Long. 51␥ 06' 45" W. Whenever passing by the Port of Macapa, vessels bound for Porto Trombetas are supposed to contact Messrs. ‘‘Arens Langen’’, through VHF Channel 16. Messrs. AMSANAV SANTANA will arrange the visit of Authorities and embarkation of Pilots. RESTRICTIONS: Draft Restrictions: Amazon River North Bar: 38 ft. fresh water at high tide. 32 ft. fresh water at low tide. Trombetas River: 38 ft. fresh water. During the dry season (October/January), the draft may be reduced, according to the level of the river. Remarks: These figures are subject to further confirmation with Shippers and vessel’s Agent. RADIO: Arrival Advice: For Agency purposes vessel proceeding to Porto Trombetas shall send ETA North Bar of the Amazon River to Messrs. ‘‘Arens Langen’’. For your guidance, one notice is required 72 hours prior to such arrival which means vessel’s passage along Entrance Buoy located at Lat. 01␥ 14' 30" N., Long. 49␥ 37' 16" W. This procedure will allow sub-Agents at Belem to convey Pilots to Fazendinha Anchorage Area accordingly. After passing along the mentioned entrance buoy, vessel shall proceed via North Channel of the Amazon River up to Fazendinha Anchorage Area located at Lat. 00␥ 04' 06" S., Long. 51␥ 06' 45" W. During such sailing to Fazendinha Anchorage Area vessel will receive from Messrs. ‘‘Arens Langen’’ all information regarding eventual changes in position of buoys, operations of lights and other aids. When passing along Macapa (about 8 miles before Fazendinha Anchorage Area) Master is expected to be in contact with Messrs. ‘‘Arens Langen’’ through VHF Channel 16. At that time all instructions for vessel’s anchorage at Fazendinha in order to receive visitation of Authorities will be forwarded by Messrs. ‘‘Arens Langen’’. When leaving Fazendinha Anchorage Area, Master will be requested to inform local sub-Agents of ETA at mouth of the Trombetas River to be re-transmitted to ‘‘DOCENAVE’’ Porto Trombetas. Before entering the Trombetas River, Master must obtain ‘‘Confirmation for Entrance’’ from Shipper’s Dock Master through VHF Channel 16. TUGS: One tug of 25 tons bollard pull and 2 line handling boats are available for berthing and unberthing. BERTHING: Bauxite Loading Terminal: The bauxite loading terminal is designed to load ore carriers up to approximately the Panamax Size (LOA 245 m.). Prior permission is required from Port Authority to exceed this length. The pier is 100 m. long and the maximum permissible air draft (the distance from the waterline to the top of the hatch coaming) is 13.50 m. at the high water period (July) and about 21.0 m. maximum in the dry period (December). The mooring system consists of four concrete dolphins upon metal piling and four mooring buoys. Accommodation for Vessels: (a) One vessel can be berthed at the loading dock. Two waiting vessels can be secured to lay-by buoys about 1.0 – 1.8 miles downstream from the berth. A secondary waiting area is located West of the mouth of the Trombetas River in the vicinity of Lat. 01␥ 54' S. and Long. 55␥ 40' W. There is good holding ground in this area and some protection from canaranas and other floating debris. (b) The movement of all vessels within the Trombetas River system is under the control of MRN. Up-bound vessels are not permitted

We welcome all advice, updates and additions to this information.

BRAZIL to enter the Trombetas River without prior clearance from MRN. Such approval can be obtained by contacting MRN or DOCENAVE on VHF and/or telex/telephone. In case such permission has not been received, the vessel shall anchor at the secondary waiting area in the Amazon River until it is granted. This is necessary because there are two areas within the Trombetas River where vessels are not permitted to pass. Vessels will normally be loaded at Porto Trombetas in order of arrival, provided that they are within their lay-day period as previously agreed with MRN. Berthing and Unberthing: For berthing and unberthing the width of the channel in front of the terminal is currently 300 m. Manoeuvring of vessels should be performed at Master’s and Pilot’s discretion. Fendering: No fenders are needed for docking. The terminal is equipped with permanent fenders. Anchor: The use of vessel’s anchor during manoeuvring is permitted at Master’s and Pilot’s discretion. Loading Hours: 24 hours a day, Sundays and holidays included (except in rain). Hold Condition: No cleaning crews are available. Holds should be cleaned prior to arrival and they will be inspected before acceptance of vessel. Loading Operation: The bauxite is transferred from the stockpile to the ship’s holds through a conveyor belt system and automatic shiploader. The shiploader boom moves horizontally around its hinge with an angle of 53␥ 24' 44" to each side. The loading operation usually starts soon after the vessel is alongside and cleared by the Authorities. The air draft (that is, the distance from the waterline to the top of the hatch coaming) is 13.5 m. (minimum) in July and 21.0 m. (maximum) in December. The nominal rate capacity of the shiploader is 28,000 metric tons per day for dry bauxite, and 22,000 metric tons per day for wet bauxite. The stowage factor for dried bauxite is 25 cu.ft. per ton up to 28 cu.ft. per ton depending on moisture content of the bauxite. Careful check of vessel’s draft and trim should be made by the ship’s officers at all times during loading operations. Cargo is belt trimmed only. The cargo weight should be determined by the ‘‘ship’s displacement’’ method (light versus loaded draft survey). Tonnage on the conveyor belt system between stockpile and ship is approximately 275 tons. This tonnage must be discharged into the holds to complete the loading. MRN reserves the right to require any vessel to undock after loading and completing the necessary formalities in order to permit another vessel to berth or for any other reason. General Cargo Wharf: MRN handles general cargo at a general cargo wharf 350 m. downstream from the shiploader. MEDICAL: Medical service may be arranged at the MRN Hospital, in emergency. Health conditions in the region are good. No epidemics or tropical diseases are recorded in the region. TANKERS: Tankers discharge bulk fuels at a floating pier situated about 400 m. upstream from the Terminal. BALLAST: Vessels are not allowed to discharge salt ballast into the Trombetas River. Salt ballast can be discharged into the Amazon River up till Almeirim Island. POLLUTION: No facilities are available at the terminal to receive slops, salt water or contaminated ballast. Discharge of any material other than clean ballast will be subject to heavy penalties as prescribed by the Brazilian law. It is not permitted to discharge salt water ballast into the Trombetas River. FRESH WATER: Available subject to prior consultation with MRN (Pressure very low at times). FUEL: Not available. CONSULS: None. REPAIRS: Small repairs can be undertaken by MRN workshop in extreme emergency only. SURVEYORS: There is no Classification Society surveyor at Porto Trombetas. Whenever needed a surveyor can be appointed, who will come from any other Brazilian port by plane. P & I Club: Not available at Porto Trombetas. Administrative assistance and legal advice on matters concerning ship’s civil liability to third parties can be obtained from a representative in another Brazilian port who will come by plane. AIRPORT: The nearest international airport is Manaus (capital of the State of Amazon). There is a domestic airline service between Manaus and Santarem, Belem and Santarem, and Santarem-Porto Trombetas. TIME: Local time is GMT minus 4 hours. IDENTIFICATION CARDS: Crew and Passengers: There are no restrictions by the local authorities, but crew members and passengers should carry their identification papers when on shore. Visits to the industrial area require prior approval of MRN. GENERAL: Weather: (a) Rain: during the rainy season precipitation is usually heavy but of short duration. (b) Wind: from July to December, East and E.S.E. winds predominate and they are usually moderate with occasional strong gusts. From January to June calmness predominates followed by N.E. winds backing to S.W. with persistent showers. The predominant wind speed is 10 knots. (c) Haze is rare in the Amazon River, but it is more frequent in the Trombetas River, particularly early in the morning. Tide and Current: In the Porto Trombetas region, the current may reach 2 knots during high water season (January to July). Temperature: An average of 30␥C. Mail: Ship’s and crews’ mail should be addressed to: Vale do Rio Doce Navegacao S/A – ‘‘DOCENAVE’’, Porto Trombetas, State of Para, CEP 68.275, Brazil.

Telephone: Telephone communication between Porto Trombetas and the rest of Brazil and also international calls are available. Telegraph: There is a public station in Porto Trombetas. Telegrams from Porto Trombetas must be sent through the vessel’s Agent or local post office. Services: Ship chandlers and laundry not available. Derat and Fumigation not available. Electricity not available for supplying vessels. Porto Trombetas Port Captaincy: The Brazilian Navy has installed an Agency at Porto Trombetas with the purpose of controlling all vessels destined to the port. MRN recommends that the Brazilian Pollution Regulations be carefully observed. The Port Captaincy is located in the vicinity of the shiploader and for any communications, this Port Authority can be reached at the following Telex and Telephone numbers: Telex: (091) 5458 Telephone: (091) 549-1283 (091) 549-2177 Agency: All ships will be attended by Vale do Rio Doce Navegacao S.A. – DOCENAVE through its regional office in Porto Trombetas, and DOCENAVE’s sub-Agents in Belem and Porto de Santana (Arens Langen Agencia Maritima Ltda.): DOCENAVE’s head office: Rua Voluntarios da Patria, 143 Rio de Janeiro, State of Rio de Janerio 22.270, Brasil Telephone: (021) 286-8002 Telex: (021) 22142, 22249, 22730 Cable Address: ‘‘DOCENAVE RIO DE JANEIRO’’ DOCENAVE’s regional office: Trombetas, State of Para 68.275 Brasil Telephone: (091) 549-1114, 549-7238 Telex: (091) 5056 Fax: (091) 549-1148 Cable Address: ‘‘DOCENAVE PORTO TROMBETAS’’ Manager: Mr. Marco Antonio Coelho *Home Phone: (091) 549-1201 DOCENAVE’s sub-Agents: Arens Langen Agencia Maritima Ltda. Rua Tiradentes 308 – Altos Sala ‘‘A’’ – Centro 68908-380 Macapa – AP Brazil Telegram: Arlang, Macapa Telephone: (096) 224-1642 Fax: (096) 223-8570 Telex: 96-2000/96-20. Manager: Rubem Natal Coelho Pinto Home Phone: (096) 223-5687 SHIPMASTER’S REPORT: March 1993. The vessel called for loading a cargo of Bauxite. Two Pilots boarded off Fazendinha (near Macapa) and though they disembarked at Trombetas, they returned for the pilotage on the outward passage. As another vessel was loading on the berth, we moored at the buoy with 2 lines aft and starboard anchor with 2 shackles in the water. We had Brazilian charts from a prevous trip. The Pilots insisted on the latest edition of the charts, which the Agent supplied in a full set. The most important fact that I would like to emphasise here is the matter of tides at the ‘‘Barra Norte’’ or North Bar, which is a 18 mile stretch (least distance through the bar) with a minimum marked depth of 9.1 m. I was advised by telex by the local Agent of the latest buoy positions, along with the tide timings for my anticipated date of entry. Though my maximum ballast draft was 7.8 m. (F.W.), I was advised to proceed inwards only on high tide. As can be seen from the telex below, the tide applicable to us was at H.W. 0328 (4.1 m.). We made our approach around 0400 hrs. local time, but to our surprise found the tide against us, though the depth below keel was maintained at a minimum of 2.8 m., we were expecting more, as the given height of tide was 4.1 m. The passage through the bar and up to Fazendinha was uneventful and safe. At Fazendinha and on request, I was supplied with Brazilian tide tables. Our subsequent enquiries to the Pilots revealed that the tide timings given in the tables were for a point further inland called Ponta do Ceu and not for the bar. The actual tides at Barra Norte were earlier in time and had a amplitude of 78% to that published for Ponta do Ceu. Thus H.W. at the bar (in position 01␥ 30' N., 49␥ 10' W.) occured about 3 hours 20 minutes and L.W. about 4 hours 30 minutes earlier than the times at Ponta do Ceu. Thus the correct tides on our inward passage were actually 0008 hrs. (H.W.) and 0553 hrs. (L.W.), heights of tide calculated at 78% amplitude should have been 3.2 m. and 0.39 m. respectively. Hence at about 0400 hrs., the height of tide was only around 1.8 m., above the minimum charted depth of 9.1 m. Thus our experience of the under-keel clearance and falling tide agreed with these calculations. On our outward passage, we based our tidal calculations on the above theory. Our maximum draft was 37 ft. (F.W.), hence any degree of error could be detrimental in touching bottom. H.W. at Ponta do Ceu was at 1251 hrs., thus we planned to be in the middle of the bar at 0831 hrs. L.W. with height worked out to 2.9 m. above expected 9.1 m. minimum depth. We successfully cleared the bar with a minimum under-keel clearance of about 0.5 m. Telex: From Agent to vessel: Tide for North Bar to 13.3.93 according to the tide tables for 1993. H.W./h L.W./h 0328 hrs. (4.1 m.) 1023 hrs. (0.5 m.) 1549 hrs. (4.4 m.) 2300 hrs. (0.5 m.) Please wait H.W. to pass North Bar.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Please send your telex to us. NOTE: Port Authorities only clear vessel from 0700 hrs. local time until 2300 hrs. local time. We herewith transmit buoy positions for the Amazon – North Bar: North Bar Racon/Buoys – new positions re Notices to Mariners Nos. 169 to 187, August 15th, 1991. Sea Racon

White light

Lat. 01␥ 34.12' N.,

Sea Buoy Buoy No. 2 Buoy No. 4 Buoy No. 6 Buoy No. 8 Buoy No. 10 Buoy No. 12 Buoy No. 14 Buoy No. 16 Buoy No. 1 Buoy No. 3 Buoy No. 5 Buoy No. 7 Buoy No. 9 Buoy No. 11

White light White light White light Green light Green light Green light Green light Green light Green light Red light Red light Red light Red light Red light Red light

Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat. Lat.

01␥ 25.40' N., 01␥ 17.55' N., 01␥ 09.64' N., 01␥ 01.78' N., 01␥ 00.29' N., 00␥ 50.80' N., 00␥ 57.35' N., 00␥ 56.38' N., 00␥ 55.41' N., 01␥ 02.39' N., 01␥ 00.94' N., 00␥ 59.49' N., 00␥ 58.12' N., 00␥ 57.19' N., 00␥ 56.23' N.,

Long. 49␥ 01.35' W. (about 15 miles). Long. 49␥ 22.20' W. Long. 49␥ 27.72' W. Long. 49␥ 33.33' W. Long. 49␥ 38.93' W. Long. 49␥ 40.52' W. Long. 49␥ 42.17' W. Long. 49␥ 44.00' W. Long. 49␥ 46.31' W. Long. 49␥ 48.58' W. Long. 49␥ 39.52' W. Long. 49␥ 41.12' W. Long. 49␥ 42.71' W. Long. 49␥ 44.41' W. Long. 49␥ 46.62' W. Long. 49␥ 48.86' W.

According to the Brazilian Navy, all buoys are in position and working (more or less correct). In position 00␥ 56' N., 49␥ 47.68' W., there is a minimum depth of 9.1 m. extending to the middle of the channel. Mariners in this area should take caution and navigate in channel at 0.6 miles from Buoys No. 10 and No. 12, (unmarked even on latest edition chart). NOTE: Italic text is Master’s comments. SHIPMASTER’S REPORT: April 1994. Report on Amazon River Navigation: Vessel coming from Tenerife and bound for Porto Trombetas, which is situated about 590 miles up-river from Amazon Entrance Buoy. Approaches to Amazon Entrance Buoy: Amazon Entrance Buoy fitted with Racon ‘G’ was picked-up on radar at 18 miles and ship’s course was adjusted. Continuous bottom soundings check was maintained. It was noticed that water colour starts changing about 60 miles before Amazon Entrance Buoy. At about 30 miles before Amazon Buoy, water colour is totally muddy. Soundings of 8.0 m. – 10.0 m. below keel were observed. Shallow water area starts about 10 miles East of Amazon Entrance Buoy and further 20 miles until Amazon Buoy No. 1, thus total mileage of 30 miles over Amazon Bar. It is most important that the buoys positions be checked well beforehand by local Agent, who obtains same from Brazilian Navy. Agents at Santana provided us with all latest positions of buoys. On plotting these positions on B.A. Chart No. 2189, it was found that the buoyed channel has shifted drastically and new channel buoys, especially Buoy No. 9 to Buoy No. 12, were going over sand bank. We requested Agent to re-check buoy position with Navy/Coast guards and advise correct positions of buoys. Agent came back with same positions. From sailing directions, it was clear that sand banks keep changing. B.A. Charts are not corrected by Admiralty itself, hence navigation on B.A. Charts should be done with great caution. Position of buoys as received from Agents were plotted on chart and navigation was done with maximum caution. Vessel’s bottom sounding were constantly checked. All the buoys were picked-up on radar at distance of 7-8 miles. Vessel’s position plotted frequently and verified with soundings. Vessel experienced strong current. We were advised by the Agents that as per Brazilian Hydrographer/Navy, Amazon Bar has draft of 32 ft. (FW) at low water and 37 ft. (FW) at high water. Vessel constantly got soundings of 4.0 m. – 5.0 m. below keel. Channel Buoys were picked-up on radar at 6 miles. In channel itself, which is wide, we observed soundings of 8.0 m. – 10.0 m. below keel. There are a total of 6 pairs of buoys in channel. During our transit only 1 buoy was not lit, otherwise channel is very clear. After clearing the channel, depth of water increases and navigation becomes much easier. While inbound, total navigation until Fazendinha Anchorage was done on B.A. Chart No. 2189. One point to note here is that there is no mention of Fazendinha anywhere on chart. However, position of same obtained from Agents. The name of anchorage area given as there is a church named Fazendinha on North shore. After leaving buoyed channel, vessel steered course to keep in the middle of deep water. Ponta do Cue Racon was picked-up on radar at 16 miles. All lights were working. When Southbound passing through Canal do Norte (Lat. 00␥ 35' N., Long. 50␥ 25' W.), vessel should keep close to Ilha Caviana de Dentro, and Banco Carolina Buoy (Fl.R.3) should be kept on starboard side. Then steer clear South of Ilhas Pedreira Island Lt., and from there steer South of Pta. do Pau Cavade Lt. with Racon ‘X’ and from this point steer in deep water up to Macapa. At this point, vessel starts meeting ships outbound. From Macapa to Fazendinha, steer in deep water, keeping Bancoda Cascalheria Lt. on your starboard side and Fl.G.5 sec. light on port side and steer to Fazendinha Anchorage. The safe position to anchor is by keeping Santana Leste Lt. bearing 270␥ ␺ 1.3 miles. On B.A. Chart No. 2189, South side of Fazendinha Anchorage is not shown. However, as per Brazilian charts, there is enough water on South side. Vessel anchored at Fazendinha at 0630 hrs. when it was already daylight. However, great care must be taken if anchoring during night hours, because Agent and Port officials do not board at night-time, and every ship has reported heavy thefts at anchorage and at Santana. Agent and Authorities boarded at 0830 hrs. It takes about 45 minutes to clear formalities as Quarantine undertake a thorough check of ship. Agent from Santana brought Brazilian charts and Tide Tables. However, two charts for Amazon River were not available. Two Pilots boarded at Fazendinha. They were well experienced with river and spoke sufficient English, which is safe for navigation. Vessel picked-up anchor at 0900 hrs. and started heading towards Porto Trombetas. Amazon River itself is deep enough for safe navigation. Vessel was steaming at maximum possible safe RPM.

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Amazon River is not marked. However, Pilots are very experienced and know the river well. Vessel must have good radar, as night navigation is totally done by radar only. Porto Trombetas is situated in River Trombetas, and from entrance of river until Porto Trombetas, the river is well marked with buoys, and night navigation in clear weather is no problem. It took nearly 42 hours from Fazendinha to Porto Trombetas and vessel went straight alongside. Pilots stay onboard as they bring the vessel back to Santana. Santana is nearest port to Fazendinha Anchorage. Loading at Porto Trombetas is by one loader only and loading rate of 3,000 tonnes/hr. was given. Terminal operators are co-operative. To land ashore, ship has to use boat service as landing on Terminal is not allowed. Departure from Porto Trombetas was at 1000 hrs., and vessel arrived at Fazendinha Pilot Station at 1400 hrs. next day. It took 28 hrs. downbound. After dropping the Pilots, vessel’s speed was adjusted so as to arrive 10 miles West of buoyed channel, 1 hour before low water at Ponta do Ceu. In Tide Tables, HW and LW timings are given for Ponta do Ceu. For Barra Norte, you have to calculate the tide for position ‘H’ (Lat. 01␥ 30' N., Long. 49␥ 10' W.), which has an amplitude of 78% and about 3 hours 20 minutes earlier for HW and 4 hours 30 minutes earlier for LW than the tide timings for Ponta do Ceu. The tidal current at Barra Norte has a general direction of S.W. (flood tide) and N.W. (ebb tide) and runs at 3 knots (Neap) and 5.5 knots (Spring). Vessel’s speed was adjusted and vessel entered buoyed channel. Sometimes you might see vessels at anchor, as some vessels go at full speed and anchor off Ponta do Ceu and wait for tide. Some vessels clear buoyed channel and anchor North of channel and wait for high water at Point ‘H’. Vessel’s position and soundings were constantly checked. After passing Amazon Buoy No. 1, vessel’s speed was reduced to avoid heavy squatting. However, speed should be so maintained that the Bar is cleared in time. All over the Bar, soundings of 2.0 m. – 3.0 m. below keel were noted. After clearing Amazon Racon Buoy, vessel steered course so as to go through deep water. Soundings started increasing slowly. When soundings of 15.0 m. below keel were obtained, ship’s speed was increased to sea speed, and before RPM could come to maximum, the soundings were more than 30.0 m. below keel. SHIP OFFICER’S REPORT: December 1996. The following telex was received from the Agent in Santana with respect to the Amazon North Bar, Banco do Meio and Curua Buoyed Channel to Macapa (Fazendinha) Pilots. Quote: Please advise the following: (1) Master’s name. (2) Total crew, including Master. (3) Total Officers, including Master. (4) ETA Fazendinha Pilot Station (Position Lat. 00␥ 04' 06" S., Long. 51␥ 06' 45" W.). Remarks for North Channel – according to Navy Authorities: Barra Norte of Rio Amazonas – Canal Grande of Curua – Chart No. 201 – Guarah Light – G 0004 – radar responder beacon (Racon) – inoperative. Barra Norte of Rio Amazonas – Chart No. 201 – Bailique Light – G 0005 – radar responder beacon (Racon) – inoperative. Barra Norte of Rio Amazonas – Canal Grande of Curuah – Chart No. 201 – present situation of Buoyage: (A) Major Light-Float Amazonas No. 1 – G 0003 – Lat. 01␥ 34.12' N., Long. 49␥ 01.35' W. – extinguished. (B) Light-Buoy Safewaters No. 2 – NRORD 16 – Lat. 01␥ 17.55' N., Long. 49␥ 27.72' W. – missing. (C) Light-Buoy Curuah No. 3 – NRORD 36 – out of position – present position: Lat. 01␥ 00.94' N., Long. 49␥ 41.12' W. (D) Light-Buoy Curuah No. 4 – NRORD 40 – out of position – present position: Lat. 01␥ 00.29' N., Long. 49␥ 40.52' W. (E) Light-Buoy Curuah No. 6 – NRORD 44 – out of position – present position: Lat. 00␥ 58.80' N., Long. 49␥ 42.17' W. (F) Light-Buoy Curuah No. 12 – NRORD 56 – out of position – present position: Lat. 00␥ 54.32' N., Long. 49␥ 47.35' W. We herewith transmit buoy positions for the North Bar: Amazonas No. 1 (AM-1): White light, Lat. 01␥ 34.12' N., Long. 49␥ 01.35' W. Aguas Seguras No. 1: White light, Lat. 01␥ 25.40' N., Long. 49␥ 22.20' W. Aguas Seguras No. 2: White light, Lat. 01␥ 17.55' N., Long. 49␥ 27.72' W. Aguas Seguras No. 3: White light, Lat. 01␥ 09.64' N., Long. 49␥ 33.33' W. Curua No. 1: Red light, Lat. 01␥ 02.39' N., Long. 49␥ 39.52' W. No. 2: Green light, Lat. 01␥ 01.78' N., Long. 49␥ 38.93' W. No. 3: Red light, Lat. 01␥ 00.93' N., Long. 49␥ 40.96' W. No. 4: Green light, Lat. 01␥ 00.20' N., Long. 49␥ 40.46' W. No. 5: Red light, Lat. 00␥ 59.31' N., Long. 49␥ 42.54' W. No. 6: Green light, Lat. 00␥ 58.61' N., Long. 49␥ 42.01' W. No. 7: Red light, Lat. 00␥ 57.65' N., Long. 49␥ 44.12' W. No. 8: Green light, Lat. 00␥ 57.05' N., Long. 49␥ 43.52' W. No. 9: Red light, Lat. 00␥ 56.04' N., Long. 49␥ 45.66' W. No. 10: Green light, Lat. 00␥ 55.26' N., Long. 49␥ 45.24' W. No. 11: Red light, Lat. 00␥ 54.88' N., Long. 49␥ 47.88' W. No. 12: Green light, Lat. 00␥ 54.02' N., Long. 49␥ 47.65' W. No. 14: Green light, Lat. 00␥ 53.78' N., Long. 49␥ 48.00' W. Also note lighthouse positions: Bailique Lat. 00␥ 59.41' N., Long. 49␥ 56.79' W. Ilha do Parah Lat. 00␥ 52.80' N., Long. 49␥ 59.27' W. Ponta do Ceu Lat. 00␥ 46.09' N., Long. 50␥ 05.71' W. Santarem Lat. 00␥ 38.81' N., Long. 50␥ 05.68' W. Taia Lat. 00␥ 39.23' N., Long. 50␥ 17.57' W.

We welcome all advice, updates and additions to this information.

BRAZIL Carolina Lat. 00␥ 26.67' N., Long. 50␥ 27.77' W. Espirito Santo Lat. 00␥ 15.66' N., Long. 50␥ 31.30' W. Pedreira Lat. 00␥ 19.05' N., Long. 50␥ 37.05' W. Pau Cavado Lat. 00␥ 11.34' N., Long. 50␥ 47.17' W. Fugitivo Lat. 00␥ 10.21' N., Long. 50␥ 54.97' W. Fugitivo Lat. 00␥ 07.17' N., Long. 50␥ 55.10' W. Macapah Lat. 00␥ 05.02' N., Long. 51␥ 01.16' W. Caixa d’Agua Lat. 00␥ 02.26' N., Long. 51␥ 03.27' W. Caixa d’Agua Lat. 00␥ 01.39' N., Long. 51␥ 03.52' W. Cascalheira Lat. 00␥ 01.35' S., Long. 51␥ 03.69' W. Chagas Lat. 00␥ 01.43' S., Long. 51␥ 02.23' W. Ilha de Santana Lat. 00␥ 04.02' S., Long. 51␥ 10.17' W. Unquote. Ship’s Officer’s Remarks: Radio beacon no longer at Pto. do Ceu, but at Canivete (3935), Lat. 0␥ 30.57' N., Long. 50␥ 24.86' W., 310 kHz, CN AZA, 200 miles. This is also apparently a DGPS correction beacon, but as we do not know the frequency, have been unable to verify this. SHIPMASTER’S REPORT: July 1998. Vessel: Bulk carrier, 27,000 d.w.t. Charts and Publications: Agent will give new channel buoy position via telex. Once arrived, will provide one set of Brazil Charts from North Bar to Trombetas, one copy of Brazil tide tables for Ponta do Ceu and Porto de Santana. Approaches: Due to the Amazon River North Mouth Buoy changing position frequently. It is better to use INM-C input fixed position of the North Mouth (if GPS not connected with INM-C), then can continuously receive new EGC information about the Amazon River. We did that 4 days before our arrival. Brazilian Charts show the North Bar depth at only 9.0 m. Pilot said it is around 10.0 m. (no guarantee of this, I cannot confirm it due to echo sounder trouble, but sure more than 9.0 m.). The bottom is mud, so not very dangerous for the ship. When ship proceeds inside the channel, be careful of the channel buoys, because some buoys are out of position. Also due to the current, the ship may drift from the fairway, so going aground. Anchorage: Pilot recommends Fazendinha Roads Anchorage, position Lat. 00␥ 03.9' N., Long. 51␥ 06.6' W., where ship has enough room for turning during current change. Piracy: Agent gave notice 3 times. There are pirates at the anchorage. Therefore put all decklights on. We manned the forecastle at all times. When the crew checked the anchor chain, a small boat was waiting there, it sails away using its motor. Tides: New information recently obtained from a Brazil Navy Chart (this year): The North Bar at position ‘‘H’’, Lat. 01␥ 34' N., Long. 49␥ 13' W., the tide status reference is tidal range 74%, high tide approximately 2 hours 35 minutes earlier and low tide approximately 3 hours 36 minutes earlier than Ponta do Ceu. For example, at Ponta do Ceu, 8th July 1998: Low tide: 0602 hrs. – 0.6 m. High tide: 1117 hrs. – 3.9 m. So at North Bar ‘‘H’’, 8th July 1998: Low tide: 0226 hrs. (0602 hrs. minus 0336 hrs.) – 0.44 m. (0.6␺74%). High tide: 0842 hrs. (1117 hrs. minus 0335 hrs.) – 2.88 m. (3.9␺74%). The tide base for Porto do Ceu, local time ␦ GMT minus 0300 hrs. Santana, local time ␦ GMT minus 0300 hrs. Trombetas, local time ␦ GMT minus 0400 hrs. Current: During the flood and ebb tide, the current is strong, about 3 knots to 5 knots. The current does not change direction right on high or low tide times, but about 60 minutes – 80 minutes later. AGENCY: See ‘‘General’’. AUTHORITY: Operator: Mineracao Rio do Norte S.A. – MRN. Legal Domicile: Porto Linave, Av. Bernardo Saiao 3852, Condor, CEP. 66065-120, Brazil. Tel: ␣55 (91) 249-7372, 249-6636. FAX: ␣55 (91) 249-3750 Works: Mineracao Rio do Norte S.A. – MRN, Porto Trombetas, Para, CEP 68.275-000, Brazil. Tel: ␣55 (91) 549-7335. FAX: ␣55 (91) 549-1482. Telex: (91) 5060. Cables: RIONORTE. Contact: Marcos Fernando Dias Moreira (Dock Master). Main Office: See ‘‘Works’’ above. Contact: Joao Paulo Melo France (Commercial Manager).

RECIFE (Pernambuco): 08.04 S. 34.52 W.

(See Plan)

PORT LIMITS: West of Longitude 34␥ 50' W. and between Latitudes 08␥ 00' S. and 08␥ 07' S. DOCUMENTS: Most of the documents required by the local authorities are presented by the vessel’s Agents after arrival. Master must have on hand, on arrival, the following documents: 7 Crew Lists. 1 International Health Declaration completed and signed. Clearance from last port of call. Manifests of the cargo to be discharged. Bills of Lading of the cargo to be discharged. PILOTAGE: Compulsory. Pilots board the vessel at southern end of Banco Ingles, at approximate position Lat. 08␥ 05' S., Long. 34␥ 50' W. Vessels must give accurate ETA to their Agents, not to the Pilot Association, however when within VHF range, vessel should communicate with the Pilot Association, if no instructions have been received from the Agents or the Pilot does not board upon arrival. ANCHORAGES: Most favourable position for ships to await pilot boat is 1.5 miles in direction 303␥(T) from ‘‘Picao’’, also just outside the 6 fathom line. In fine weather ships can sail to a position 8 cables from ‘‘Picao’’ in same direction just south of buoy. Anchorage in fine weather between above-mentioned places; in bad weather more than 1.5 miles in direction 303␥ from ‘‘Picao’’ and north and south of line, in water of 7 fathoms and 8 fathoms depth.

RESTRICTIONS: Vessels may enter port at any time. 3 ft. under keel clearance required when heavy swell running. The port is situated between 2 channels, 1 to the north, the other to the south, which are the main fairways of the port. The southern channel is 260 m. wide by 10.5 m. deep and the northern channel is 6.5 m. deep, but with variable width in brackish water. Tankers: May enter and leave during daylight only (0500 – 1800 hrs.). Also see ‘‘Tankers’’. MAX. SIZE: Vessels 220 m. in length can enter, max. draft 31 ft. Also see ‘‘Tankers’’. HEALTH: Free Pratique is granted by radio at any time, day or night. Masters must radio ‘‘Saporto Recife’’ via local Agent, informing sanitary conditions of the vessel, reporting any case of sickness and requesting Free Pratique. VHF: Olinda Radio. RADAR: No facilities available. TUGS: Pilot brings vessels to inner harbour where tugs available to help to go alongside; not practice for tugs to meet vessels on Outer Roads. 3 tugs available, largest 1,680 h.p. Vessels up to 5,000 g.r.t. require 1 tug. Vessels over 5,000 g.r.t. require 2 tugs. BERTHING: Vessels arriving at Recife Roads with 26 ft. can enter port on low tide and can go alongside from Sugar Terminal to Warehouse No. 9, over 26 ft. it is better to wait for high tides to enter, 31 ft. being the max. draft for entering Recife. Berth Length Draft Remarks No. (m.) (m.) 00 180.0 10 Sugar terminal 01 160.0 10 Grain terminal 02 228.5 12 Containers 03 162.9 12 Solid bulk 04 200.3 12 Solid bulk 05 221.4 12 General cargo 06 196.6 12 General cargo 07 137.0 8 General cargo 08 120.0 8 General cargo 09 239.9 10 Grain terminal 10 150.0 10 General cargo 11 158.3 8 General cargo 12 150.0 9 General cargo 13 150.0 9 General cargo 14 156.4 9 Refrigerated cargo 15 183.4 8 Refrigerated cargo At anchorage (pool) in port, max. draft is 31 ft. Depth between 32 ft. and 26 ft., the max. rise of tide being 5 ft. Distance from the quay side, 200 m. Manoeuvring space is 1,640 ft. or 500 m. with a depth of 28 ft. – 30 ft. max.; 590 ft. or 180 m. with a depth of 26 ft. CONTAINER HANDLING FACILITIES: See ‘‘Berthing’’. SPECIALISED CARGO HANDLING FACILITIES: Cereals: Silos with unloaders. Silos capacity: 25,000 tons (CAGEP), 23,500 tons (Moinho Recife). Capacity of unloaders: 200 t.p.h. (Berth No. 1), 150 t.p.h. (Berth No. 9), 150 t.p.h. (Berths No. 9 – 10). Sugar: Sugar Terminal: Warehouse capacity 200,000 tons, capacity of loader 700 t.p.h. Molasses: Tanks: Capacity to store 14,000 tons, capacity of loader 120 cu.m./hr. (currently not operational). Cranes: 1 Crane with capacity of 25 tons (Berth No. 2) (currently not operational). 2 Cranes with capacity of 12 tons 2 Cranes with capacity of 5 tons Forklifts: 3 special forklift for containers with capacity of 40 tons. STEVEDORES: Advise Agents of ETA at least 48 hours prior to arrival to make necessary berthing arrangements and hire dock labourers and stevedores in time. MEDICAL: In urgent cases communicate with Agents immediately by means of Radio at least 48 hours prior to vessel’s arrival if possible. It is necessary for vessel to enter port to enable sick person to land because on outer roads there is too much swell. Not necessary to Dock. Port Doctor must be advised by Agents and will board to see sick person and grant permission to land in Recife temporarily. Hospitals available also First Aid Stations equipped with ambulances. Port Authority also equipped with ambulance. Crews should always have yellow fever inoculation certificates. TANKERS: Oil companies who keep petroleum products here are: Petrobras, Esso, Texaco, Shell and Atlantic. To discharge petroleum products tankers utilise 1␺10 in. at Berth No. 1; 4␺8 in. and 4␺6 in. at No. 2; 2␺8 in. and 2␺6 in. at No. 3 and 1␺8 in. and 1␺10 in. at No. 4. Max. safe draft for a tanker to enter Recife is 30 ft. and entry must take place on high tide. DENSITY: Low water density in summer time 1018. High water density in summer time 1017. FRESH WATER: Available by tanker truck from private companies. There are 71 hydrants, diameter 2.5 in., rate 15 t.p.h. – 20 t.p.h. FUEL: HFO and MGO available at Piers No. 1 – No. 6 (Connections: 3␺8 in., 3␺6 in., 4␺6 in. and 4␺8 in.). At other piers, only MGO can be supplied by truck. No barges are available to supply at Outer Roads. Also see ‘‘General’’ before first port. CONSULS: The following countries are represented in Recife/ Pernambuco: Argentina Guatemala Panama Belgium Honduras Portugal Costa Rica Italy Spain Denmark Japan Sweden El Salvador Lebanon Switzerland Ecuador Mexico United Kingdom France Netherlands United States Germany Norway REPAIRS: Available but limited to small mechanical equipment.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL SURVEYORS: 1. Supervise and Superinspect are companies available to do cargo surveys. 2. Lloyd’s Register, A.B., B.V., Salvage Association and U.S. Salvage are available at the port. GANGWAY/DECK WATCHMEN: Compulsory. OPENING/CLOSING HATCHES: Normally by crew. CUSTOMS ALLOWANCES: One carton cigarettes and one bottle of spirits allowed each man at Customs discretion. REPATRIATION: Facilities by air available. AIRPORT: Situated 9 miles from docks. 175 flights per week. TIME: GMT minus 3 hours. HOLIDAYS: National Holidays: Fraternidade Universal (January 1st); Tiradentes (April 21st); Labour Day (May 1st); Brazil’s Independence Day (September 7th); Nossa Senhora Aparecida (October 12th); Commemoration of the Republic (November 15th); Christmas Day (December 25th). State Holidays: Nossa Senhora da Conceicao (December 8th); Nossa Senhora do Carmo (July 16th); Good Friday, Sao Joao (June 24th). POLICE/AMBULANCE/FIRE: Harbour Police Tel: ␣55 (81) 3424 7111. Port State Fire Brigade Tel: 193. Ambulance (First Aid) Tel: 192. State Police Tel: 190. TELEPHONES: Telephones can be connected on board if requested, at least 7 days in advance. BANKS: City Bank – Av. Marques de Olinda, 126. Tel: ␣55 (81) 3224 7922. Telex: (081) 1093. STORING: See ‘‘Prelims’’. 1. Vessel can be stored only by trucks. 2. Vessel cannot store from barges. Storing must be done directly onto/from wagons and warehouses. 3. Trucks can proceed alongside at the berth. 4. Forklift trucks can be used on the jetty to handle stores. 5. As a rule, when cargoes go to the warehouses they must pay in advance a fee corresponding to one month’s rent, which costs 1% of the value of the cargo. If the cargo remains another month then 2% of its value must be paid as a fee. If the owner of the cargo doesn’t clear it through Customs in 3 months it will be confiscated. Certain kinds of cargoes, such as, fertilisers, wheat, corn, oil derivated goods and rollers have an anticipated dispatch and there will be 6 days free-of-charge for them to take them out of the port. 6. Local riggers can be employed to assist with storing. IDENTIFICATION CARDS: Crew should carry passport or Seaman’s Book. DEVELOPMENTS: Plans are underway to dredge the access channel to 11.0 m. and Inner Harbour alongside the piers to 10.0 m. (Piers No. 1 – No. 6) and 9.0 m. (Piers No. 7 – No. 10). Completion expected April 2000. AUTHORITY: Administracao do Porto do Recife – Portobras, PO Box 720, Praca Artur Oscar s/n, Recife, PE 50300-370, Brazil. Tel: ␣55 (81) 3419 1900. Telex: 1018. Email: [email protected] WWW: www.portoderecife.com.br Contact: Fernando Jordao, Administrator. AGENT: Wilson Sons Agencia Maritima Ltda., Rua Mariz e Barros 71, PO Box 116, Bairro do Recife, Recife, CEP 50030-120, Brazil. Tel: ␣55 (81) 3419 1300 (After hours Tel: 9108 7800, 9139 0942). Fax: ␣55 (81) 3419 1301. Telex: 1298 WSON BR. Cables: Anglicus. Email: [email protected]

REGENCIA: 19.41 S. 39.50 W.

(See Plan)

LOCATION: The Lagoa Parda Terminal is located on the East coast of Brazil in the State of Espirito Santo, approximately 70 km. to the North of Vitoria. It consists of an oil storage area, a pipeline both on land and underwater with a diameter of 16 in., which forks into 2 lines of 10 in. by means of a ‘‘Y’’ reduction, only one of which is connected to the cargo inlet of the vessel. The pipeline extends the 3.6 km. from the coast to the 4 Multi-Buoy Mooring System, for vessels upto 30,000 d.w.t. and maximum draft of 13.0 m. (42 ft. 8 in.). The product is stored in 4 tanks with the capacity of 10,000 cu.m. each. The location of the loading position is Lat. 19␥ 41' 29" S., Long. 39␥ 50' W. Charts and Publications: Brazilian Charts: No. 1300, 1400 and 1420 of DHN. DHN Publication: DH 1.7 Route. APPROACHES: Due to the position of the mooring buoys on the open sea, the Terminal can be approached both by N.N.E. and S.S.W. Southern Approach: The ship can, visually or by radar, identify the mountain Mestre Alvaro, with an altitude of 825 m. (2,706 ft.), visible at a distance of approximately 40 miles, or by radar mark the rock fillings of Portocel and the Terminal storage tanks which are visible at a distance of 15 miles. The signalling buoy, which defines the Multi-Buoy Mooring System, and the Multi-Buoy Mooring System itself is clearly shown on the radar screen in calm sea. The Rio Doce Lighthouse, which provides an excellent approach, also appears on the radar screen. Northern Approach: To approach the Rio Doce Lighthouse, the ship must have obtained a good position from Abrolhos Lighthouse. The Terminal storage tanks serve as reference. The buoys which form the Multi-Buoy Mooring System are clearly shown on the radar screen in calm sea. Characteristics of the Rio Doce Lighthouse: Lat. 19␥ 39' S., Long. 39␥ 49' 30" W. Light: White 6.0 sec. Height 38 m. Range of visibility 17 miles. Structure: Metallic frame with central column, painted white with red horizontal stripes. Characteristics of the Buoy Limiting the Multi-Buoy Mooring System: Light: Yellow 3.0 sec., painted yellow. Range of visibility 5 miles.

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PILOTAGE: Pilot/Mooring Master boards the arriving vessel approximately 1 nautical mile S.E. of the Multi-Buoy loading berth. A pilot ladder must be well secured and of sufficient length to reach the Mooring Master’s boat, with lifebuoy and line. Vessels should, where possible, provide a lee on the boarding and disembarkation of the Mooring Master and the Terminal staff. Life buoys should be available, in good order at visible locations on the decks. The ship’s mooring and unmooring manoeuvres are accomplished by a Mooring Master, who supplies the ship’s Master with his knowledge and experience of the local conditions. Despite the fact that the Mooring Master is present on board, the ship’s Master remains entirely responsible for the safety of his own ship, and shipping in whatever circumstances. The ship’s Master must notify the Mooring Master on arrival on board of the ship’s condition regarding the ship’s equipment, main engine, hawsers, windlasses, derrick booms and winches, as well as the manoeuvring and operational equipment. The Mooring Master will remain on board for the duration of the operation and will direct all services on board the ship from the mooring of the ship, during loading to the departure of the ship from the Multi-Buoy Mooring System. ANCHORAGES: The recommendable anchorage area to await daylight or to wait for orders: Lat. 19␥ 42' 30" S., Long. 39␥ 50' W. The depth in this position is approximately 16.0 m. (52.5 ft.) with a muddy bottom, thus allowing good anchorage. Notice of Readiness: Notice of Readiness must be given at the Anchorage Zone when the ship is ready to operate under all aspects, complying with instructions and procedures established by the Petrobras rules. No repairs will be made subsequent to the NOR issuing. Prohibited Anchorage: Due to the existence of the 16 in. submarine pipeline between the Multi-Buoy Mooring System and the coast, anchorage in the area bounded by the following geographical coordinates is forbidden: (A) Lat. 19␥ 40' S., Long. 39␥ 51' 06" W. (B) Lat. 19␥ 40' S., Long. 39␥ 49' 48" W. (C) Lat. 19␥ 41' 36" S., Long. 39␥ 50' 30" W. (D) Lat. 19␥ 41' 36" S., Long. 39␥ 49' 48" W. Shipping, fishing and anchorage are forbidden between the Multi-Buoy Mooring System and the Comboios beach, where there is a submarine pipeline, except for boats working for the Terminal, which will sail according to the Terminal instructions. RESTRICTIONS: The mooring and unmooring manoeuvres are always made in daylight. MAX. SIZE: 30,000 d.w.t., length 200 m., draft 13.0 m., beam 30 m. RADIO: Ships bound for the Lagoa Parda Multi-Buoy Mooring System shall inform the Regencia Terminal of their ETA via Tel: (027) 264-3000 or Telex: 272746. With the ship approximately 40 miles from the Multi-Buoy Mooring System, the ship must either call the Terminal on VHF Channel 16 or use the SSB on 4,125 kHz frequency, where the Terminal is on permanent stand-by. Alternatively, the Lagoa Parda Terminal can be contacted via the Vitoria Coastal Station Radio (PPV) and through VHF Channel 16 or through SSB. VHF: See ‘‘Radio’’. TUGS: There is a contracted tug to assist ships during mooring and unmooring manoeuvres at the Multi-Buoy Mooring System. Also the Terminal has a contracted launch to render assistance during the manoeuvres. The Terminal launch station is located in Portocel, at Barra do Riacho, approximately 16 miles to the South of the Multi-Buoy Mooring System. MOORING: Procedure prior to Mooring: Have cranes or derrick booms (minimum SWL 5 tons) in working condition, to aid in the connection of the cargo hose on board the vessel. The cargo manifold shall be equipped with 10 in. ANSI 150 standard flanges. Due to their imperative role in mooring operations, the windlasses, winches, brakes and jaws should be in perfect working condition. Have ready heaving lines, messenger ropes, tow ropes, leader cables and heavy lines, both forward and aft. The vessel will receive 4 nylon ropes of diameter 96 mm. and length 220 m., to be used in the mooring to the Multi-Buoy Mooring System. Have both anchors ready to be dropped. Have accommodation available for the Mooring Master (Officer’s Cabin) and mooring team (5 crew bunks) for the duration of the loading operation. Mooring: The mooring manoeuvre can be made with the vessel heading N.N.E. or S.S.W., depending on the wind speed and direction and the direction of the current. Approach the Multi-Buoy Mooring System with the necessary speed for the vessel to maintain steerage. Both the port side and the starboard side anchors should be dropped in accordance with the instructions of the Mooring Master. Pass the tow line through the aft central fairlead for the tug which will assist the mooring manoeuvre. The tow line should be slackened while the vessel is falling astern, always in accordance with the instructions of the Mooring Master. On the approach of the support launch to the vessel, throw a heavy line to the launch, which will fasten a messenger rope to it for the passage of the first buoy mooring cable. The first mooring line will be towed to the chosen mooring buoy according to the weather conditions and to the instructions of the Mooring Master. The remaining mooring lines will be passed thereafter. The mooring lines must be worked until the point indicated by the Mooring Master and then made fast. The vessel must be moored to the full satisfaction of the Mooring Master.

We welcome all advice, updates and additions to this information.

BRAZIL Departure: The departure manoeuvre will be made only in daylight. After the completion of loading, even at night, the hose will be disconnected at the discretion of the Mooring Master, after which it will be brought to the required position near the Multi-Buoy Mooring System by the support launch. Subsequently, a towing line will be passed from the ship to the tug. The stern mooring lines to the buoys are withdrawn on board and afterwards passed to the tug. The Mooring Master, according to the wind and sea conditions, will continue with the release of the stern towing line, which is withdrawn on board. After the release of the last mooring line, the manoeuvre of lifting anchor starts. MEDICAL: Only in cases of emergency, medical and hospital care is given. Petrobras will provide the necessary assistance. CARGO OPERATIONS: Hoses: Soon after the vessel is moored, one of the hoses will be lifted up to the height of the manifold by the derrick boom or the crane. The loading hose can be lifted and connected to either port side of starboard side depending upon the mooring position of the vessel. Connection and Disconnection of the Hose: The connection (made by means of fast coupling) and the disconnection will be performed by Terminal personnel under the instructions of the Mooring Master, assisted by the crew who will handle the winch, the derrick boom or the crane of the vessel. Loading: As it is an open Sea Terminal (unsheltered), the off-loading tanker must keep their engines ready during the cargo operation in case of emergency. The winches must be ready for use at all times, as moorings must be kept under tension, so ropes will need adjusting. The vessel’s cargo manifold inlets which are not in operation must be duly flanged. The loading will not start before permission and understanding between the vessel and the Terminal has been confirmed. In cases where operational characteristics of the vessel are less than those of the capacity of the Terminal, the maximum pressure and flow established by the vessel will be observed during loading. During loading operations, the Terminal will keep a man from its mooring team watching the loading, ropes and hoses. The vessel shall provide a man to keep in contact with the Terminal team, watching the cargo manifold inlet, the mooring ropes and anchors. During the vessel laytime moored to the Multi-Buoy Mooring System, the mooring lines must be greased, with grease to be supplied by the vessel. Masters are required to cooperate with the Terminal Representative to minimise the ship’s laytime. Any abnormality causing demurrage must be reported to the Mooring Master, so that necessary measures can be taken. The ship will remain in the Lagoa Parda Multi-Buoy Mooring System only during the time necessary for loading. The Terminal business hours are from 0700 hrs. to 1600 hrs. During this period, a Mooring Master who remains in the Terminal Head Office, in Regencia, can be contacted from Monday to Friday on Tel: (027) 264-3000 and (027) 264-3732. Petrobras E&P-ES/GEPRO handle this Terminal’s loading, all oil production from the land wells and those from both the State of Espirito Santo continental platform and the production fields in the South of Bahia. Radio transmitters/ The Use of Portable Radios (Walkie-Talkies): receivers must be of the explosion proof recommended type and intrinsically safe. The vessel should be equipped with a VHF radio fixed in the Cargo Loading Control Centre with sufficient range to contact the Terminal throughout the loading operation. Safety: In accordance with the International Guide for Vessels Safety – Tankers and Terminals (ISGOTT), the Operational Safety Verification List (LVSO), supplied by the Terminal, should be filled in prior to any operation to establish procedures in the event of an emergency. During the loading, the Terminal and the support launches will keep their VHF radios on stand-by on a predetermined channel reserved for this purpose by the Mooring Master. Hourly tests will be made on this channel between the vessel, the Terminal and the support launches. The firefighting equipment must be ready in case of emergency, as well as the firemain being pressurised at all times. BALLAST: The ships must arrive to Lagoa Parda with sufficient clean ballast for the mooring manoeuvre, according to the predominant weather conditions. The Terminal is not equipped to receive dirty ballast. It is for this reason that ships which do not have segregated ballast must have clean ballast when arriving at the Terminal. The discharge of dirty ballast will not be permitted in the vicinity of the Terminal or at the Lagoa Parda Multi-Buoy Mooring System. Pollution: Brazilian law is rigorous with respect to maritime and coastal pollution. Dirty ballast, galley waste or other waste must not be thrown into the sea. Heavy fines will be imposed on ships that violate this regulation. All of the items on the Operational Safety Verification List should be observed. FRESH WATER: The supply of drinking water is available in limited quantities only in cases of emergency, by means of a tug. FUEL: Not available. AIRPORT: Located at Vitoria, 40 miles (70 km.). TIME: GMT minus 3 hours. GMT minus 2 hours in Summer from October to February. SERVICES: Services not available at Lagoa Parda Terminal: Provisions, material, nautical charts, lubrication oil, mail, repairs in general, tank cleaning, adjustment of the compass and RDF calibration, laundry, Consulates, Classification Societies, Cargo Inspection companies are not available. Remarks: The non-available services at Lagoa Parda are available at Vitoria, 40 miles (70 km.) distant from the Terminal, to the South. SHORE LEAVE: There is no launch for crew transport.

WEATHER: Meteorological Information: The Terminal weather conditions are normally considered good for the operation of tankers. Visibility: Visibility is good, as a rule, except for occasional heavy rain. Temperature: The annual average temperature is around 26␥C. Tides and Currents: The predominant currents in October to March are N.E./E.N.E., and in April to September, S.S.W. There is, however, during prolonged periods of rain in the Rio Doce region, an increase in the volume of water in the river mouth, causing a current which passes through the Lagoa Parda Multi-Buoy Mooring System in the S.W. direction. Winds and Waves: From October to March, the predominant winds are from the N.N.E./E.N.E., and from April to September, S.S.E. to S.W. The predominant winds in this region vary between Force 2 and 4 on the Beaufort Scale. From April to September, strong gusts may occur coming from S.S.W. (210␥), reaching a speed of up to 40 knots. Heavy seas are invariably caused by Southerly winds. When there are no strong winds from the South, the sea is calm. Maximum wave height of 5.0 m. Easterly swell waves coming from the East can sporadically occur in Winter months, making the ship roll and pitch heavily, making mooring dangerous or even unadvisable. GENERAL: Flags: The Brazilian and foreign vessels must fly the Brazilian and the Bravo (dangeorus cargo) flags of the Signal International Codes (CIS), from 0800 hours to sunset. Crew Members left ashore: When crew members are left ashore for hospitalisation, repatriation or other reasons, all expenses will be to the Owner’s account, except if the crew member is of own ship (FRONAPE). Visits: Visits to the ship while moored at the Terminal will not be permitted. The boarding of ships is restricted to employees of the Company, Port Authorities, investigators, technicians, etc., whose work demands their presence or when their presence is requested by the Master of the ship. Smoking: The presence of cigarettes, cigars and pipes on the unprotected decks or on board the launches is expressly prohibited. Smoking is permitted in the living quarters, under conditions prescribed by the Master of the ship or by the representative of the Terminal. Use of Radio Transmitters at the Berth: The use of radio transmitters is prohibited while the ship is moored at the berth. Violation of this regulation may result in a formal Letter of Protest and the implementation of fines on the ship by the Authorities. AUTHORITY: Capitania dos Portos do Estado do Espirito Santo, Praca Manoel Silvino Monjardim 66 – Centro, Vitoria – ES, Brazil. Tel: (027) 222-4622, 222-4853. Contact: Harbour Master. Operator: Head Office: Petroleo Brasileiro S/A Petrobras, Av. Re. do Chile 65 – Centro, CEP 20.035-900 Rio de Janeiro, RJ, Brazil. Contact: Eugenio Koslinski, General Manager (Operation). Terminal: E&P-ES/GEPRO/NUPRO-LP/T. Regencia, Rod. BR 101, Km. 67.5, CEP 29.930-000 Sao Mateus, ES, Brazil. Tel: (027) 763-2112, 264-3000. FAX: (027) 763-3525. Telex: 272746.

RIO DE JANEIRO: 22.54 S. 43.12 W.

(See Plan)

(A) GENERAL CARGO (B) TANKER (A) GENERAL CARGO: LOCATION: The port of Rio de Janeiro is located geographically in the inlet on the coast (Western) of the Bay of Guanabara, in the city of Rio de Janeiro, capital of the state of Rio de Janeiro. DOCUMENTS: The following documents must be ready for visiting authorities on arrival at Brazilian ports. Such documents, varying in the number of copies required and nature depending on the type of vessel and peculiarities of the port, should be attended to by the Master, through the Agent, prior the vessel’s arrival: Document C HA MP HM PA General Declaration y y y y Crew List y y y y Crew Personal Effects List y Disembarking Passenger List y y y Transit Passenger List y y y Negative Passenger List y y Passenger List y Stores List y y Dangerous Cargo Declaration y Cargo Manifest y y Maritime Health Declaration y Health Certificate (from Last Port) y Maritime Police Pass y C ␦ Customers; HA ␦ Health Authorities; MP ␦ Maritime Police; HM ␦ Harbour Master; PA ␦ Port Authority. The documents required by the Harbour Master are on special forms: Crew List (Form FAL 5) and Passenger List (Form FAL 6). Documents required on Sailing: 1. Request for Clearance or Visa 2. Passenger List 3. Embarkation Pass, issued by the Federal Internal Revenue Office 4. Departure (Sailing) Pass, issued by the Federal Police 5. General Declaration 6. Copy of the payment form of the Federal Internal Revenue Tax Levy Document (DARF) of the Tariff for Utilising Lighthouses (TUF). 7. Outgoing Pass. Clearance: Clearance is undertaken at the Quarantine Anchorage (Pratique, Customs, Immigration). Accommodation ladder must be rigged for this purpose. Also see ‘‘General’’ before first port.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Shipmaster’s Report: Clearance also carried out alongside. After clearance by the Customs, a dark blue flag with a white five-pointed star in the middle must be shown day and night during vessel’s stay in port. Derat service is available. Inspection of the vessel will be made by inspectors to whom the valid Derat or Derat Exemption Certificate must be shown. APPROACHES: Port is accessible to all vessels at all times and states of the tide. Attention must be paid to messages sent by Rio Radio about forbidden areas due to Marine exercises with live ammunition along the coast near entrance to the port. Ships loaded with certain categories of hazardous products should contact the Port Authority on Tel/Fax: 55 21 233-0743. Access Channel: Access to the port for large vessels is via a channel well dredged to a depth of 17 m., passing close to Copacabana Beach, and to the West of the island of Cotunduba. This channel goes as far as the port basin area (Public Port), reaching also the oil terminals located inside the Bay of Guanabara. The safety depth located directly to the South of Leme Bridge is 20 m. The Access Channels to Gamboa, Sao Cristovao, Caju and the Mineral and Coal Area are dredged, respectively, to depths of 10 m., 8.5 m., 6.0 m. and 12 m. The total length of the main access channel is 18.5 km. There being a distance of 11.1 km. between the outer part of the Bay to the anchorages, and the other 7.4 km. in a Northerly direction, from the anchorages to the Almirante Temandre Oil Terminal. Depths vary from 20 m. to 35 m. Access Channel to the Quays: Length Width (m.) (m.) 1. Maua Pier Quay — — 2. Gamboa Quay 3,000 250 3. Sao Cristovao Quay 4,000 150 4. Caju Quay 5,000 80 5. PMC Quay (Oil Mineral & Coal) 3,000 150 Manoeuvring Basin: Such basins are located in the actual access channels to the quays. Normally, vessels manoeuvre off the quay and in front of their intended berth. The areas available at the various quays are as follows: Length Width (m.) (m.) 1. Maua Pier Quay 400 200 2. Gamboa Quay 3,000 250 3. Sao Cristovao Quay 1,000 150 4. Caju Quay 1,000 80 5. PMC Quay 760 200 PILOTAGE: The pilotage service is compulsory from the waiting zone, in the anchorage (about 2 nautical miles to the North of Rasa Island) for any berth or anchorage within the Bay of Guanabara. At Rio de Janeiro, Pilots board vessels at the following geographical points: (A) Lat. 22␥ 59.8' S., Long. 43␥ 06.2' W. (B) Lat. 22␥ 59.8' S., Long. 43␥ 08.6' W. The following information is required when ordering a Pilot: Agent’s name. Name of ship. Type of ship. GRT. Summer deadweight. Length. Breadth. Draft at the moment. Where vessel is coming from. Category of order. Cargo. Pilot Station/Office: Warehouse 8, Rio de Janeiro Harbour Centro, Rio de Janeiro, Brazil. Tel/Fax – services: 55 21 516-0054. VHF: Channels 12 and 16. Tel: 55 21 516-1336 (Administration). Fax: 55 21 233-9738 (Administration). Bilingual operators man the pilot services requisition line throughout 24 hours, 7 days a week. Requisitions are accepted by telephone, fax or VHF for any shipyard, terminal or port in Rio de Janeiro State, including Arraial do Cabo (Forno Harbour), Ilha Grande Bay, Sepetiba Bay and Guanabara Bay. ANCHORAGES: The Bay of Guanabara is exceptionally sheltered from all winds encountered in the region. All vessels must pay maximum attention to the large number of areas and sectors where anchoring is prohibited, and which are shown on the nautical charts, and in particular on Brazilian Chart DHN No. 1501. Permitted areas: Area Depth Location (ft.) 1 49 Near Ponta da Armacao 2-A 79 Near Santos Dumont Airport 2-B 91 Near Fiscal Island 2-C 42 Near Mocangue Island 3-A 19 Near Enxadas Island 3-B 19 Near Lage Barroso 4 42 Near Parcel Feiticeiras 5 19 Near Enxadas Island 6-A 55 Between Pai Island and Mae Island 6-B 16 Near Lage do Pao 6-C 39 Near Engenho Island 7 19 Near Tavares Island 8-A 42 Near Comprida Island 8-B 52 Near Ferro Island 9 16 Near Lage Corcunda

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Prohibited Areas: Areas marked (DHN Chart No. 1501) where vessels must take special precautions: (a) Anchoring prohibited: Pay attention to aircraft at low altitude during landing and take-off. (b) Anchoring, fishing and the use of flames prohibited, due to the presence of pipelines, liquid gas storage areas, loading and discharge of inflammables. (c) Anchoring prohibited: Access to the Almirante Tamandre Terminal, of Petrobras S.A. (d) Prohibited area: No vessel, unless expressly authorised by the Commander in Chief of the Navy, may approach nearer than 200 m. during the day, the islands of Boqueirao, Rijo, Nhanqueta, Milho, Arueiras, Viraponga and Tipiti–acu. Passage through the Boqueirao Channel is prohibited between sunset and sunrise. The prohibited area of the Island of Boqueirao is marked by light buoys, painted yellow and orange. (e) Anchoring is not permitted, due to the presence of various submarine cables, between the Island of Cotunduba and the Cagarras Islands, these cables coming ashore between the Copacabana and Leme Bridges. (f) Presence of double poles, approximately 20 m. apart, running along the path of the canalisation, enable only small craft to pass. (g) Anchoring prohibited: Presence of submarine cables and ducting. (h) Traffic by vessels under the Presidente Costa e Silva Bridge is only permitted between the designated pillars. Traffic under the main span is exclusively for vessels of more than 40 ft. draft or 50,000 d.w.t. (i) Area prohibited to navigation, unless expressly authorised: The area including the islands of Flores, Carvalho, Ananas and Mexingueiro is marked by fixed buoys, topped by rectangles painted yellow and orange, containing warning notices. (j) Area prohibited to navigation, unless expressly authorised. RESTRICTIONS: Vessels with draft up to 11.6 m. may enter/leave at any time. Vessels with draft over 11.6 m. manoeuvre in daylight only. HEALTH: Vessels from another Brazilian port automatically receive Free Pratique and should not fly quarantine flag. If suspected disease or fever on board it is advisable to cable Agent before arrival. Also see ‘‘General’’ before first port. RADIO: Pre-Arrival Information: Vessel’s ETA should be sent by telex, fax, cable or telephone, 5 days, 4 days, 3 days, 2 days and 1 day prior to arrival. The ETA message should include the date and time of arrival at the sea pilot station together with the estimated fresh water draft. Notice of Readiness: Unless otherwise agreed upon, usual office hours at Rio de Janeiro for tendering NOR are always expected. To be valid, the NOR should be given in writing (letter, telegram or fax). It is recommended that the receiver of the NOR by fax should acknowledge receipt of the same. VHF: Rio Radio (call sign PPR): Channels 23, 24, 25, 26, 27 and 28. General call: Channel 16. Pilot: Channels 16 and 12. Rio de Janeiro Port Authority: Channel 5. Coastal radio station: Channels 64 and 65. TUGS: Tugs available from 500 h.p. to 2,170 h.p. The number of tugs to be employed in a service depends on the tonnage of the vessel and/or nature of the berth and respective approaches, as determined by the naval authorities. Requirements: The assistance of tugs for mooring and departure operations is governed by the following rules: (a) Manoeuvring at the Gamboa and Sao Cristovao Quays: Vessels up to 2,000 g.r.t. no tug. 2,001 to 5,000 g.r.t. 1 small tug. 5001 to 15,000 g.r.t. 1 large and 1 small tug. 15,001 to 30,000 g.r.t. 2 large and 1 small tug. over 30,000 g.r.t. 2 large and 2 small tugs. (b) Manoeuvring at the Caju Quay (Warehouses 31 to 33): Vessels up to 2,000 g.r.t. without tug. 2,001 to 5,000 g.r.t. 1 small tug. 5,001 to 15,000 g.r.t. 1 large tug and 1 small tug. over 15,000 g.r.t. 1 large tug and 2 small tugs. (c) Manoeuvring at the Mineral and Coal Quay: Vessels up to 2,000 g.r.t. without tug. 2,001 to 5,000 g.r.t. 2 small tugs. 5,001 to 15,000 g.r.t. 2 large and 1 small tug. over 30,000 g.r.t. 3 large and 1 small tug. (d) Manoeuvring at the Petroleum Terminals, Maua Pier and Docks: Vessels up to 4,000 g.r.t. 1 small tug. 4,001 to 15,000 g.r.t. 1 large and 1 small tug. 15,001 to 30,000 g.r.t. (loaded) 2 large and 1 small tug. 15,001 to 30,000 g.r.t. (in ballast) 2 large tugs. over 30,000 g.r.t. (ballast) 3 large tugs. over 30,000 g.r.t. (loaded) 3 large and 1 small tug. The following must also be observed: 1. All vessels (tankers) manoeuvring at quays which are not terminals will be assisted by tugs as shown in section (d). 2. The requirements in sections (a), (b), (c) and (d) will apply when the manoeuvre is effected under normal conditions. 3. In abnormal conditions, and according to the Pilot’s judgement, other necessary measures will be adopted to ensure safety of the manoeuvre. 4. When a vessel is manoeuvring with the aid of a tug, the Pilot may call for a further tug with power compatible with the requirements of the manoeuvre. 5. A tug will be considered as large where its power is in excess of 600 h.p. BERTHING: Berth usually accessible day and night. Ratguards obligatory. For vessels loading iron ore, it is important that hatch coamings are not higher than 31 ft. above the water-line in order to pass under the loading belt.

We welcome all advice, updates and additions to this information.

BRAZIL Cais da Gamboa: The Gamboa Dock has 3,150 m. of quays and 18 warehouses with a total storage capacity of 60,000 sq.m. There are shed storage spaces with a total of 16,000 sq.m. Berth Depth (MLWS) Remarks (m.) Warehouse 1 8.53 Warehouse 2 8.53 Warehouse 3 8.53 Warehouse 4 8.53 Warehouse 5 7.32 Warehouse 6 9.14 Warehouse 7 9.14 Triunfo Terminal Warehouse 8 9.14 Triunfo Terminal Warehouse 9 9.14 Warehouse 10 9.14 Servport Terminal Warehouse 11 8.84 Multiterminais Terminal Warehouse 12 8.84 Multiterminais Terminal Warehouse 13 8.23 Servport Terminal Warehouse 14 7.62 Servport Terminal Warehouse 15 8.23 Warehouse 16 7.92 Warehouse 17 7.62 Warehouse 18 6.70 Usage: Handling and storage of all kinds of goods. Shore Equipment: There are gantry cranes with lifting capacity 3 tons to 40 tons and unloading capacity 300 t.p.h. for cereals. Facilities: Various mobile screening installations and railway wagons. There are 3 private installations for handling steel products, paper and sugar as follows: Triunfo Terminal – Number 1: Product: Steel products. Terminal facilities: Land area: 2 ha. Length of quay: 450 m. Ship to shore cranes: 2␺10/12.5 tons. Depth: Warehouse 7 – 9.14 m. Warehouse 8 – 9.14 m. Servport Terminal: Product: Sugar. Terminal facilities: Land area: 2 ha. Length of quay: 250 m. Ship to shore cranes: 2␺6.3 tons and 2␺3.2 tons. Depth: Warehouse 10 – 9.14 m. Warehouse 13 – 8.23 m. Warehouse 14 – 7.62 m. Multiterminais Terminal: Product: Paper products. Terminal facilities: Land area: 1.1 ha. Length of quay: 250 m. Ship to shore cranes: 2␺6.3 tons and 2␺3.2 tons. Depth: Warehouse 11 – 8.84 m. Warehouse 12 – 8.84 m. Cais de Sao Cristovao: The Sao Cristovao Dock has 1,350 m. of quay and 2 warehouses with a total storage capacity of 12,100 sq.m. There are shed storage spaces with a total of 23,000 sq.m. Berth Depth (MLWS) (m.) Warehouse 22 6.70 Heavy Cargo Dock 7.32 Oil Terminal 7.62 Steel Products 1 7.32 Steel Products 2 7.32 Warehouse 30 7.32 Usage: Handling and storage of all kinds of goods. Shore Equipment: There are 11␺10/12.5 ton gantry cranes and 2␺120 t.p.h. unloading gantry cranes. Facilities: Various mobile screening installations, electronic weighing installation for trucks and railway wagons. There is one private installation for handling steel products as follows: Triunfo Terminal – Number 2: Terminal facilities: Land area: 4 ha. Length of quay: 350 m. Ship to shore cranes: 2␺16 tons. Depth: Steel Products 1 – 7.32 m. Steel Products 2 – 7.32 m. Cais do Caju: The Caju Dock has 1,000 m. of quay and 3 warehouses with a total storage capacity of 21,000 sq.m. There are shed storage spaces with a total of 69,900 sq.m. Warehouses: In the internal port area, there are 22 warehouses with a total space of 93,600 sq.m. There are 9 warehouses in the external port area with a total space of 66,724 sq.m. Open yards: There are 15 yards with a total space area of 153,021 sq.m. Covered yards: There are 5 yards with a total space area of 10,036 sq.m. Passenger Lounge: There is one passenger station close to the Port Administration, with a total space of 2,035.50 sq.m. BULK CARGO FACILITIES: There are 3 private mill silos for cereals, located in the external port area. Moinho Fluminense: One silo with 6,000 tons capacity; one silo with 40 cellars and 12,000 tons capacity; one silo with 17 cellars and 20,000 tons capacity. Vessels are discharged from a sucker with a capacity of 300 t.p.h. Moinho Pena Branca: One silo with 42 cellars and capacity of 320 tons. Vessels are discharged with a sucker with a capacity of 120 t.p.h. Moinho Guanabara: 10 silos of 1,300 tons each and 2 silos of 380 tons each. Vessels are discharged with a sucker with a capacity of 120 t.p.h.

CONTAINER HANDLING FACILITIES: One of the leading container ports in the country. The weekly connections to the major continental transit ports guarantee that the port can meet the international service requirements. The speed of loading and unloading is 50 units per ship/hour. Sufficient areas and space for storage and handling are available in the port. There are 2 private installations for handling containers as follows: Libra Rio Container Terminal: Terminal facilities: Land area: 15.5 ha. Length of quay: 545 m. Max. depth: 11.0 m. Reefer points: 100. Ship to shore crane: 1␺38 tons. Multiterminais Container Terminal: Terminal facilities: Land area: 16.5 ha. Length of quay: 520 m. Depth: Berth 1 – 11.0 m. Berth 2 – 9.0 m. Reefer points: 100. Ship to shore crane: 1␺38 tons. SPECIALISED CARGO HANDLING FACILITIES: Ro-Ro: There are facilities for vessels of 175 m. LOA and max. draft 9.0 m. Liquid Bulk: There are private installations for handling and storage of liquid bulk, lubricant oils, liquid fertilisers, chemicals (caustic soda, sulphuric acid and methanol), semi-manufactured chemicals and edible oils (soya oil and sunflower oil). STEVEDORES: Cable Agent ETA 36 hours before arrival in order to arrange gangs required. When arriving during week-ends or on Monday, Agent needs ETA on Friday afternoon. Loading/discharge rates: General cargo cases 7 to 8 tons per gang/hour. Bags 15 tons per gang/hour. Grain in bulk 1,000 tons per eight hours. Coal in bulk 7,000 tons per day. Loading iron ore 25,000 tons per day. MEDICAL: All facilities available. If doctor needed on arrival or making emergency call to land sick persons, cable ETA 12 hours before arrival. TANKERS: See ‘‘Section B’’. DENSITY: Salt water at entrance to bay. Further inland water often brackish, and density varies with tide. FRESH WATER: Available alongside from 87 points, loading rate 50 t.p.h. Also available by barge, capacity 450 tons, loading rate 100 t.p.h. – 200 t.p.h. FUEL: Available by barge at anchorage. Rate for fuel oil 350 t.p.h. and gas oil 200 t.p.h. Also see ‘‘General’’ before first port. CONSULS: Most countries have consuls in Rio. REPAIRS: All types deck and engine repairs can be effected. Five dry docks. Largest dry dock, length 259 m., breadth 34 m., max. draft 14 m. GANGWAY/DECK WATCHMEN: Gangway watchmen strongly recommended for any vessels working cargo with shore labour on board. Watchmen from shore not necessary for coal, iron ore, and oil cargoes. PIRACY: Two crew members were killed when a vessel was raided in February 1992. The vessel was at anchor near the Petrobras Terminal. The pirates were armed with machine guns and pistols. CUSTOMS ALLOWANCES: Each crew member allowed 2 cartons of cigarettes and one bottle wine or spirits. AIRPORT: Santos Dumont, in the centre of the city, and Rio de Janeiro International, located on Governor’s Island (Ilha do Governador). HOLIDAYS: Requests for operational services for these days must be made in advance (minimum of 24 hours). The only holidays not worked are 25th December and 1st January. Fixed: National: 1st January Regional: 20th January 21st April 1st May 7th September 12th October 25th December Movable: Monday and Tuesday of Carnival Ash Wednesday Good Friday Commemorative Days: 28th January (Port Day) 2nd November (All Saints’) Federal and State Government Departments, as well as banks, do not work on Saturday. POLICE/AMBULANCE/FIRE: Police 190; Maritime Police 263-3747; Ambulance 222-2121; Fire 232-1234. TELEPHONES: Available at Warehouses 1 – 8 on request to the Brazilian Telephone Company. SHORE LEAVE: Shore leave is permitted. IDENTIFICATION CARDS: Foreign crew members not permitted to go ashore without presentation of identity card, on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The identity card must be delivered on disembarkation to the Federal Police who will return it to the crew member on re-embarkation. GENERAL: Vessels to fly signal letters when manoeuvring in port and special Brazilian Customs flag after reception. Charts: Brazilian Charts No. 1501, 1511 and 1512; B.A. Chart No. 541 and U.S. Charts No. 24161 and 24162. DEVELOPMENTS: Caju Quay is being widened and dredged to 12 m. to provide 2 Roll-on/Roll-off berths, 1 sulphur and salt berth, and 1 heavy lift general cargo berth.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL SHIPMASTER’S REPORT: 1980. Clearance: Clearance of vessels undertaken at quarantine anchorage and alongside. Identification Cards: Identification Cards required for foreign crews but no picture necessary. Cards must be shown when leaving and entering the dock. Visitors: No unauthorised persons are allowed on board. If unauthorised persons found on board, heavy fines are imposed. Entering and Leaving: When entering and leaving at night, the full name of the vessel has to be flashed on the Aldis Lamp to the naval signal station. No VHF communications available. Ratguards: Should be in place when alongside. Flags: At all ports in Brazil the Authorities are very strict about flying of flags (no tangles). The ‘‘G’’ flag and ‘‘H’’ flag should be flown when Pilot required or on board. REPORT: 1998. New Container Terminal ‘‘Tecon 2’’, operated by Multiterminais, covers 300,000 sq.m., more than 50,000 sq.m. of warehousing and paved area. The Terminal will feature 2␺250 m. berths, depth alongside 12.0 m. Each berth served by 2 ship/shore gantry cranes. First berth in operation May 1998. AUTHORITY: Cia Docas do Rio de Janeiro – CDRJ, Av. Rodrigues Alves 20, Rio de Janeiro, R.J., Brazil. Tel: ␣55 (21) 263-1518. FAX: ␣55 (21) 263-2033. Contact: Mauro O. Campos, President.

(B) TANKER: All information refers to the ‘‘Petrobras Terminal – DTSE-GEGUA’’ unless otherwise stated. LOCATION: DTSE-GEGUA is an oil terminal consisting of 5 different mooring sites all of them located inside Guanabara Bay. These 5 mooring sites are linked to Ilha d’Agua and then to the mainland (Duque de Caxias Refinery-Reduc) by submarine pipelines. South Dock-Island (main) Lat. 22␥ 49.2' S. East Berth (PP1) or Long. 43␥ 09.2' W. West Berth (PP2) North Dock-Island (secondary) Lat. 22␥ 38.3' S. East Berth (PS1) or Long. 43␥ 09' W. West Berth (PS2) Ilha Redonda Pier Lat. 22␥ 48.1' S. West Berth (IR) Long. 43␥ 07.2' W. IMPORTANT FEATURES: 1. Five mooring berths, in the vicinities of Ilha do Govenador (the largest of Guanabara Bay), are available for loading and discharging of crude oil, derivatives and LPG. 2. Pilotage is compulsory for any shifting inside the bay. 3. Safety Rules are strictly enforced. 4. Display of quarantine signal – ‘‘Quebec’’ flag – must be maintained until Free Pratique is granted. 5. Neither in port or in Brazilian coastal waters may dirty ballast be pumped overboard. 6. Emergency signal consists of a series of short blasts followed by a long one on the ship’s whistle or siren. 7. Tankers up to 135,000 d.w.t. operate at the terminal. Draft is 15.85 m. (52 ft.) or below at LW. Remarks: Non-compliance of item 7 above stated will result in rejection of the ship as being unsuitable for this terminal. DOCUMENTS: Immigration and Maritime Police: The following documents have to be submitted to the boarding Maritime Police Officials: 1 Crew List. 1 General List. 3 Passengers Lists. 3 Passengers-In-Transit Lists. Health: The following documents have to be submitted to the boarding Health Officials: 1 Vaccination List. 1 Certificate of Derat Exemption. 1 Maritime Health Declaration. 1 List of Drugs and Narcotics. 1 Passengers-in-Transit List. 1 Passenger List. Customs: The following documents have to be submitted to the boarding Custom Officials: 3 Crew Lists. 3 Spare Parts Lists. 3 Stores Lists. 3 Provisions Lists. 3 Drugs and Narcotics Lists. (if not included in the Stores List). 1 Cargo Manifest. 1 Bills of Lading. 2 Passengers Lists. 2 Passengers-In-Transit Lists. 3 Crew Personal Effects Lists. 3 Passengers Personal Effects Lists. Note: Supplies, stores, cigarettes, cigars, tobacco, alcoholic beverages, arms, ammunitions, souvenirs, playing cards, drugs and narcotics, medicines (not in use) etc., must be kept under lock and key; the doors of the storage rooms will be sealed by the Customs Officials and the seal must be kept unbroken throughout the vessel’s stay in port. Any goods or personal effects omitted from the lists may be confiscated. Extracts of Sea Protest drawn out from the Log Book must be submitted to the boarding Customs Officials in case of accident which has caused damage or loss of cargo or part of it.

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Ship’s Agent: The ship’s Agent will need the following documents: 3 Passengers Lists. 3 Passengers-In-Transit Lists. 3 Crew Lists. The Agent will take care of necessary steps in order to grant the Disembarkation Cards. Leaving Clearance: Masters must appoint their ship’s Agent at Rio de Janeiro and have their International Safety Certificates in force. It is also necessary for vessels Leaving Clearance: Leaving Permit from Customs. Leaving Permit from the Captain of the Port. Leaving Permit from the Maritime Police. Leaving Permit from Brazil Mail (Passe de E.C.T.). General: The Customs flag (blue with a white star) must be flown from the vessel’s mast or yard throughout the vessel’s stay in port. Special licence from the Captain of the Port must be granted for passengers bound for foreign countries and so their names must be given and their passports must be delivered to Agents at least 48 hours before they apply for the vessel’s leaving permit. The number of disembarking passengers must be radioed to Agents at least 24 hours before the vessel’s expected time of arrival. APPROACHES: The safe access to the Terminal is made through a main (deep but narrow) channel swept to 17 m. (55 ft. 9 in.) that begins between the Island of Cotunduba and the Point of Leme. It extends as far as the East neighbourhood of the South Dock-Island East Berth. As long as the ship does not exceed 11.3 m. (37 ft.) draft, the access can also be undertaken through the North – South axis passing by Ilha Cotunduba and the bar’s entrance (secondary entry, larger but shallower). A long bridge (Rio-Niteroi), linking Ponta do Caju (West) to Ilha do Mocangue Grande (East) it crosses the swept channel. Three navigable spaces: – the central one 270 m. (886 ft.) wide; 63 m. (206 ft.) high at MLWS, the side ones with 170 m. (557 ft.) in width – will maintain the safe access for ships. A shoal (reef) in 11.5 m. (38 ft.) deep lies about 0.3 m. E.N.E. of Lage Is. just after the bar’s narrow entrance (between Sao Joao and Santa Cruz Points). A wreck marked by a green buoy (CS) lies sunk nearly 1.3 miles Eastward of Cotunduba Island. When approaching the coast of Guanabara Bay entrance, vessels should keep a particularly sharp lookout for fishing boats and small craft. PILOTAGE: Pilotage is compulsory after the ship’s Free Pratique has been granted. Request for pilotage service may be made either to the Harbour Pilot’s Working Co-operative (Pilot Station VHF Radiotelephone – Channels 16 and 12. Listening period from 0600 to 1800 hrs. local time) or, through ship’s Agent, 24 hours beforehand. For ships of any tonnage and draft of more than 37 ft. (11.30 m.) coming from South, pilot position is at Lat. 23␥ 00' 00" S., Long. 43␥ 08' 48" W. Coming from the North, the pilot position is Lat. 23␥ 00' 00" S., Long. 43␥ 06' 12" W. For tankers less than 11.30 m. (37 ft.) draft, Pilot embarks beyond Sta. Cruz Point on the Villegagnon Lighthouse and Boa Viagem Island alignment. A pilot ladder must be safely rigged for immediate use and be long enough to reach the Pilot’s launch. At night adequate lighting must be rigged so as to enable the Pilot to approach and board the vessel. In addition, a boat rope should be led along the side, from well forward. A lifebuoy with 27 m. (15 fathoms) of rope must be conveniently placed in the vicinity of gangway for use in emergency. Vessels should always make a lee. Tankers of 40,000 d.w.t. or over are requested to have a pilot ladder (preferably with a centre gripping line) rigged alongside the accommodation ladder in order that the Pilot may transfer to it after about 2 m. to 3 m. (6 ft. to 10 ft.). ANCHORAGES: Vessels should anchor N.E. of Ilha Fiscal for port authorities clearance (Lat. 22␥ 53' S., Long. 43␥ 09' W.). After Pratique has been granted they should change anchorage site while awaiting for a berth alongside. Vessels should anchor clear of the 17 m. (56 ft.) swept channel. They must take care to avoid dropping their anchors on the route of submarine cable near to a line joining the islands of Villegagnon and Boa Viagem. For further information refer to Brazilian Charts No. 1501, 1511 and 1512 (DHN-Navy Hydrographic Office). Prohibited Anchorage: Under no circumstances should ships drop anchor Westwards and between South and North platforms due to the existence of submarine pipe-lines connecting Ilha D’agua to the platforms and to Ilha Redonda. Ships are also prohibited from anchoring in the fairway of the ferry boats plying between Rio and Niteroi. Also see ‘‘Pilotage’’. READINESS: The time of readiness, according to the contract, is usually considered the time the vessel reaches the anchorage area beyond the Rio-Niteroi Bridge or the time the vessel berths at the pier, as soon as the mooring work is finished. Notice of Readiness will be accepted at the time the tanker is in all respects ready to operate. RESTRICTIONS: Ships usually moor and unmoor at any hour except when an unexpected event arises, such as breakdowns, gales, heavy squalls, etc. See ‘‘Pilotage’’. Tides: Tide and Tidal Currents: The mean tide level at Rio de Janeiro is 0.69 m. (2.2 ft.), Spring range 1.38 m. (4.5 ft.). The usual rate of the tide is about 0.7 knots; Springs run at 1.5 knots. The ebb runs much longer than the flood, especially after heavy rains. MAX. SIZE: Tankers up to 135,000 d.w.t. will operate in the terminal. Draft is 15.85 m. (52 ft.) at low water. Berthing capacity is limited by structural resistance of installation, actual depth of the swept channel and weather conditions. South Dock Island (Main): East Berth (PP1) – Tankers up to 135,000 d.w.t. drawing up to 15.85 m. (52 ft.) draft can moor and unmoor at any time.

We welcome all advice, updates and additions to this information.

BRAZIL Structural resistance of pier was designed to handle tankers up to 105,000 d.w.t. but under special conditions this limit can be extended to 135,000 d.w.t. West Berth (PP-2): (a) During the daylight hours, berth can receive tankers up to 135,000 d.w.t. drawing up to 12.00 m. (39.37 ft.) at low water. Berthing is starboard side alongside. (b) Tankers up to 90,000 d.w.t. will be unberthed at any time during the day or night. Max. draft 12.80 m. (42 ft.) at low water. (c) Tankers up to 35,000 d.w.t., drawing 11.00 m. (36.08 ft.) maximum, will be berthed or unberthed during the night or the daytime, arriving or sailing from North or South of the pier. (d) Tankers up to 35,000 d.w.t. with draft from 11.00 m. (36.08 ft.) up to 13.00 m. (42.65 ft.) will be berthed starboard side alongside during ebb tide. Note: After sunset, the unberthing for sailing is limited to 11.30 m. (36.08 ft.) maximum draft for both berths, and is the access channel limitation. Shifting ship from East to West Berth only by daylight, draft 12.8 m. (42 ft.), fair weather and wind speed up to 2 Beaufort. North Dock-Island (Secondary): East Berth (PS1) – Tankers up to 35,000 d.w.t. can moor either by day or night. At low tide, the maximum draft permitted is 10.4 m. (34 ft.). West Berth (PS-2): (a) Same as PS-1, can receive tankers up to 35,000 d.w.t., but limited to 8.50 m. (27.87 ft.) draft. (b) Tankers up to 10,500 d.w.t. and 8.50 m. maximum draft will be manoeuvred at any time of the day or night. Ilha Redonda Pier (IR): Pier suitable to receive tankers with refrigerated LPG, semi-refrigerated and pressurised plants. (a) Pier can receive tankers up to 18,000 d.w.t. drawing 8.50 m. (27.89 ft.) maximum draft and 200 m. (656 ft.) LOA. (b) Tankers up to 6,000 d.w.t. with 6.50 m. (21.33 ft.) maximum draft can unberth at night-time if it is moored port side alongside. (c) Tankers of more than 190 m. (623.37 ft.) LOA shall berth during daylight hours only. HEALTH: Free Pratique: Vessels must anchor N.E. from Ilha Fiscal for Port Authorities clearance. After Free Pratique is granted vessels must change anchorage for waiting. Free Pratique must be requested 24 hours prior to arrival via the ship’s Agent. Vessels must remain at anchorage clear of the 17 m. (56 ft.) swept channel, and take good care not to drop anchor in the vicinity of the submarine cables along a line joining Pta. do Calabouco and Pta. Gragdata. RADIO: Arrival Advice: Vessels chartered to Petrobras bound for Rio de Janeiro or vessels coming to operate in one of the three DTSE/GEGUA Terminals, shall advise ETA 72 hours, 48 hours and 24 hours before arrival, directly to ship’s Agent via telex or fax. Ship and Cargo Information List: The ship must send to the Terminal GEGUA/ATPORT through the Agent 24 hours in advance of arrival, via telex or fax, the following information: (a) Ship’s name. (b) Flag. (c) Master’s name. (d) LOA. (e) D.w.t. (f) Beam. (g) Depth. (h) If vessel has IGS and if operational. (i) Cargo on board, quantity and grade. (j) Time requested and maximum rate for unloading. (k) Cargo required and maximum rate for loading. (l) Ballast or slops grade and quantity. (m) Time for pumping ballast or slops. (n) Loading/unloading can be concurrent with ballast/deballast. (o) Arrival and sailing drafts, in metres. (p) Bunker type and quantity requested. (q) Fresh water quantity requested. VHF: The terminal radio and communication centre is located in the Oil Handling Control Room situated at Ilha D’agua. There is a R/T set operating 24 hours a day, on Channel 16 (Delta) and manned by terminal operators. It is strictly prohibited to use vessel’s wireless transmitters in the port of Rio de Janeiro. Non-compliance with this regulation may result in a fine being imposed on vessel by the authorities. Transmitters: Radar and radio transmitting aerials must be switched off and grounded when ships are at berth. VHF communications with terminal and stand-by tug are permitted. TUGS: Tugboat assistance is rendered by 2 Petrobras tugs. Private tugboats are also available. While rendering such assistance tugs act under the orders of the Harbour Pilot. All manoeuvring orders will normally be given by VHF telephone on Channel 13 (Alpha). However they usually keep watch on Channel 16. The tugs are usually stationed either at the terminal dolphin or ‘‘L’’ pier on Ilha D’agua and also in the Port of Rio de Janeiro. The Pilot in consultation with the Master, will decide the number of tugs required for each berthing or unberthing operation. Safety of the Terminal installations demands, at least, two tugboats, even for bow thruster equipped ships. In any case, all recommendations of Port Authorities must be followed. BERTHING: Petrobras: DTSE-GEGUA is an oil terminal consisting of five distinguished mooring sites located on different places inside the Guanabara Bay. All these mooring sites are linked to Ilha D’agua and then to the mainland (Duque de Caxias Refinery – REDUC) by submarine pipelines. Three of them are dock-islands, i.e. island-type offshore platforms lying

near to the Eastern edge (about half mile away) of Ilha D’agua (where storage tanks, operation controlling room and part of the administrative staff are placed). Two of these dock-islands are squared platforms (South and North) with two berths each (East and West). The South one is designed for larger tankers consisting of two mooring and two breasting dolphins on each side of the platform. It is normally used for the discharge of crude oil. The North Dock-Island (smaller) has only two mooring dolphins on each side. Two berths (East and West) are also available. It is generally used for handling derivatives. Besides these mooring berths, there is a berth located on Ilha Redonda (approx. 2 miles E.N.E. of Ilha D’agua). This installation comprises one single berth (West), head of a small pier. It handles LPG only. Four spherical storage tanks (7,000 tons) and 3 cylindrical (refrigerated) storage tanks (20,000 tons) can easily be seen from incoming vessels. Recommended Mooring: Vessels, which moor at the berths of Petrobras Terminal DTSE/GEGUA, should adopt and follow the underlined standards for mooring, even though the adequate ship mooring is the Master’s responsibility, also the interest of the Terminal to ensure that tankers are safety moored. Main Pier: Tankers more than 60,000 d.w.t.: Forward: 4 head lines, 2 springs and 3 breast lines. Aft: 4 stern lines, 2 springs and 3 breast lines. Tankers less than 60,000 d.w.t.: Forward: 3 head lines, 3 breast lines and 2 spring lines. Aft: 3 stern lines, 3 breast lines and 2 spring lines. Secondary Pier: Tankers up to 35,000 d.w.t. are recommended to use the following moorings: Outer and inner berths: Forward: 3 head lines, 2 breast lines and 2 spring lines. Aft: 3 stern lines, 2 breast lines and a spring line. Ilha Redonda Pier: Forward: 3 head lines, 1 breast line and 2 spring lines. Aft: 3 stern lines, 1 breast line and 2 spring lines. In special cases, when ship length is more than 200 m., it is recommended to double the breast line. Standards: (a) The ropes used in same direction should always be of same type, same standard and same material. (b) If tails are used on wire ropes, the tails must be same size, same standard and same material. (c) Moorings must be arranged symmetrically with regards to amidships. Other Terminals: Manguinhos Terminal: – Operators: Refineria de Petroleo de Manguinhos. At Manguinhos terminal a draft of 36 ft. is permissible. Conventional buoy berth in which two ship’s anchors and four buoys are used, one on starboard forward of the bow and three buoys aft. Two ship’s lines run to each buoy. The terminal is situated in the inner harbour of Rio de Janeiro and close to the quays. Three 8 in. hoses from an underwater pipe-line are connected to the ship’s manifold. Maximum back pressure is 100 p.s.i., at the ship’s rail. Discharge rate is about 1,000 t.p.h. Care is to be taken that the vessel shall not exceed a draft of 40 ft. during discharge. Bunkering is permitted when discharging cargo. Riberia Terminal – depth alongside 30 ft. Shell Terminal – ’’ ’’ 31 ft. Texaco Terminal – ’’ ’’ 29 ft. CARGO INFORMATION: Terminal Facilities: Lines Dia. (in.) South Dock-Island (PP): Loading/Discharging. Diesel Oil/Kero 1 12 Gasoline 1 12 1 26 Fuel Oil (HPP, LPP) 2 12/16 Water 1 6 LPP Crude Oil 1 32 1 26 Ballast/Slops 1 16 Naphtha 2 12/14 North Dock Island (PS): Loading/Discharging. Diesel Oil/Qav 1 12 Gasoline/Alcohol 1 12 Fuel Oil (HPP/LPP) 1 14/16 Water 1 4 Ballast/Slops 2 10/16 HPP Crude Oil 1 26 Naphtha 2 12/14 Ilha Redonda Pier (IR): Loading/Discharging. LPG Propane 1 12 1 8 Butadieno 1 12 Grades

No.

Rate (cu.m.)

Hoses/Arms No. Dia. (in.)

Max. Pressures (p.s.i.)

1,100 1,100 1,100 1,300 50 2,640 1,530 1,000 1,200

2 2 2 2 1 3 3 2 2

8 8 8 8 & 12 2.5 8 & 12 8 & 12 8 & 12 8

243 243 243 243 150 78 78 250 243

1,100 700 1,300 50 1,000 1,530 1,200

2 2 2 1 2 1 2

8 8 8 & 12 2.5 8 & 12 12 8

243 243 243 150 150/243 78 243

800* 300** 200***

1 1 1

10 10 10

260 260 260

* Refrigerated. **Pressurised. *** Semi-refrigerated. MEDICAL: Medical treatment and/or hospitalisation, if required, is provided in local clinics. Dentists are also available. For emergency cases (serious illness or injury) first aid may be requested by the Master via VHF or internal telephone. CARGO OPERATIONS: Before any loading commences, the Officer on watch may be invited to be present at the sample taking from the shore pipe-line that will be used for the oil handling. Likewise, after the first 150 cu.m. have been loaded (about 20 minutes) a new sample will be taken. From such a sample the ship will receive 2 sealed and tagged bottles containing the cargo. At the beginning of diesel and kerosene loadings the vessel should concentrate the product in a single tank. As soon as the innage reaches 0.70 m. high, then other tank valves may be switched. From that part of the cargo a sample is obtained and tested in the laboratory, if the results stand between acceptable stated specification limits, loading will

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BRAZIL go on without any drawbacks. During the loading of this first tank, the ship is requested to flush her pipes with the same grade being handled. Discharge of high pour point (HPP) oils will be regarded separately (as far as minimum pumping temperatures are concerned) in conformity with oil and ship characteristics. A time sheet form will be given to the ship’s Master upon arrival. The form is regarded as a receipt for information on operational procedures, oil to be loaded, etc. Hose Connection: Pier crews are on duty continuously to handle oil hoses/arms and mooring lines. Mooring lines on board vessel will not be handled by Petrobras personnel. Permitted Freeboard: Vessels are advised not to exceed the safety arm load limits, this should keep the freeboard such that the arms do not suffer any damage. The maximum height when moored is: Main Pier – 15.60 m. (51.16 ft.) at the ebb tide. Secondary Pier – 14.0 m. (45.92 ft.) at the ebb tide. Ilha Redonda Pier – the maximum height is 19.0 m. (62.32 ft.). Manifolds Watchman: One ship’s accredited crew member must at all times be near the manifold of the side that is operating, to ensure permanent communication with the Terminal operations. BALLAST: All ballast should be pumped to the terminal slop tanks. Under no circumstances should it be pumped into the sea even if the ballast is said to be clean. As soon as the ship is moored, the Terminal Representative must be told of the quantity of ballast on board and the estimated time to pump it out. Right after discharging a sludge ballast of high pour point (HPP) oil, tankers are asked to flush the line with water from the main suction inlets. The Terminal Representative must be notified 30 minutes before the ship will be out of ballast. There are two sludge tanks with a total capacity of about 17,000 cu.m. The terminal is particularly interested in having vessels complete the deballasting operation promptly after berthing in order to minimise time at berth. Simultaneous loading and deballasting is encouraged on properly equipped vessels. FRESH WATER: Facilities may be arranged to supply water in North and South platforms only. Water supplying barges are also available. FUEL: The Terminal can supply any type of bunkers such as Bunker C, MGO, MDO and MF, with different viscosities at international prices. The request should be sent 72 hours before ship’s arrival, to PETROBRAS-Supply Area – Marketing and Commercialisation/Bunker and Aviation Fuel Manager through the Agent. Telegraphic address: Petrobunker. Tel/Fax: 021-2628134. The supply rates are about 200 t.p.h. for fuel oil, 180 t.p.h. for diesel oil and 200 t.p.h. for intermediates. Orders for bunkers should be placed, a minimum of 48 hrs. in advance, to: Marine Fuel Division, Commercial Department. Telegraphic Address: Petrobrasecope. Telex number: 031422 or 031423. Rio de Janeiro – Brazil. Lubricating Oil: Marine lubricant orders should be placed a minimum of 3 days in advance for foreign vessels and 5 days in advance for national vessels, to: Fax: (021) 5694223 or Tel: (021) 5662523, (021) 5694286. Note: Requests via Agent to be made 3 days before arrival. REPAIRS: Repairs of all kinds can be effected in Rio de Janeiro. There are floating cranes with a capacity of 100 tons. Divers service may be obtained. Repair and maintenance services for radar, radio, satellite navigator, gyro compass, echo-sounder, etc., are available. The repair man should be contacted through ship’s Agent. DRY DOCKS: Dry Docks to hold ships up to 33,000 d.w.t. are available. SURVEYORS: Lloyd’s Register of Shipping, DV Norske Veritas, American Bureau of Shipping and Bureau Veritas have representatives in Rio de Janeiro. Advance notice should be given in order to arrange for an appointment. Cargo Inspectors: E.W. Saybolt & Co., Rua Bras Cubas, 3 11.100 – Santos – SP. Tel: 4-6638. SGS do Brasil S.A., Av. Pres. Vargas 446, 13␥ Andar, 20.071 – Rio de Janeiro – RJ. Tel: 223-1252. Telex: (021) 23.588. GANGWAY/DECK WATCHMEN: Port watchmen are compulsory on all vessels coming from overseas throughout the vessel’s stay in port. Gangways should be raised when not in use when alongside and when at the anchorage. PIRACY: Two crew members were killed when a vessel was raided in February 1992. The vessel was at anchor near the Petrobras Terminal. The pirates were armed with machine guns and pistols. TIME: GMT minus 3 hours. GMT minus 2 hours in Summer (October to February). SERVICES: Compass adjustment or radio direction finder calibration can be effected by competent hydrographers and Extra-Masters. Contact Agents or Pilot’s station. SHORE LEAVE: Ship’s Crew is not permitted ashore for any purpose whatsoever until Pratique has been granted. Luggage and packages are subject to Customs Official and/or Terminal Watcher’s inspection. As a rule shore leave is permitted with the above stated restrictions. Vessels are not permitted to sail unless all crew members are aboard. In case of Seaman left ashore for any reason whatsoever all expenses are for ship’s account. GARBAGE DISPOSAL: Daily collection service by barge. Garbage service: Equiport, Tel: 296-4442. WASTE OIL DISPOSAL: Waste oil disposal is available at Berths PP-1, PP-2, PS-1 and PS-2. Capacity 17,000 cu.m. Vessels can also deballast at anchorage by barge. SEAMAN’S CLUBS: The Seaman’s Club provides many services. Tel: 233-9691 (24 hours). GENERAL: National Flag: The Brazilian flag must be flown daily from 0800 hrs. until sunset and when arriving and leaving port. Turnround: To promote the economical operation of their vessel, Masters are requested to co-operate with Terminal Representatives in minimising their in-port time. Vessels requiring excessive time to complete operations will be given Letters of Defficiency (Protest).

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Gangway: All vessels using the port of Rio de Janeiro must provide a safe gangway. The use of rung ladders (sea ladders) is contrary to Port Regulations and Port Authorities will not board except by means of a safe gangway or accommodation ladder. A lifebuoy with 27 m. (15 fathoms) of rope must be conveniently placed in the vicinity of the gangway for use in emergency. It will be the responsibility of ship to provide and maintain this equipment. At night, the gangway must be adequately lit. In addition, a boat rope should be led along the side, from well forward. A special safe gangway will be provided in the South and North Dock-Islands. Stores: Provisions and stores are available. Requisitions should be conducted through the Agents. Ship chandlers are normally permitted to visit ships when specifically instructed by Agent. Launches: Launch service for the transportation of personnel ashore must be arranged through ship’s Agents. Laundry: Laundry service is available each working day. Such service should be requested in the vessel’s ETA message to Agents. Photographing: The taking of photographs within the boundary of the terminal premises is prohibited. Ratguards: Ratguards must be fitted to all mooring lines. Sea Pollution: Brazilian law is very strict in regard to the pollution of harbour and coastal waters. Vessels should not discharge dirty ballast, ashes, refuse, etc., into the water. Heavy fines are imposed for violations. All overboard discharge valves from cargo tanks and bilges are to be conducted with the greatest care and vigilance in order that errors or delays in handling cargo valves may not result in overflows. All deck scuppers should be plugged to avoid harbour contamination should an oil spill occur. Similarly, any hull leakages will be subject to equal restrictions. To offenders, fines will be charged (besides resulting delay) according to ship’s tonnage, i.e. 2% of the largest country’s minimum wage per each ship’s (gross) ton. Emergency Towing Wires: Two towing wire ropes (fore and aft) should be hung overboard to the water’s edge in such way that tugs can easily make fast if an emergency situation arises. Cleaning: Several contractors in the area provide labour for tank cleaning and mopping. Masters having need of this service should submit their requirements to ship’s Agent who will contact and request a contractor to go on board to discuss details and estimate cost of work to be effected. It must be pointed out that the Master of the vessel is solely responsible for the fitness of the ship’s tanks for loading his next cargo, and will therefore be held liable for any contaminations of the cargo after loading, due to inadequate tank cleaning. Therefore it is up to him to decide the degree of tank cleaning necessary. He may, of course, seek advice from petroleum inspectors in this respect, whenever there is any doubt. Charts: Brazilian No. 1501, 1506, 1511 and 1512. U.S. No. 24161 and 24162; British Admiralty No. 541. Customs Watches: Sometimes while vessel is in port, Brazilian Customs Officials are assigned on board to ensure compliance with Customs Regulations. Meals must be supplied to these Officials during regular meal hours. Important Telephone Number (PABX): Terminal’s Executive Assistant, Operation Manager, Operation Supervisor, Marine Section, Safety Section and Medical Section 396-1515 (24 hours) DEVELOPMENTS: A new berth is being built on Pombeba Island and dredged to 12 m. This is intended to relieve Ilha de Braes Port. SHIPMASTER’S REPORT: July 1998. Vessel: Chemical tanker, 40,700 d.w.t. Berth: South Dock, West Berth. Tugs: 2 tugs were used for berthing, pushing on the port side main deck. For unberthing, one tug was used making fast to the port side focsle. Berthing: Our vessel berthed starboard side alongside. The berth consists of a manifold platform with 3 dolphins either side of the platform. The mooring lines tie-up was 4-3-2 fore and aft. When berthed, the ship’s heading was due North (See ‘‘Plan’’). Drafts: Vessel’s max. arrival draft was 39 ft. Gangway: Shore gangway was landed on the ship aft of the ship’s midships manifold. AUTHORITY: Petroleo Brasileiro S.A. – Petrobras, Avenida Republica do Chile, 65 – 20 Andar, Rio de Janeiro, CEP 20.035, Brazil. Contact: Divisao de Operacoes (Operations Division). Terminal: Petroleo Brasileiro S.A. – Petrobras, Rua Chapot Prevost 200, Ilha do Governador, Rio de Janeiro, Brazil, CEP 21910-030. Tel: ␣55 (21) 534-6971, 6910, 6917. FAX: ␣55 (21) 534-6913. Contact: The Manager. AGENT: See ‘‘Part (A)’’.

RIO GRANDE: 32.03 S. 52.05 W.

(See Plan)

(A) RIO GRANDE (B) PETROBRAS TERMINAL (A) RIO GRANDE: DOCUMENTS: See ‘‘General’’ before first port. Shipmaster’s Report: 1980. Also required: 2 Arms and Ammunition Lists, 1 Narcotics List, 1 List of Loading Ports of the Last Voyage with dates of arrival and departure. PILOTAGE: Compulsory for all vessels entering the Bar or requiring any shifting in the port area. Also compulsory for foreign fishing boats. The Pilot’s boarding area outside the Bar is the circular area with one mile radius which centre is the Buoy No. 1 of the Approach Channel. Requests for a Pilot to be made by Agent, normally 4 hours in advance. Vessels can contact Pilots by VHF Channel 16. The Pilot’s boat is easily identified as it is painted red and is well distinguished from the various boats used in the port.

We welcome all advice, updates and additions to this information.

BRAZIL Priority to enter the Bar: Priority to enter the Bar is established by the anchoring time or arrival time at the outer anchorage or the Pilot’s boarding area and vessels should, when anchoring, inform the Port Captaincy, the name of the vessel, port of registry, port of origin and date-hour of arrival. When berth is not available and all the inner anchorage areas are occupied, vessels arriving at the Port of Rio Grande should stay outside the Bar. Pilots: Associacao de Praticagem de Barra Estado R.S., Rua Carlos Gomes No. 742. Tel: (0532) 32-4233, 32-4740. ANCHORAGES: The official anchorage for vessels arriving at Rio Grande or that have to wait outside the Bar is the circular area within one mile radius, of centre Lat. 32␥ 12' S., Long. 52␥ 02' W. In order to increase the safety to navigation on the inner part of the channel, the Port of Rio Grande is divided into six areas as follows: PERMITTED ANCHORAGE AREAS: Area Alfa: Available for anchoring of up to maximum four vessels of 200 m. LOA, outside the channel. Vessels over 200 m. LOA have to wait outside the Bar to await berth. In special conditions the Harbour Master may grant permission for those vessels to anchor at that area, to load or discharge, using one floating elevator and one barge. The area ALFA is limited by the following points: A1 Lat. 32␥ 10' 00" S., Long. 52␥ 05' 27" W. A2 Lat. 32␥ 10' 00" S., Long. 52␥ 05' 03" W. A3 Lat. 32␥ 08' 00" S., Long. 52␥ 05' 48" W. A4 Lat. 32␥ 08' 00" S., Long. 52␥ 06' 06" W. A5 Lat. 32␥ 08' 24" S., Long. 52␥ 06' 06" W. Area Charlie: Available for the anchoring of a maximum of two vessels of up to 180 m. LOA, to load or discharge, using one non-self-propelled floating elevator, or two floating elevators of which one has to be necessarily self-propelled. The area CHARLIE is limited by the following points: C1 Lat. 32␥ 05' 10" S., Long. 52␥ 05' 30" W. C2 Lat. 32␥ 05' 00' S., Long. 52␥ 05' 48" W. C3 Lat. 32␥ 05' 18" S., Long. 52␥ 05' 33" W. C4 Lat. 32␥ 05' 18" S., Long. 52␥ 05' 50" W. C5 Lat. 32␥ 06' 00" S., Long. 52␥ 06' 06" W. C6 Lat. 32␥ 06' 00" S., Long. 52␥ 05' 45" W. Area Echo: Available for the anchoring of a maximum of 5 (five) liner vessels of up to 170 m. LOA. The area ECHO is limited by the following points: E1 Lat. 32␥ 04' 37" S., Long. 52␥ 05' 25" W. E2 Lat. 32␥ 04' 51" S., Long. 52␥ 05' 03" W. E3 Lat. 32␥ 04' 15" S., Long. 52␥ 04' 07" W. E4 Lat. 32␥ 04' 00" S., Long. 52␥ 04' 37" W. Area Golf: Available for the anchoring of vessels proceeding or coming from the Ports of Porto Alegre and Pelotas, inland vessels and vessels loading or discharging, using one non-self-propelled floating elevator, or two floating elevators of which one has to be necessarily self-propelled. The area GOLF is limited by the following points: G1 Lat. 32␥ 03' 27" S., Long. 52␥ 02' 30" W. G2 Lat. 32␥ 03' 36" S., Long. 52␥ 03' 13" W. G3 Lat. 32␥ 02' 21" S., Long. 52␥ 02' 24" W. G4 Lat. 32␥ 01' 51" S., Long. 52␥ 02' 24" W. G5 Lat. 32␥ 00' 48" S., Long. 52␥ 02' 40" W. G6 Lat. 32␥ 00' 48" S., Long. 52␥ 03' 06" W. G7 Lat. 32␥ 02' 32" S., Long. 52␥ 02' 52" W. G8 Lat. 32␥ 02' 45" S., Long. 52␥ 02' 57" W. PROHIBITED ANCHORAGE AREAS: There are three areas where vessels cannot anchor, two located in front of the Terminals of the Super Port and used for manoeuvring of the vessels berthing or unberthing on those Terminals, and the third located on the fork of the main channel of approach to the New Port and channel of approach to Pelotas and Porto Alegre. Area Bravo: Limited by the following points: B1 Lat. 32␥ 08' 00" S., Long. 52␥ 06' 06" W. B2 Lat. 32␥ 08' 00" S., Long. 52␥ 05' 45" W. B3 Lat. 32␥ 06' 00" S., Long. 52␥ 06' 06" W. B4 Lat. 32␥ 06' 00" S., Long. 52␥ 05' 45" W Area Delta: Limited by the following points: D1 Lat. 32␥ 05' 00" S., Long. 52␥ 05' 46" W. D2 Lat. 32␥ 05' 10" S., Long. 52␥ 05' 30" W. D3 Lat. 32␥ 04' 51" S., Long. 52␥ 05' 03" W. D4 Lat.: 32␥ 04' 37" S., Long. 52␥ 05' 25" W. Area Foxtrot: Limited by the following points: F1 Lat. 32␥ 04' 00" S., Long. 52␥ 04' 30" W. F2 Lat. 32␥ 04' 15" S., Long. 52␥ 04' 00" W. F3 Lat. 32␥ 03' 34" S., Long. 52␥ 03' 27" W. F4 Lat. 32␥ 03' 32" S., Long. 52␥ 03' 35" W. F5 Lat. 32␥ 03' 32" S., Long. 52␥ 03' 35" W. RESTRICTIONS: According to the Brazilian legislation it is prohibited to spill oil or throw overboard any refuse on to the Port waters. The vessels that wish to de-ballast of throw overboard residues resulting from the washing or sweeping of holds should do so outside the Bar, in the circular area of 10 miles radius, with centre at the point 32␥ 00' S. and 49␥ 00' W., maintaining a course of 090␥ and speed of 10 knots. The Port Captaincy will grant permission to vessels that need to leave the Port and cross the Bar to do these operations. Vessels with draft up to 29 ft. handled day and night. Vessels over 29 ft. in daylight only. Mooring/unmooring 24 hours a day. MAX. SIZE: The deepest allowable draft in the approach channel to the Port is 40 ft. up to Portobras Wheat and Soyabean Terminal (TTS); from there inwards there is a variable and progressive reduction to the depth along the remaining part of the channel, ending with a depth of 10 m. alongside the New Port. Bar Entrance: Max. draft 40 ft. (36 ft. 06 in. in 1984 due to heavy silting).

HEALTH: (a) Vessels arriving from a foreign port of call must receive a visit from Port Health Authority. Each passenger (whether to land or in-transit) and crew members must be in possession of valid international vaccination certificates. Also see ‘‘General’’ before the first port. (b) Maritime Health Declaration has to be made out and handed to the doctor at the time of visit. When all papers have been examined and found in order, the doctor will authorise lowering of the yellow flag and hand over Free Pratique. (c) In case of death, suspected disease, serious accident, etc., on board, before vessel arrives in port, Master should radio Agent giving full particulars so that necessary steps may be taken with Health/Police Authorities. VHF: See ‘‘Pilotage’’. TUGS: The Port of Rio Grande has 9 tugs (500 h.p. – 2,100 h.p.) used in the normal port operations and in refloating vessels. In order to discipline the requisition and employment, the tugs are grouped in accordance with their power: Small, Medium and Large. The tugs are normally requested by the Agents and placed at the disposal of the Pilot, who should use the tugs in accordance with the size and draft of the vessel, as follows: 1. For berthing/unberthing manoeuvres (vessels in d.w.t.): up to 2,500 – optional from 2,501 to 5,000 – 1 small tugboat from 5,001 to 10,000 – 1 small and 1 medium from 10,001 to 20,000 – 1 medium and 1 large more than 20,000 – 2 large tugboats 2. To turn vessels or to come in/go out stern first (vessels in d.w.t.): up to 2,500 – 2 small tugboats from 2,501 to 5,000 – 3 tugboats (1 medium and 2 small) from 5,001 to 10,000 – 3 tugboats (1 large and 2 small) BERTHING: Old Port: Used by fishing boats and tugs. New Port: 1,890 m. of continuous quay with 10 m. depth. 3 rows of sheds for general cargo, plus a series of terminals along its length, mechanically equipped to facilitate loading and unloading operations. Container Terminal: Max. draft 37 ft. – 40 ft. (depth 46 ft.). Length of berth 250 m. and 50 m. Terminal equipped with 2␺30 tons cranes, 4␺37 tons top loaders, 3␺15 tons frontal top loaders, 6 tractors and 15 lorries. Open storage area of 40,000 sq.m. which can accommodate 3,000 TEUs. General cargo vessels with draft over 29 ft. may use the terminal if container vessel not operating, but will have to vacate berth and return later if container vessel arrives. CARGO HANDLING FACILITIES: 32 Portal cranes on rails, capacity 3.2 tons – 40 tons. 2 Jib cranes, capacity 10 tons each. 2 Portainers, capacity 30 tons each. 1 Floating crane, capacity 100 tons. 70 Forklifts, capacity 2.5 tons – 15 tons. 4 Forklifts for containers, 3␺20 tons and 1␺37 tons capacity. 2 Floating elevators for transhipping, capacity 300 t.p.h. each. 1 Mobile crane, capacity 100 tons. 6 Tractors. 10 Trucks. 20 Trailers, capacity 10 tons – 50 tons. 8 Floating elevators with rates of 70 t.p.h. – 200 t.p.h. Self-propelled barges with capacity 1,500 tons – 2,000 tons. BULK CARGO FACILITIES: Cesa Silo: Terminal used for storage, loading and unloading of grain in bulk. Storage capacity of 50,000 tons. Equipped with two loading/unloading towers of the pneumatic suction type with loading rate of 300 t.p.h. (beans) and 150 t.p.h. (pellets) and a discharging rate of 150 t.p.h. (maize or wheat). Travel of conveyor 150 m. Air draft 20.0 m. Max. draft 29 ft. D3/D4 Terminal: It has a receiving grid used both for trucks and railroad wagons. Storage capacity of 56,000 tons (beans) or 39,000 tons (meal). It is mainly used for storage and loading of soyabeans, however, it can also be used for storage and loading of soyabean meal. Loading is done through a conveyor belt, 800 t.p.h. (beans) or 400 t.p.h. (meal). Travel of belt 215 m. Air draft 19.0 m. Max. draft 29 ft. Acos Finos Piratini: Terminal used for storage, loading and discharging of iron ore via conveyor belts. The discharging of vessels is performed at a rate of 600 – 800 t.p.h. and the loading of barges at a rate of 250 t.p.h. Storage capacity of 20,000 tons. Fertilizantes do Sul S/A-Fertisul: Receives raw material (liquid and solid) used for manufacture of fertilisers. To receive solid fertiliser the conveyor belt of Acos Finos Piratini’s installation is used, and, for liquid, there is a pipeline running from Fertisul’s tanks to the New Port’s Southernmost part. This pipeline is used for phosphoric and sulphuric acid, while ammonia is received through a pipeline running from the Bunker Pier to Fertisul’s special ammonia tank, located in the Super Port area. Discharging rate (approx.) as follows: Ammonia 400 t.p.h. Phosphoric acid 1,000 t.p.h. Sulphuric acid 600 t.p.h. Solids 400 t.p.h. Vegoil Terminal: Used for the receiving of, storage and loading of crude soyabean oil. Three tanks with storage capacity of 14,000 tons total. The oil is normally received from trucks or barges. Barges have a discharging rate of about 150/250 t.p.h. The loading is performed via a pipeline running from the tanks to the New Port (Bomba Geral area) with a loading rate of 300 t.p.h. Max. draft 29 ft.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL AGEF Grain Terminal: Storage of soyabean and soyabean meal. Belongs to the Federal Railroad Administration and is linked to the D3/D4 Terminal loading installations. Storage capacity of 24,000 tons (2 sheds). Max. draft 29 ft. Meat Reefer Warehouse: Has a total storage capacity of 8,200 tons. Barge Terminal: Basically it is an installation linked to Bianchini, SAMRIG, D3/D4 and AGEF Terminals, used for discharging of soyabean meal/soyabeans from barges. It uses cranes with grabs to discharge the barges. The cargo is transported by a conveyor belt to the Terminals. The New Port has along its extension several cranes varying from 3 tons to 12 tons, used for operations with general cargo and containers. Super Port: Port complex located at the 4th ‘‘Secao da Barra’’ on the West margin of the approach channel, with various terminals equipped with loading/discharging equipment conveniently suitable for the handling of bulk cargoes. Luchsinger Madorin Fertiliser Terminal: Located South of the bunker pier, has a T-shaped pier, 180 m. in length and max. draft of 36 ft. It has facilities for discharging sulphuric acid, phosphoric acid, liquid anhydrous ammonia and two conveyor belts for discharging of raw material used in the manufacturing of fertiliser. The storage capacity of solid fertiliser is of 100,000 tons. On the inside part of the pier there are loading facilities for barges with a loading rate of 300 t.p.h. Discharging rates are as follows: Liquid Ammonia 544 t.p.h. Sulphuric acid 500 t.p.h. Phosphoric acid 1,200 t.p.h. Solid fertiliser 500 t.p.h. Wheat and Soyabean Terminal: It is located South of Luchsinger Terminal with a solid pier 413 m. in length and draft of 40 ft., allowing for the berthing of vessels up to 80,000 d.w.t. Loading rate of about 1,200 t.p.h. (beans) and 800 t.p.h. (meal) and storage capacity of 400,000 tons. Can receive cargo simultaneously from trucks and railroad wagons, at a rate of 250 – 500 t.p.h. It is the biggest Grain Terminal in Latin America. Cotrijui Grain Terminal: Located South of the new Portobras’ Wheat & Soyabean Terminal, it has a ‘‘T’’-shaped pier of 265 m. length and max. draft of 40 ft. It can receive vessels up to 60,000 d.w.t. It has 8 sheds of 25,000 tons capacity each and two tanks for storage of soyabean oil with capacity of 5,000 tons each. 8 tubes with air draft 11.5 m. and 2 conveyor belts with air draft 15.0 m. Loading rate as follows: Soyabean 1,000 t.p.h. Wheat 1,000 t.p.h. Soyabean meal 400 t.p.h. Soyabean oil 400 t.p.h. Transhipment Dolphins: Located South of the Cotrijui Grain Terminal is used for transhipment of vessels over 200 m. LOA. Max. draft 37 ft. Incobrasa Grain Terminal: Location: Superport area; Draft: 38 ft. (density 1002); Airdraft: 22 m.; Quay: 412 m.; Restrictions: No LOA/beam restrictions; Storage capacity: One shed for 80,000 tonnes meal, 3 sheds for 82,000 tonnes of beans. Terminal has 3 tanks for vegoil, soya bean oil, able to store 14,000 tonnes; Load rates: Meals 600 tonnes/hr., direct from silos, 300 tonnes/hr. from barges through shore, beans 600 tonnes/hr., soya bean oil 270 tonnes/hr. Terminal equipped with 2 fixed loading towers, each with horizontal movable spouts with 180␥ of turn and 24 m. of outreach. Terminal able to operate upto Capesize vessels. Vegoil tanks connected to pier through one duct of 6 in. Fresh water can be supplied at a rate of 7 tonnes/hr. at a cost of U.S.$2.00/ton. Terminal equipped with 3 shore cranes with grabs in order to be able to deal with discharge of bulk imports/loading vessels with cargo coming upriver ex-barges (loading can be performed simultaneously from shore silos and from barges. Load rate the same as mentioned above, 600 tonnes/hr. due to restrictions of conveyor belt). Bianchini Grain Terminal: Location: Superport area; Draft: 38 ft. (density 1002); Airdraft: 22 m.; Quay: 274 m.; Restrictions: No LOA/beam restrictions; Storage capacity: Terminal has one shed located at new port area with total storage capacity of 50,000 tonnes, basis beans plus 2 sheds at crushing plant (Superport area) with total storage of 170,000 tonnes, basis beans. Terminal has 3 tanks for vegoil (soya bean oil) able to store 14,000 tonnes; Load rates: Beans 1,500 tonnes/hr., meals 800 tonnes/hr. Soya bean oil 300 tonnes/hr.; Terminal equipped with 3 fixed loading towers, each one with horizontal movable spouts with 180␥ of turn and 30 m. of outreach. Terminal able to operate up to Capesize vessels. Vegoil tanks connected to pier through one duct of 6 in. Meat Terminal: Located South of the Transhipment Dolphins, has a solid quay of 300 m. in length and draft of 37 ft. It has a reefer warehouse with 4 cold chambers with a total storage capacity of 10,000 tons. The pier has 2 gantry cranes for the loading/unloading of containers. STEVEDORES: Working Hours: Straight time, 0730-1130/1300-1700 (weekdays). During weekdays, labour for morning shift which commences at 0730 hrs., may be ordered up to 0715 hrs.; at 1245 hrs. extra gangs may, if necessary, be engaged for afternoon shift commencing at 1300 hrs. For night work, longshoremen (i.e. dock labourers distinct from stevedores) must be ordered before 1600 hrs.; stevedores, tally-clerks, etc., for night work may be engaged up to 1845 hrs. for shift that starts at 1900 hrs. Sunday/holiday work must be ordered previous day, up to 1600 hrs. MEDICAL: Two hospitals available which have adequate facilities to deal with a majority of cases. TANKERS: Bunker Pier: See Part (B). Copesul Terminal: Located North of the Petroleum Pier. Max. LOA 170 m. Max. draft 29 ft. Max. d.w.t. 32,000 tons. Storage capacity

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32,000 tonnes. Loading rate for propylene 95 cu.m.p.h. – 190 cu.m.p.h. Length of berth 44 m. Distance between dolphins 203 m. Also see ‘‘Bulk Cargo Facilities’’. DENSITY: New Port 1000; Anchorage and Super Port 1016. FRESH WATER: Along the New Port quay there are 28 connections for fresh water that is delivered at a rate of about 30 t.p.h. – 60 t.p.h., or less, depending on the number of vessels being supplied. Also available at the Wheat and Soyabean Terminals and the Liquid Bulk Terminal. The terminals in the Super Port area lack those facilities apart from the Bunker Pier which has 6 connections with a rate of 20 t.p.h. For ships anchored at the Inner Roads fresh water can be supplied by barges owned by the Port Administration, with capacities of 250 tonnes and 400 tonnes at a rate of 80 tonnes per hour. The barges require the assistance of tugs to tow them. FUEL: Can be supplied by truck (diesel), at the Bunker Pier (diesel and fuel) and ex-barges (diesel and fuel). Most commonly bunkers are supplied ex-barge. Suppliers are Petrobras, Shell, B.P., Exxon and Texaco. Stem has to be made previously abroad and price charged is the one in force on the day of delivery, 96 hours’ notice recommended. CONSULS: Denmark, Germany, Italy, Netherlands, Norway, Paraguay, Portugal, Spain, United Kingdom and Uruguay. REPAIRS: Two small repair shops equipped to carry out minor repairs. No dry docks. Radio, radar and gyro technicians available, but expensive. SURVEYORS: G.L. and N.V.; Lloyd’s and A.B.S. in Porto Alegre. GANGWAY/DECK WATCHMEN: Compulsory for all sea-going vessels to have a port gangway watchman, normally requested by the ship’s Agents, to the Watchman Syndicate. Apart from the gangway watchman, it is advisable to employ a crew member as deck watchman to look after the ship’s safety. OPENING/CLOSING HATCHES: Opening and closing of conventional hatches normally done by stevedores, without any extra cost, advisable, however, for steel hatches to be handled by crew. CUSTOMS ALLOWANCES: Each crew member allowed one carton of cigarettes (or the equivalent in pipe tobacco) and one bottle of spirits, per week. Ships that remain in port over a week may request customs, through their Agent, to open bond for another weekly issue. REPATRIATION: Possible. AIRPORT: Rio Grande Airport is 6 km. from downtown. There are 2 daily regular flights to Porto Alegre, and domestic and international flights from Porto Alegre Airport. TIME: GMT minus 3 hours. Summer-time GMT minus 2 hours from October to February. HOLIDAYS: National: 1st January*, 21st April, 1st May*, 7th September, 12th October, 2nd November (All Souls’ Day), 15th November (Republic Day), 25th December*. Municipal: 2nd February, 29th June. Movable Feasts: Carnival (Monday and Tuesday), Ash Wednesday and Passion Friday. Commemorative: 28th August (Bank Holiday), 28th October (Civil Servants’ Day); 30th October (Commercial Employer’s Day) and 1st November (All Souls’ Day). *No labour available. POLICE/AMBULANCE/FIRE: Police 2.1695; Hospitals 2.3802; Ambulance 2.3801; Fire 2.1778. TELEPHONES: There are no facilities for placing telephones on board. IDENTIFICATION CARDS: Foreign crew members are not allowed to go ashore without presentation of identity card, on which there are personal details. These cards are provided by the Agent upon arrival. The identity card must be delivered on disembarkation to the Federal Police, who will return it to the crew member on re-embarkation. GARBAGE DISPOSAL: Authorities are very strict with regard to throwing garbage overboard. GENERAL: Light and Power: The supply to the New Port is done by the State Company of Electric Energy (CEEE) with 13.8 kV, 60 Hz. voltage that is lowered by 6 sub-stations along the quay, from 600 to 1,000 kVA to 380 to 220 V. Along the quay, every 25 m. there is a power plug to connect the power to the port cranes with 300 A. Those plugs can also connect the power to the vessels along the quay. Flags to be flown: (a) Brazilian flag at the top of the foremast. Do not allow it to get tangled. (b) Yellow flag (to be hoisted until the doctor’s clearance is given). Vessels arriving from a Brazilian port, with no disembarking passengers, must not hoist yellow flag unless there is sickness on board requiring presence of the Health Authorities. (c) Pilot flag. (d) Customs flag (to be hoisted after the vessel is cleared by Customs and flown during the vessel’s stay in port). REPORT: August 1985. Copesul Terminal: Copesul’s Terminal at Rio Grande is partially ready to operate with a total of 6 chemical products planned. Shore installations and jetty were inaugurated 11th August, 1985, by vessel 173 m. LOA, 25,000 d.w.t. Vessel loaded 2,000 tonnes Toluene and 2,000 tonnes Benzene. Jetty: 140 m. long, equipped with 2 mooring dolphins. Distance between dolphins 200 m. Capacity – 1 vessel max. 31,000 d.w.t. No air draft restrictions. Draft 29 ft. brackish water (intention is to bring draft up to 30 ft. brackish water). Vessels LOA – Harbour Master authorised berthing up to maximum 200 m. LOA, although this in reality is impracticable as distance between dolphins is 200 m. and there would be no lead on head/stern lines. Shore installations have a storage capacity of 32,000 cu.m. At present operating with following liquid products: 1. Xylene. 2. Toluene. 3. Propylene.

We welcome all advice, updates and additions to this information.

BRAZIL 4. Methanol. 5. Benzene. 6. Ethyl-Benzene. The jetty is connected with shore installations by 6␺8 in. lines which are connected to 6 manifolds of 6 in. each. There are 7 pumps one connected to each line which have a loading capacity of 350 cu.m.p.h. each. Depending on vessels conditions, Copesul is able to load up to 5 products simultaneously. The storage tanker ‘Aristoteles’ for Ethylene storage, is still docked at a shipyard in Porto Alegre, carrying out final surveys/repairs. It is expected ready at Rio Grande for the end of September, for the meantime Ethylene loading continues by transhipment at Inner Roads by m.t. ‘Tacosul’ (capacity for 450 tonnes) or from another ship. According to Harbour Master, intention is to stop transhipment vessel to vessel at Inner Roads (Area Echo) (presently being used to carry out transhipments, two vessels at a time), however, it will be de-activated only after the ‘Aristoteles’ arrives Rio Grande for the loading of Ethylene. According to Copesul, they intend to ask Harbour Master to also keep ‘Area Echo’ option to carry out any eventual transhipment which may be necessary in the future in case of congestion at their shore terminal. SHIPMASTER’S REPORT: August 1994. Berth: Cotrijui Terminal. Cargo: Soya Bean Oil. Connection: Hoses. General: An unsafe berth. 3 ships in the previous month parted all moorings and were swept into the river. Very few dolphins on the jetty restrict mooring options. Ships slightly larger than ours have to have a tug pushing the vessel alongside at all times. The berth has 3 fenders. But the central fender is larger than the others, so the vessel only rests on 2 fenders (See ‘‘Plans’’). There is a partial groyne beneath walkway and grain elevator. In times of heavy inland rain and strong current, the current is deflected by the groyne to laterally push the vessel off the berth. If mooring ropes are not tight at all times, this can cause the vessel to oscillate and pivot around the central fender, and many ships have parted mooring ropes at this berth. Insufficient bollards on the jetty give poor loads. Poor access ladder. Berth: Incobrasa. Cargo: Degummed Soya Bean Oil. Connection: Hoses. General: Max. draft 37 ft. (F.W.). There is a strong river current at all times. 3 tugs used for mooring and unmooring. AUTHORITY: Superintendencia do Porto de Rio Grande, Av. Honorio Bicalho S/No., P.O.Box 198, 96.200 Rio Grande RS, Brazil. Tel: ␣55 (532) 32-3366, 32-3396. Telex: (0532) 423 Aprg. Contact: Eng. Thierry Jose da Silva Rios, Technical Director.

(B) PETROBRAS TERMINAL: LOCATION: The tanker terminal pier is located in the town of Rio Grande, in the State of Rio Grande do Sul. It is primarily used for the receiving of crude oil products and for the loading of bunker barges. It is also able to receive liquid ammonia and phosphoric acid. The pier is 228 m. in length and the depth alongside is 11.0 m. (36 ft.). Position of wharf is Lat. 32␥ 05' S., Long. 52␥ 06' W. Charts and Publications: The following charts and publications may prove helpful in the approach and access to the Terminal: Brazilian Nautical Charts No. 2100, 2110, 2112 and 2140. South Coast Guide Book DHN-1. Light List DHN-2. DOCUMENTS: Vessels bound for the Rio Grande petroleum pier will be visited by Port Health Authority, Customs and Police in the anchorage area, sometimes they visit at the petroleum pier after being requested by the Agent. If Free Pratique is not granted, the ship must stay in the anchorage area and display the International Quarantine flag. No shore leave or discharge allowed until clearance is given. Documents required for Arrival: Maritime Police: The following documents must be submitted to the Maritime Police: 3 Crew Lists. 1 General List. 3 Passenger Lists. 3 Passengers in Transit Lists. Health Port Authority: The following documents must be submitted to the boarding Health Officials: 1 Vaccination List. 1 Derat Exemption Certificate. 1 Maritime Health Declaration. 1 Drugs and Narcotics List. 1 Passengers in Transit List. 1 Passenger List. Customs Authority: The following documents have to be submitted to the boarding Customs Officials: 1 Crew List. 3 Spare Parts Lists. 3 Stores Lists. 3 Provisions Lists. 1 Cargo Manifest. 1 Bill of Lading. 2 Passenger Lists. 2 Passengers in Transit Lists. 2 Crew Personal Effects Lists. 3 Passenger Personal Effects Lists. When coming from abroad, ship must notify the Terminal of all persons disembarking.

Documents required for Leaving: Leaving Clearance: Ship’s Masters must appoint their Agents in Porto Alegre and must have their International Safety Certificates in up-to-date condition. The following documents are also necessary: Leaving Permit from Customs. Leaving Permit from the Port Captaincy. Leaving Permit from the Maritime Police. Leaving Permit from the Brazilian Post Office. The ship’s Agent will need the following papers: 3 Passenger Lists. 3 Passengers in Transit Lists. 3 Crew Lists. The Agent will take necessary steps to ensure the release of the Disembarkation Cards. A special licence from the Port Captaincy must be obtained for passengers bound for foreign countries. Passports must be delivered to Agents at least 24 hours before they apply for the vessel’s Leaving Permit. Note: The Customs flag (blue with white star) must be flown from the vessel’s mast or yard, throughout the vessel’s stay in port. The Brazilian national flag must remain hoisted from 0800 hrs. until sunset throughout the vessel’s stay at the Terminal. APPROACHES: Procedures before Arrival: Estimated Time of Arrival (ETA) must be sent by the tanker 24 hours in advance to the ship’s Agent in Rio Grande, through a Coast Radio Station, to allow ship to be scheduled at the Terminal. Approaches: A vessel is warned of several factors which can hinder entry to the approach channel. These are mostly due to the nature of the very low coastline. The low lying coastal area offers no topographical dangers, but together with the incidences of fog and mist, and the proliferation of shoals, good attention is needed whether navigating from the North or from the South. Some shoals, like the Parcel do Carpinteiro and the Banco de Albardao, stretch outwards from the coastline to a range which can extend 20 miles. Navigators coming from the North to the Rio Grande port will see the Mostardas and Conceicao Lighthouses, which in good weather conditions can be seen from a distance of 7 miles by day, and at night from an even greater distance. The Mostardas Lighthouse has a Racon (K). Ships larger than 15,000 d.w.t. should not sail inside the 15 m. contour line. Ships larger than 20,000 d.w.t. must sail outside the 30 m. contour up to when the vessel approaches the channel. The most prominent points of the port of Rio Grande are the New Port, the Wheat and Soya Terminal silos, the Embratel Tower and the Rio Grande (RG) Tower radio beacon. In bad weather conditions, the approach to the Bar must be done with the help of the Rio Grande Radio Beacon and the Bar Lighthouse Racon (K). When the wind comes in from the North, ships whose propulsion power is weak, will find the task of proceeding to the entrance of the channel a very difficult manoeuvre. The entrance channel indicated on Nautical Chart No. 2101 is a fairway of 200 m. to 300 m. width, in a North-South direction. It commences at Buoys No. 1 and No. 2, length 9 miles, up to the area known as Foxtrot, whose centre is 250 m. to 500 m. from the West breakwater, and 500 m. to 750 m. from the East breakwater. It is dredged to 12.1 m. in depth up to the Wheat and Soya Terminal (Santista). There are 17 light buoys. The maximum draft for access to the Petroleum Pier is 9.0 m. The observation of the Bar is done by means of sighting of the superport installation, no matter which direction the navigator is coming from. Approach can be made by radar but due to the absence of good reflection points is not accurate. It is very useful to use the echo sounder and aim for continuous clearance, not less than 20 m. under-keel. Further assistance for entering comes from the Pilot Association monitoring tower, which can follow the movement of any ship within a distance of 40 miles from the port of Rio Grande Bar. Located on the East edge of the entrance channel, the tower is 25 m. in height, allowing possible visual sighting and use of the radar plotter. It is equipped with a radar video plotter, allowing simultaneous plotting of 12 targets. Hazards and Obstructions: There are many dangers in the vicinity of the Rio Grande Bar, whose depths vary between 13.7 m. and 20.0 m. and demands close attention by the Master of the tanker not to sail within 20 miles of the shore, and between Lat. 32␥ 00' S. and Lat. 32␥ 18' S. In that area one must be careful because of the following obstructions: Banco Minuano: Minimum depth of 13.7 m. bearing of 080␥ and a distance of 20.2 miles from the Barra Lighthouse. Parcel do Carpinteiro: With 3 heads, a least depth of 14.1 m. bearing 122␥ and a distance of 17.3 miles from the Barra Lighthouse. PILOTAGE: Compulsory for foreign vessels entering the Bar or requiring to shift in the port area. It is also compulsory for Brazilian tankers, LPG carriers and for any vessels with explosive cargoes, other Brazilian ships whose gross tonnage is greater than 500 tonnes, and for foreign fishing vessels. Pilotage is optional for Brazilian vessels of less than 500 g.r.t., for Brazilian or chartered suppliers when working at Rio Grande docks, since those foreign suppliers have a Brazilian crew with the rank of Nautical Officer or Coastal Trade Master, and for ships of any flag, when moving alongside the pier or changing berth when using own ropes. In bad weather when the Pilot cannot bring his boat alongside to board, the boat must display the International signal ‘‘Pilot onboard, follow the course’’. Then the ship must proceed to the entrance channel until it reaches the area inside the Bar, when, at such time, the Pilot can board. The Bar boundary inwards is a compulsory pilotage zone, to the pier or the harbour mooring berth.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Request for Pilot to be made by Agent or by means of Coastal Radio Station Juncao Radio (PPJ); normally 4 hours in advance and specifying the ETA. The Pilot’s boarding area outside the Bar is a circular area of a 1 mile radius from Buoy No. 1 at the Approach Channel. The co-ordinates are Lat. 32␥ 12.07' S., Long. 52␥ 03' W. Contact Pilots on VHF Channel 16. Tel: (0532) 32-4233, 32-4740. ANCHORAGES: Tankers larger than LOA 200 m. waiting to berth, and those whose length is less than 200 m. waiting for permission to go to the anchorages areas, must drop anchor outside the Bar. In that area, vessel must pay special attention when strong winds blow, more than Force 5 on the Beaufort Scale. Ships may drag anchors with the risk of collision and also risk running ashore. It is recommended to get underway and steer close to the Bar. Inside the channel, from the breakwater head to Porto Velho harbour, ships can anchor only in the following areas and heed all specific restrictions: Area ALFA (Alfa Area) – Anchorage for 2 vessels with LOA up to 200 m. and draft of 12.19 m. It is defined by these points: A1: Lat. 32␥ 10' S., Long. 52␥ 05.45' W. A2: Lat. 32␥ 10' S., Long. 52␥ 05.05' W. A3: Lat. 32␥ 08' S., Long. 52␥ 05.75' W. A4: Lat. 32␥ 08' S., Long. 52␥ 06.10' W. A5: Lat. 32␥ 08.40' S., Long. 52␥ 06.10' W. Under certain conditions, the Port Captaincy may allow loading or unloading by means of a barge or a transship and the anchorage of one or 2 vessels whose LOA is greater than 180 m. and whose draft exceeds the maximum permitted for the harbour area, since the anchorage does not obstruct the canal. The above mentioned allowance must be asked for 48 hours in advance. Area CHARLIE (Charlie Area) – Anchorage for loading and unloading of just one vessel with LOA up to 180 m. and draft of 9.75 m. (32 ft.). C1: Lat. 32␥ 06' S., Long. 52␥ 06.10' W. C2: Lat. 32␥ 06' S., Long. 52␥ 05.75' W. C3: Lat. 32␥ 05.30' S., Long. 52␥ 05.55' W. C4: Lat. 32␥ 08.17' S., Long. 52␥ 05.50' W. C5: Lat. 32␥ 05' S., Long. 52␥ 05.80' W. C6: Lat. 32␥ 05.30' S., Long. 52␥ 05.83' W. Anchorage in this area must be requested from the Port Captaincy. Loading or unloading must be done with a barge or 2 barges, one of them self-propelled. Area ECHO – Anchorage for 1 dangerous load carrier of LOA up to 150 m. and draft of 8.53 m. (28 ft.). E1: Lat. 32␥ 04.62' S., Long. 52␥ 06.42' W. E2: Lat. 32␥ 04.85' S., Long. 52␥ 05.05' W. E3: Lat. 32␥ 04.25' S., Long. 52␥ 04.12' W. E4: Lat. 32␥ 04' S., Long. 52␥ 04.62' W. The Port Captaincy is the correct authority to authorise the ship to weigh anchor in this area. The request must be made 48 hours in advance. Loading or unloading can only be performed with the Port Captaincy’s permission. A second ship may anchor in the area, but only one can operate at a time. The second ship must wait until the first has completed operations. Other carriers must wait outside the Bar for a space. Area GOLF (Golf Area) – Anchorage for ships coming or going to Pelotas and Porto Alegre harbours, for inland trade ships, by one barge without propulsion, or 2 barges without propulsion, or 2 barges, one of them self-propelled. G1: Lat. 32␥ 03.45' S., Long. 52␥ 03.50' W. G2: Lat. 32␥ 03.60' S., Long. 52␥ 03.22' W. G3: Lat. 32␥ 02.35' S., Long. 52␥ 02.40' W. G4: Lat. 32␥ 01.85' S., Long. 52␥ 02.40' W. G5: Lat. 32␥ 00.80' S., Long. 52␥ 02.67' W. G6: Lat. 32␥ 00.80' S., Long. 52␥ 03.10' W. G7: Lat. 32␥ 02' S., Long. 52␥ 02.87' W. G8: Lat. 32␥ 02.53' S., Long. 52␥ 02.87' W. Prohibited Anchorage Areas: There are 3 areas where vessels must take care to avoid dropping their anchors. The manoeuvring areas are called ‘‘Bravo’’, ‘‘Delta’’ and ‘‘Foxtrot’’, suitable for any kind of vessel, whatever its length (Area fronting the Porto Velho (Old Port) manoeuvring for ships whose length is less than 100 m.), and in the vicinity of submerged cable and pipeline routes. Notice of Readiness: Notice of Readiness must be sent from the anchorage when the ship is ready to operate under all aspects, and comply with instructions and procedures established by Petrobras. When approaching Buoy No. 1, the Pilot will transmit the anchorage position. RESTRICTIONS: Unsuitable Vessels: The Terminal may refuse to moor any tanker which proves substandard, or does not meet the mooring and safety requirements. MAX. SIZE: The maximum size 25,000 d.w.t., draft 10.05 m. (33 ft.). Larger tanker’s analysis of dimensions necessary by Terminal. HEALTH: See ‘‘Documents’’. RADIO: See ‘‘Part (A)’’. VHF: Terminal on Channel 16 and Channel 13 for operations. TUGS: See Part (A). BERTHING: Docking at the pier can be undertaken throughout the week, at any time. Docking must be arranged at least 24 hours in advance. Berthing cannot otherwise be guaranteed. The Agent must inform the Terminal of the d.w.t., flag, type and amount of cargo carried by the tanker. The Pilot will berth the ship with the assistance of the Terminal personnel. The tanker must be berthed with the bow to the North during the ebb tide and the bow to the South during flood tide.

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The average depth alongside the pier is 11.0 m. (36 ft.), but there are shallower depths of 8.84 m. (29 ft.) between the pier and mooring dolphin. MOORING: Mooring System: The pier mooring system consists of 8 bollards, 2 mooring dolphins, one of them known as Duque d’Alba, and 7 fenders. Depending on their deadweight and LOA, the ships must be moored in line (See ‘‘Plan’’). The bow and stern lines are made fast to the dolphin and the Duque d’Alba, and provide good holding for the vessel as the current may reach 5 knots. Breast lines may be necessary in addition to springs due to the possibility of strong Westerly winds when the ship is unloaded or semi-loaded. The Agent organises the mooring gang, not the Terminal. Mooring is performed under the supervision of the Pilot. The tanker must be moored to the satisfaction of the Master and Terminal. Mooring: Approach the pier at suitable speed so that the vessel maintains steerage. Feed a tow line through the aft lead to the tug at the stern to help with the mooring manoeuvre. On the approach, a support launch will take the first mooring line ashore. The first mooring line will be taken to the pier and bollard position chosen according th the weather conditions. The remaining ropes will thereafter be passed to the bollards designated by the Pilot. Mooring lines must be kept taut by use of winches. Constant tension winches will not be allowed to keep vessel in position. If the ship moves freely, the operation will be halted for safety reasons, and the hoses will be disconnected. Unmooring: According to the Pilot’s guidelines, for departure, a tow rope will be sent from the ship to the tug. Noting wind and current conditions, the Pilot will order the release of the mooring ropes which will be gathered onboard. Once the last mooring rope is released, the unberthed ship proceeds according to the Pilot’s guidelines. CARGO HANDLING FACILITIES: Cargo Tank Lids: Before berthing, all tank lids and ullage ports will be closed and dogged down unless vessel is certified by the Master to be gas-free and all the ballast is clean. A crane or derrick of more than 5 tons S.W.L. must be rigged for use of hose connection to the ship’s manifold. Ship/Shore Safety List must be completed before any cargo operation. The list is delivered by the Terminal personnel. Overboard Discharge: All overboard discharge valves, scuppers and bilges must be secured and cargo line connections not being used blanked-off before discharge starts. Sawdust or similar material must be available in case of spillage on deck. Flame Screens: Flame screens must be set over ullage ports, etc. Connection and Disconnection of Hose: The connection and disconnection will be performed by the Terminal personnel. Hose connections are as follows: 16 in. petroleum line, with 10 in. and 8 in. coupling sleeves. 10 in. or 12 in. products line, with 6 in. or 8 in. coupling sleeves. 12 in. ships supplying pipelines with 6 in. coupling sleeves. 16 in. ammonia pipeline, with 6 in. coupling sleeves. 10 in. phosphoric acid pipeline, with 6 in. coupling sleeves. Ship/Shore Communications: A responsible member of the crew will be stationed on the loading deck and will maintain communication or visual contact with the shore operator during cargo operation. He will advise the operator when changes in loading or discharging rates are required. VHF radios or direct voice may be used for such purposes. A ship’s officer who speaks good English must communicate with the Terminal personnel over changes prior to a decision or agreement. During cargo handling, a second man must be on deck. He will act as watchman, in case of leakages or other abnormalities. Spillages: In the event of an oil spill, the vessel must notify the Terminal Operator or Cargo Operational Safety Manager in charge. Once notice of the spill is received, the Terminal must evaluate the situation in order to put in action the Mutual Assistance Plan, if required. Hazardous Occurances: Stop loading/discharging in case of fire on ship or shore, another ship coming alongside, or passing at an unsafe distance or any other situation that may be or become hazardous to the ship and/or Terminal. Ship Signs: The ship must display on both sides a warning sign reading ‘‘No Smoking’’, ‘‘No Open Lights’’ and ‘‘No Visitors’’. Disconnection: Once the cargo operation is completed, even at night-time, the hose must be disconnected according to the diagnosis of ship and Terminal. Once the hose is disconnected, the vessel must proceed with departure procedures. Pollution: Brazilian law is very strict about water pollution and discharging into the sea of oil based products. Any discharge of dirty ballast, oil remains, any kind of material, debris, garbage, oil or pollutants is penalised by heavy fines; offenders may be jailed. Gas-Freeing: No gas-freeing or inerting is allowed while the ship is berthed at the petroleum pier. MEDICAL: There are 2 hospitals nearby, Santa Casa de Misricordia (Tel: 32-5287) and Sociedade Portuguesa de Beneficencia (Tel: 32-6840). BALLAST: The ship must arrive at Rio Grande with clean and sufficient ballast for a maximum trim of 3.0 m., and a safe draft during the mooring manoeuvre, if loading, according to the predominant weather conditions. Since the Terminal does not have facilities for receiving ballast, the ships cannot discharge ballast. The discharge of dirty ballast will not be permitted in the vicinity of the Bar, even if the ship is offshore. Waste Oil: There is no organised service for tank cleaning and dirty ballast collection. Discharge of water from bilge washing and dirty ballast can be done in an area of 10 miles centred radius, position Lat. 32␥ 00' S., Long. 49␥ 00' W. Sailing on course 090␥ at a speed of 10 knots.

We welcome all advice, updates and additions to this information.

BRAZIL FRESH WATER: Fresh water supplies are available from the Terminal by means of hydrants set along the docks, pumping rate is 25 t.p.h. Water barges can supply fresh water at the anchorages, discharge capacity is 450 tonnes, discharge rate is 200 t.p.h. FUEL: The Terminal can supply petroleum products at a pumping rate of 250 t.p.h. Anchorage areas are supplied by a fuel barge with 400 tonnes capacity and a pumping rate of 40 t.p.h. REPAIRS: Some specialised workshops in town can be used for maintenance service and marine repairs, including compass adjustment or repair and radio calibration. There are 9 building slipways for boats up to 700 tonnes. No repairs which would interfere with requirement for engine readiness are allowed. Violation will result in towage from the berth at the vessel’s expense. Berthed tankers are not permitted to turn their propellers while hoses are connected. DRY DOCKS: None. CUSTOMS ALLOWANCES: Brazilian laws are strict with regard to smuggling and ship’s Masters are requested to instruct their crew not to take ashore cigarettes in cartons, cigars, tobacco, alcoholic drinks, drugs, souvenirs or other such items. These should be collected prior to arrival, listed with the items in the ship’s bond and placed in the custody of the Master. They will then be sealed for the duration of the vessel’s stay at the Terminal. Commercial transactions will not be tolerated, either among Terminal employees, crew members or anyone else. AIRPORT: See Part (A). TIME: Local time is GMT minus 3 hours. Summer-time GMT minus 2 hours from October to February. TELEPHONES: Public telephones are located in front of the Terminal Head office. STORES: Provisions: All kind of provisions can be supplied by ship’s chandlers in Rio Grande. Spares: Engine, electronic and electric spare parts, nautical publications, cleaning materials and office materials available. GARBAGE DISPOSAL: Garbage must be placed in proper collection containers along the dock. WEATHER: Winds: Winds conform to the regions wind characteristics. The prevailing wind in the region in Spring and Summer is the N.E., and in the Autumn and in Spring is S.W. at a average speed of 30 km./hr. or 16 knots. It is considered a moderate wind. However, strong gusts can occur, up to 32 knots (Force 7 on the Beaufort Scale), which can result in loading or discharging operations being halted. If the winds are higher than 39 knots (Force 8 on the Beaufort Scale), the vessel must leave the berth. S.W. winds can be foreseen by the pronounced water level surrounding the Bar. Another prediction of very strong S.W. wind is the sudden change of the wind direction in an anti-clockwise direction. The relative humidity of the air is nearly 80% in the region. Remarks: Meteorological Bulletins and Advice to Navigators are usually radioed by stations PWZ and PR. Visibility: The visibility in the area is generally fair all the Summer, although in Autumn and in Spring some thick or even dense fog may occur. Waves: Waves in the Rio Grande area are associated with Southerly winds. Waves are perpendicular to the coast, and are insignificant along the petroleum pier, since it is located in the channel. Wave heights are seldom higher than 2.0 m. and their period often short (7 seconds). Tides and Currents: The tides are of a mixed nature, with the mean sea level 22 cm. above Chart Datum, influenced by local winds. When the wind is from the South, the tide rises in Lagoa dos Patos; the opposite occurs if it is a Northerly wind. Calm, no tide occurs. At the breakwaters with Southerly winds, the flood tide can reach 3 knots; with Northerly winds, the ebb tide can reach 5 knots. Near the pair of Buoys No. 1-2 and 3-4 of the Access Channel to the Porto Novo, the strong ebb tide draws the ship towards Buoys No. 1 and 3. SAFETY: Fire and emergency equipment must be kept in readiness at all times while at the Terminal. Ship’s fire hoses will be uncoiled and laid out, one forward and the other aft of the manifold, unless fire monitors can be substituted for this requirement. Towing wires (fire wires) for emergency use will be lowered to the waterline from the offshore bow and quarter bitts and will be tended to keep the eye above the water during the stay at the Terminal. There is a Mutual Assistance Plan (PAM), coordinated by the Port Captaincy and integrated with port organisations to combat and assist where incidences have occured in the port area. Rescue vessels of the Brazilian Navy are permanently based in Rio Grande port, as are firefighting tugs with water cannon systems. The Fire Brigade headquarters is located at General Vitorino, s/n, Tel: 32-4355. Additionally, engines will be kept ready, vessel must be kept trimmed less than 4.88 m. (16 ft.), so it can leave the pier as soon as requested. Portable radio transceivers are not permitted on deck without a safety certificate from a recognised authority, during loading or unloading operations. Hand torches must be of approved type, certified to be safe in hazardous locations. GENERAL: Passengers: Passengers will be permitted ashore if in possession of required visa and documents. Transport for Crew: Can be requested through the ship’s Agent. The Terminal has easy access for taxis and buses. The Terminal business hours are from 0730 hrs. to 1630 hrs., with a lunch break from 1200 hrs. to 1300 hrs. No visitors are allowed aboard tankers berthed alongside the Terminal, except Terminal staff and Port Officials.

Operations may be temporarily halted during heavy squalls, lightning storms or strong gales (from 47 knots, Force 9 Beaufort Scale). Strict exclusion of boats coming alongside berthed ship is to be observed during cargo operations. Visitors: No visitors are allowed aboard tankers berthed alongside the Terminal. Going aboard is only permitted for Petrobras employees, Port Officials, authorised personnel, technicians and similar, whose work requires them aboard. In case of seamen left ashore for hospitalisation, repatriation or other reasons, all expenses will be met by the ship’s Owner. Any crew transitting the pier or Terminal must wear hard hats. AUTHORITY: Operator: Petrobras, REFAP/DIMOV/SEGRAN, Pier Segunda Secao da Barra, Caixa Postal 421, Rio Grande, RS, CEP 96204-020, Brazil. Tel/FAX: ␣55 (532) 32-2377. Head Office: Petrobras, Petroleo Brasileiro S.A., Abastecimento Transporte, Av. Republica do Chile, 65/2101 H Centro, 20035-900 Rio de Janeiro, RJ, Brazil. Contact: Eugenio Koslinski, General Manager – Operations.

SALVADOR: 13.01 S. 38.35 W. (A) SALVADOR (B) MADRE DE DEUS OIL TERMINAL (A) SALVADOR: LOCATION: Lat. 13␥ 00' 37" S., Long. 38␥ 35' W. PORT LIMITS: The Port is limited by the line East/West which passes through the Santo Antonio Lighthouse, bridging the frontier coast of the Island of Itaparica, and from there turning to enter the bay through the same line East/West which connects the Continent and that towards the coast Northwards as far as parallel 12␥ 50' and then from there going Eastwards towards the Continent. DOCUMENTS: (See ‘‘General’’ before first port.) Agent also fills out the ‘‘Entrada & Saida Capitania do Porto’’ to be signed by Master. The particulars for this document are: Name of Master – name of ship – flag – code signal letters – tonnage: gross and net – horsepower – engines: twin or single – type of ship, etc. – port of registry – tons of cargo to discharge – owners – Agents in port – last port of call – previous ports of call – next port of call – number of crew – number of disembarking passengers – number of transit passengers – speed of vessel – also specifications of nature and quantity of cargo in transit. Documents to be Supplied to the Ship Before Departure: 1 ‘‘Clearing pass’’ from the Port Captain 1 ’’ ’’ ’’ ’’ Federal Police 1 ’’ ’’ ’’ ’’ Post Office 1 ’’ ’’ ’’ ’’ Custom House 1 Custom House negative cargo declaration for each following Brazilian port of call. The Port Doctor will require the following information: Class, name and flag of ship – net register tonnage – name of Master and ship’s Doctor – number of officers and crew – name of Agent – all ports called at during voyage – number of days from first to previous ports of call – number of passengers disembarking and in transit – tons of cargo to be discharged – whether any sick persons or deaths occurring on board. The Customs will require the following information: Name of vessel – nationality – gross and net tonnage – H.P. of engines – name of Master – number of officers and crew – owner’s name – name of Agent – all ports called at during voyage – ports of destination – days of voyage from first to previous ports of call – tons of cargo to be discharged – particulars of passengers. The Federal Police require the following information: Vessel’s name – nationality – gross and net tonnage – name of Master – number of officers and crew – name of Agent – port of departure and all ports of call – number of days from first and last ports of call – number of passengers disembarking and in transit – specification of embarking and disembarking ports of each transit passenger. In the absence of any Seaman’s Book on board, the passport must clearly state that its holder is a seaman, otherwise the Federal Police will impose fine to Owners equivalent to U.S.$700.00 for each crew member. Ships calling at Salvador are normally boarded by the authorities at any time, day or night, when required. If there is no special urgency, however, the visit is effected the following morning at 0630 hrs. The Inspection Area of the Port Health Authorities, Federal Receipt and Maritime Police is defined by a radius of 1 mile around the point of co-ordinates Lat. 12␥ 58' 07" S., Long. 38␥ 32' 18" W., the area around the point of co-ordinates Lat. 12␥ 55' 56" S., Long. 38␥ 31' 37" W., indicated in chart 1102 of the NHD. Vessels may only come alongside after clearance by the Federal Receipt, Port Health Authorities and Federal Police. The free anchorage coincides with the pilotage waiting area and permitted anchorage (anchorage of Monte Serrat). Arrival Information: Required before vessel’s arrival: (a) Vessel – ETA; deepest draft. (b) Cargo – Quantity of cargo to be discharged and specification of hatch list. (c) Passengers – Number of passengers disembarking. (d) Bunkers – Quantity required. (e) Water – Quantity required. (f) Labour – Quantity required. (g) Any other information – Number of mailbags to be landed, etc. Specimen of telegram to be sent from previous port: 1. Vessel’s name. 2. ETA Salvador.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 3. Draft. 4. Number of passengers disembarking. 5. Number of mail bags to be landed. 6. Quantity of bunkers required. 7. Quantity of water required. 8. Number of gangs required. 9. Any other information. APPROACHES: The port has 2 access channels. The first, called the Inner Channel is on the city side with a minimum depth of 8 m. The second, called the Outer Channel is on the side of Itaparica Island and its depth varies from 13 m. to 55 m. Action of Tides: Tidal amplitude in the port of Salvador is 2.5 m. on average, during the tides at the full moon. The flood tide in the port of Salvador runs for 5 hours to the N.N.E. and the ebb for 7 hours to the S.S.W., with a speed of 1.5 knots. During Spring tides, these tides can reach 2 to 3 knots. During ebb tides, it is suggested that the approach to the quay be made by the South Entrance, between the two breakwaters, so that there will be no need for a yaw action in the manoeuvring bay formed by the breakwaters. The ebb tide may cause the vessel to swing to the South, in the entrance between the breakwaters. Manoeuvring Area: The area intended for the manoeuvring of vessels for mooring or unmooring has a length of 100 m. along the whole extension of the quay, with a draft of 27 ft. at any state of tide. In this area, and also in the access channel the anchorage of any vessel is expressly prohibited, except with the prior permission of the Port Captaincy. PILOTAGE: Compulsory for all vessels entering Salvador and berthing/unberthing at general docks or proceeding to other marine terminals. The following areas are considered as pilotage zones for vessels bound for the port: Monte Serrat Anchorage, the S.W. Anchorage to the Panela Bank and waiting and disembarking point for Pilots, shown on NHD chart 1102. Also considered as pilotage area is all the internal area of the Bay of Todos os Santos (All Saints) to the North of the parallel passing through Monte Serrat. The area of the port of Salvador, inside the breakwater, is considered to be a compulsory pilotage area for vessels over 4,500 d.w.t. Also considered to be an area of compulsory pilotage is all the zone North of parallel 12␥ 55' 05" S., which passes through Monte Serrat, for vessels over 3,000 d.w.t., bound for the terminal ports and their access channels inside the Bay of Todos os Santos. Request for Pilot can be made through the ship’s Agent, 2 hours in advance, specifying the time of entry of the vessel and from which point pilotage will be required. The Salvador Pilots’ Association has VHF-FM radio, at their office and on board the pilot launch, operating on Channels 16 and 11, listening out on Channel 16. The address of the Pilots’ Association is: Av. da Franca 164, 10th Floor, Rooms 1010/1011. Tel: 241-8144. Vessels should use the signal ‘‘Hotel’’ to call up the Pilot at the Pilot Station (Chart 1102) and may use an audible signal for this purpose. The Amaralina (ERA) Radio Station maintains coastal communication, and can also be used to call the Pilot by vessels bound for Salvador. Amaralina Radio Station communicates with the Pilots by telephone. ANCHORAGES: There are 3 anchorages for waiting and inspection, see Chart 1102 of the NHD. South: To the South of Panela Bank, in position Lat. 12␥ 58' 00" S., Long. 38␥ 32' 33" W. for waiting for the Pilot. North: In the vicinity of position Lat. 12␥ 56' 01" S., Long. 38␥ 31' 06" W. In the vicinity of position Lat. 12␥ 57' 01" S., Long. 38␥ 41' 01" W. There is a special anchorage for LASH vessels and for the operation of loading and unloading barges. It is located on the alignment of the North Light of the North Breakwater and the Monte Serrat Lighthouse, at a distance of 0.8 miles from this lighthouse, as shown on Chart 1102 of the NHD, in note (1). Inside the breakwater and to the South of Fort Sao Marcelo there is an exclusive anchorage for the mooring of LASH vessel barges. Prohibited Anchorage: Locations prohibited for anchorage and movement of foreign and national pleasure craft. Mooring and anchorage locations: (a) Bahia Yacht Club (Chart 1102) Lat. 12␥ 59' 49" S., Long. 38␥ 32' 00" W. (b) Aratu Yacht Club (Chart 1103) Lat. 12␥ 48' 36" S., Long. 38␥ 28' 49" W. (c) Area of the Bay of Itapagipe (Chart 1110). (d) Section included between the prohibited anchorage area and the LASH barge anchorage (Chart 1102), unless duly authorised by the CPBA. Areas where anchorage and navigation are prohibited. (a) All the area in front of Inema beach (Chart 1104). (b) Almirante Alves Camara Terminal (Chart 1105). (c) Manoeuvring bay for the quay at the port of Salvador (Chart 1102), port of Aratu (Chart 1103), Terminal of USIBA (Chart 1103), Dow Chemicals (Chart 1103), (only navigation prohibited.) (d) D. Joao Oilfield – location designation in Caution B of Chart 1110. RESTRICTIONS: There is sufficient depth of water in the Outer Anchorage to accommodate the largest vessels afloat with safety, and the anchorage can, in addition, take a considerable number of vessels at any one time. The average depth of water in the channel leading to the dock warehouses is 33 ft. (10 m.) except opposite Shed No. 2 where 28 ft. (8.50 m.) is the max. depth. The dock quays are sheltered by two breakwaters, one running parallel with the shore for just over 0.5 miles. Because of the shallow draft opposite No. 2 Shed, all vessels entering or leaving the port with more than 28 ft. normally enter the Northern Channel. MAX. SIZE: Limit of Size of Vessels Navigating in the Channels: Access to Dow Chemicals: Length 170 m., beam 25 m., draft 10.3 m.; Access to USIBA: Length 170 m., beam 25 m., draft 10 m.; Access to the port of Salvador: Length 180 m., beam 30 m., draft 10 m. Also see ‘‘Berthing’’ and ‘‘Part (B)’’ and ‘‘Aratu’’.

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HEALTH: The Doctor only boards the vessel when Salvador is first Brazilian port of call or when there are passengers from abroad to disembark, in which case Master should advise Agent who will then take the necessary steps required by Port Health. A yellow flag should be flown if Port Health Doctor is required on board. TUGS: Always used for berthing and unberthing. At other marine terminals tugs are supplied from Salvador. For container and cargo vessels berthing at 10 m. quay, a tug is usually supplied to help vessel moor and unmoor. When coming alongside tug joins vessel inside port. 8 tugs available 120 h.p. – 1,688 h.p. Rules for using Tugs: In the Port of Salvador and other marine terminals: All manoeuvres of berthing and unberthing of vessels with gross tonnage between 2,000 and 10,000 g.r.t. must be assisted by 2 port tugs. All manoeuvres of vessels of gross tonnage above 10,000 g.r.t. must be aided by 3 port tugs. Vessels of tonnage less than 2,000 g.r.t., according to the Pilot’s judgment, may use a port tug, in special situations. In special situations, with winds from the East, according to the judgement of the Pilot, the use of tugs can be dispensed with for unberthing. BERTHING: No restrictions, but if draft over 28 ft. berthing and unberthing take place from 1 hour before HW until 1 hour after HW. Anchor used for berthing. Container and cargo vessels at 10 m. quay may unberth at any time. The Port of Salvador is protected by 1 breakwater (Northern Breakwater) and 1 mole (South Mole). There are two channels for vessels entering and leaving. On the wharf there are 9 warehouses and between some of the sheds sheltered storage spaces. Heavy lifts are left on the wharf until taken delivery, or discharged directly to trucks. There are 4 quays in the port: Quay Length Depth Max. draft (m.) (m.) (ft.) Coastal Vessel 683 7–8 Warehouse 5 & 6 23.5 Long Distance 782 7–9 Warehouse 7 & Marine station 32.0 Connecting 238 8–9 10 Metre 370 9 – 10 All warehouses (excl. No. 9) are fitted with overhead internal cranes. Explosives would be discharged into lighters at the proper anchorage for discharge of such cargo and taken to special deposits. Forewarning must be given for this cargo in order that arrangements may be made in advance. One grain discharger ␺ 150 t.p.h., and 2 ␺ 60 t.p.h. wheeled suction plants. Grain silos – 20,500 tons (Salvador Mill), and 13,357 tons (Bahia Mill). Industrial cold store of 2,300 cu.m. belonging to FRIUSA. All other goods are loaded/discharged at the wharf. Bulk Cargo Vessels: See ‘‘Aratu’’. Containers: 1␺30 ton crane for containers. 2␺30 ton transtainers. 2␺30 ton forklifts. Roll-on/Roll-off facilities available. 22,000 sq.m. storage for containers and 10,000 sq.m. for containers ex-Roll-on/Roll-off. Priority: Passenger vessels and wheat vessels have priority over cargo ships and the so-called ‘‘navios mixtos’’, i.e. cargo ships with a limited passenger accommodation. Passengers vessels are those that carry 60 or more passengers; except when loading 1,000 tons or over in which case they loose their priority. CRANES: Jib Cranes: 1␺30 tons (for containers), 4␺3 tons, 2␺5 tons, 15␺3.2 tons, 3␺6.3 tons, 2␺12.5 tons. Mobile Cranes: 1␺13.5 tons, 1␺75 tons. Floating Cranes: 1␺100 tons. STEVEDORES: Shippers/Cargo receivers usually appoint their own stevedores. The work at Salvador, especially loading, is considered amongst the best in Brazil, as a rule, sufficient gangs are available. Masks, gloves are supplied by the stevedores. All other material such as slings, nets, etc., shall be supplied by the vessel. Working hours: 24 hours. For overtime work notice must be given the previous day. As it would be difficult to obtain permission before each overtime period, a general permission covering ship’s stay in port shall be obtained prior to arrival. 1100 – 1300 hrs. Special permission must be obtained from the Dock Company which is only given to passenger vessels, or for cargo vessels to finish the cargo, or under special circumstances. 1700 – 1900 hrs. Continuation period. Advice must be given to workmen at 1645 hrs. 1900 – 2300, 0000 – 0400 hrs. Considered as night work. Advice must be given to the Dock Company at 1645 hrs. and to the stevedores at 1700 hrs. 2300 – 2400 hrs. same as 1100 – 1300 period. 0400 – 0600 hrs. Continuation period. Advice must be given to workmen at 0345 hrs. 0600 – 0700 hrs. Second night continuation period. Can be worked under special circumstances to finish the cargo. Vessels discharging/loading bulk cargoes, or loading/discharging reefer cargo, are allowed to work round the clock. To work on holidays, advice must be given to the Dock Co. before 1700 hrs. the previous working day. For Sunday work advice must be given before 1100 hrs. on Saturday. The same applies for stevedores/tally/coopers. MEDICAL: When vessels arrive over week-ends or during holidays advisable that Master cable Agent giving advance notice of medical attention required if case is serious. For routine medical attention no previous advice required as medical and hospital facilities available. TANKERS: See Part (B). DENSITY: Salt water. FRESH WATER: Advance information recommended. Rate 20 cu.m./hr. If several vessels are in need of supply, pressure may not be enough to supply all at once. Water barges available for supplying either at anchorage or alongside the quay.

We welcome all advice, updates and additions to this information.

BRAZIL FUEL: Diesel oil can be supplied alongside and at anchorage at Salvador. Lubricants are supplied in drums. Also see ‘‘General’’ before first port. CONSULS: Austria Italy Spain Belgium Netherlands Sweden Denmark Nicaragua Switzerland France Norway United Kingdom Germany Portugal Uruguay. REPAIRS: The Navy operates a dry dock at Aratu with the following capacity: 35,000 tons; length 230 m.; width 30 m.; depth 8.5 m. Various small vessels can be attended at the same time. There are a number of workshops in Bahia fitted for repairing vessels, but it is recommended that large repairs be effected at the Aratu dry dock. When time allows, repairs may be made whilst the vessel is alongside the wharf. There is no time-limit but, as a rule, a vessel is not supposed to remain idle at the wharf if the berth is needed for another vessel which has to load/discharge. SURVEYORS: Lloyd’s Representative: Mr. Nuno Marques, Av. Tancredo Neves 274, Centro, Empresarial Iguatemi, Bloco A, Sala 533. Tel: 358-8107 (Mobile: 965-9740). Fax: 359-4070. Bureau Veritas: Tel: 359-9224. American Bureau of Shipping: Available only in Rio de Janeiro, located at the following address: Av. Venezuela 3, 8th Floor. Tel. 021 518-3535. Fax: 021 518-1328. GANGWAY/DECK WATCHMEN: All foreign vessels must employ a gangway watchman by law. Hold watchmen are optional, depending on request by Masters/Agents. OPENING/CLOSING HATCHES: Normally carried out by stevedores. CUSTOMS ALLOWANCES: Customs officials will place cigarettes and ‘‘souvenirs’’ belonging to crew members under lock and seal. Excepting the Master, each crew member may keep in his possession only 1 carton of cigarettes and 1 bottle of spirits with seal broken. The Customs will periodically renew the seals for vessels staying in the port for a lengthy period thus enabling new issues to crew. REPATRIATION: Most crew changes are made via Rio de Janeiro but some are made via Recife and on direct flights Salvador/Lisbon. AIRPORT: Dois de Julho Airport is 31 km. from centre of town (40 km. from the port). Direct flights available to Germany (Frankfurt), Spain (Barcelona and Madrid), Portugal (Lisbon), Belgium (Brussels), Switzerland (Zurich) and Netherlands (Amsterdam). TIME: GMT minus 3 hours. GMT minus 2 hours in Summer. HOLIDAYS: National: 1st January; 21st April; 1st May; 7th September; 12th October; 2nd November; 15th November; 25th December. Municipal: Movable: Good Friday; Corpus Christi. Fixed: 24th June (Saint John); 8th December (Our Lady of Conception). Traditional: Movable: Carnival – Tuesday (Mardi Gras) and Ash Wednesday. Fixed: 2nd November (All Souls); 2nd July (Independence of Bahia). POLICE/AMBULANCE/FIRE: Fire Tel: 193; Police Tel: 190. TELEPHONES: Facilities available for placing telephones on board. REGULATIONS: Rat-guards must be used at all times, as the Port Health make periodic inspections on the quay. GENERAL: Inward Cargo: When cargo is discharged from the vessel it is checked, weighed and weight noted by the shore tally-clerk (for account of the ship), by the Dock Company tally-clerk and by the Custom House. If there is a difference in weight, the ship is held responsible and has to pay double duty on same. Once the goods have been checked and weighed ship’s responsibility ceases. Goods are delivered to the consignees on presentation of the bill of lading to the Dock Warehouse. Transhipment Cargo: Foreign cargo for transhipment at Salvador must be so declared on the manifest, and after it has been discharged the Agents have to obtain special Customs permission to tranship it to the port destination and also sign a guarantee that the goods are going to that port and that duty will be paid there. They will be held responsible for that duty until a declaration issued by the Custom House at the port of destination is received by them and handed over to the local Customs. Transhipment charges vary considerably with the type of cargo and are very high compared with foreign freights. Outward Cargo: Generally, cargo to be loaded is deposited in the dock shed prior to vessel’s arrival. Refrigerated Cargo: All reefer cargo is discharged directly to trucks, and vice versa. Dangerous Cargo: Vessels with explosives and inflammables on board are not permitted to come alongside. All vessels carrying this kind of cargo must fly the ‘‘B’’ signal and remain at the proper anchorage. Advance notice must always be given of any vessel carrying explosives and inflammables. Under special circumstances it may be arranged for vessels to come alongside if they only have a minimum quantity of dangerous cargo on board, and the hatch in which it is stowed is not to be opened at Salvador. When vessels are boarded by the Harbour Officials, the Master must hand to the Customs Officer and the Federal Police the Dangerous Cargo List. Corpses as Cargo: Notice should be given to the Port Authorities of such cargo carried, if possible, before vessel’s arrival. Vegetable Oil in Bulk: Vegetable oil in bulk is loaded directly from lighters where the oil is deposited prior to vessel’s arrival. Vessels are usually required to supply steam for pumping when they can. Loading and Discharging Rate: Average Daily Rates: Breakbulk 500 tons Iron Bars 1,400 tons Dry bulk (with grabs) 1,000 tons Containers 1,200 tons Heavy Lifts: For heavy lifts a request shall be made to the Dock Co. to use the 100 ton capacity floating crane. Heavy lifts may also be discharged directly to the quay with the vessel’s own gear when, due

to a light draft (under 24 ft.), they can come directly alongside without the use of a pontoon. It is recommended that the Agent be consulted before booking any heavy lifts for Salvador as the heavy lift crane is sometimes out of working order. Inflammables, Fuel and Diesel Oil, Etc., as Cargo: Bulk crude oil, diesel, fuel, inflammables, lubricants, etc., are discharged at the Madre de Deus Terminal, which belongs to the Government owned Petrobras. Damaged Cargo: When cargo is discharged, damaged or pilfered, it is immediately checked and weighed by the Dock Co. and the Customs and separately stored. The Insurance Co. makes a survey in the presence of the Dock Co. upon request of consignees. Bulk wheat is discharged to two mills at Salvador, namely the ‘‘Moinho Salvador’’ and ‘‘Moinho da Bahia’’. Average discharging rates (23 hours work per day) are respectively 1,500 and 800 tons. Handling of Mail: Timely notice should be given to the Agents in case there is mail to be landed, stating the number of bags. As regards outgoing mail the Agents will be advised by the Post Office if there is any and issue the Post Office Pass. The bags shall be placed at the quayside, loading being for the account of the ship. Flags: On entering the port the vessel should fly the following flags: 1. Brazilian flag on fore mast top. 2. Quarantine flag when Salvador is first Brazilian port of call, or when there is a passenger for Salvador from a foreign port. 3. Customs flag (white star on blue background) after the vessel has been visited. 4. Flag ‘‘B’’ if dangerous cargo on board. 5. Pilot flag. Lighters: Soc. Alvarengagem de Ilheus are operating 4 lighters in the port with a combined capacity for about 670 tons. Stores: Ship chandler can supply meat, vegetables, tropical fruits, canned goods, etc., but no bonded stores for foreign goods available. SHIPMASTER’S REPORT: May 1996 (Updated 1998). Pilotage: Compulsory. Pilot comes on board about 1 mile to the North and abeam of Point S.Maria for piloting ship and dropping anchor in Salvador roadstead. Ships stay awaiting berth and Port Authorities about 1 mile from the port breakwater. Usually drop one anchor with 4 shackles in water. Ground is very good holding. Pilot station ‘‘Salvador Pilot’’ on VHF Channel 16, working on Channel 13. Pilot comes by launch, which has an orange hull and white cabin with word ‘‘Pilot’’ on side. Documents: Clearance from the last Port. Register (photocopy). International Tonnage Certificate. Cargo Ship Safety Equipment Certificate. Safety Radio Certificate. Cargo Ship Safety Construction Certificate. International Load Line Certificate. International Oil Pollution Prevention Certificate. Derat Certificate. Minimum Safe Manning Certificate. International Pollution Prevention Certificate for the carriage of obnoxious liquids in bulk (if any). Fitness for the Carriage of dangerous chemicals in bulk (if any). 8 Crew Lists. 8 Passenger Lists (or nil). 6 Personal Effects Lists. 4 Arms and Ammunition Lists. 4 Narcotics Lists (or nil). 1 Health Declaration. 1 Vaccination List against Yellow Fever. 1 List of Ports of Call. 6 Stores Lists. 2 Bills of Lading. 2 Cargo Manifests. Agent’s Report: 1998. Clearance from the last Port: As regards to ship’s certificates, needless to present them to the Port Captaincy for vessel’s sailing clearance. However, the Master must fill in 2 forms, namely Statement of Liability and General Declaration, on which should be written his personal details, dates of validity of main ship’s certificates and some ship’s particulars, such as call sign, d.w.t., n.r.t., nationality of ship, etc. Both above forms to be signed by Master, likewise his signature and any identification document and a copy of same to be attached to the mentioned forms enabling the Port Captaincy to grant sailing clearance accordingly. Gangway/Deck Watchmen: Compulsory, but his working hours are stevedores’ working hours. Fresh Water: Available, from barge (minimum order 85 tonnes) or from berth. Order through ship’s Agent. From barge price is U.S.$11.00/tonne. Ballast: Deballasting prohibited. Currency: Local currency is the Real. U.S.$1.00 ␦ R$1.15. Fuel: Available from barge. Agent requires advance notice. Garbage Disposal: Service available. Master’s Remarks: 1. In Brazilian waters, NAVTEX system is not working. 2. For sailing near coast in darkness and in bad visibility, it is very difficult, as small wooden fishing boats do not show on radar. 3. Comcontromar – No answer to messages as radiotelex not working. 4. Weather forecast by radio only, no fax charts. 5. At any Brazilian port on roadstead, according to information from Port Authorities, ship and crew may be exposed to piracy attack by men with guns, particularly at night and in bad visibility. Recommended arrival in daylight. 6. Men and women without permission are prohibited to visit the ship. Very heavy fines of about U.S.$2,000 may be imposed upon the Master, watch officer or crew watchman, and vessel may be delayed.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Additional Information: Six days prior to arrival, ship’s Agent constantly informs Master about berthing prospects. Price of one trip on ferry boat or in Agent’s car costs about U.S.$.100.00. AUTHORITY: Companhia Das Docas Do Estado Da Bahia (CODEBA), Estacao Maritima De Passageiros, Avenida Da Franca, S/N, CEP 40.000, Salvador, Bahia, Brazil. Tel: ␣55 (71) 243-5066, 243-5165, 243-5965, 243-5765. Telex: 071-1110. Fax: ␣55 (71) 241-6712. Email: [email protected] WWW: www.codeba.com.br Contact: Mario Antenor C. Muricy, Port Manager. Porto De Salvador – Porsal, Avenida Da Franca 1551, CEP 40000, Salvador, Bahia, Brazil. Tel: ␣55 (71) 243-5066, 243-5165, 243-5965, 243-5765. Port Control: 242-1341. Port Administration: 242-4570. Traffic: 242-5998. Port Guard: 242-3497. Telex: 071-1110. FAX: ␣55 (71) 241-6712. Contact: A. Barreto, Port Manager.

(B) MADRE DE DEUS OIL TERMINAL: LOCATION: Bay of Todos os Santos is one of the biggest in Brazil. Its entrance, which is 5 miles wide, lies close to Ponta de Santo Antonio and Itaparica Island. The Bay is 22 nautical miles long (N.S. direction) and is 18 miles wide (E.W. direction). The east side contains the city of Salvador, capital of Bahia State; the N.E. edge is low, but the north and west sides are mountainous. Inside the Bay, there are many islands and many rivers flow into its waters. In the Bay of Todos os Santos and inside a breakwater is located the port of Salvador. Northward of that area, the navigator will enter the Bay of Aratu. Alongside this bay are located Usiba, Tequimar and Temadre Terminals. Terminal Location: Terminal Maritimo de Madre de Deus facilities are located on Ilha de Madre de Deus, approximately 15.5 nautical miles from the anchorage area, southwestward of Banco da Panela in the port of Salvador. Its northern limit is Maria Guarda Island, and its southern and eastern limits are the islands of Frade and da Mare. In the west side, das Vacas Island imposes its limit with the coordinates Lat. 12␥ 46' 48" S., Long. 38␥ 37' 27" W. Charts: Brazilian Nautical Charts No. 1100 to 1110, published by the Brazilian Navy, show the area in which the Bay of Todos os Santos is represented. DOCUMENTS: The following documents have to be submitted to Port Authorities to clear the vessel on arrival, when coming from foreign ports. Crew List. Passenger List (if any). Arms, Ammunition and Narcotics Declaration. Vaccination List. Marine Declaration of Health. Stores List. Provisions List. Cargo Manifest. Personal Effects List. Disembarking Passengers Luggage List. Bill of Lading. APPROACHES: Access Channel: Access to the Terminal is gained through a channel lit with buoys, about 6 miles long, whose least depth is 12 m. (39.37 ft.), starting at position Lat. 12␥ 49' 02" S., Long. 38␥ 34' W., and ending in the area close to the Terminal. It is marked by 16 beacons with lights. Vessels whose draft is more than 10.5 m. (34.45 ft.) are only allowed to sail in the Access Channel if permission is granted, and the water depth at time of passing Buoys No. 7 and No. 8 is equal to or greater than the maximum draft multiplied by a factor of 1.15. That depth must be taken as the one mentioned on the nautical chart plus the height of the tide in the instant of the passing, whose value is extracted from the official tide schedules (Tide Tables, DH-29, a publication of DHN). Ships can navigate to approach the T.A. Madre de Deus Pier at any time and if they meet the requirements of the Pilot Service and the Port Captaincy. Evolution Basin: Limited by the 10.0 m. contour, the manoeuvring basin close to the pier is defined by 3 lit beacons (all positions are approximate): Baixo do Marinheiro or Bom Jesus: Lat. 12␥ 45' S., Long. 38␥ 37' 59" W., marked by a green buoy. Baixo or Coroa do Capeta: Lat. 12␥ 45' 02" S., Long. 38␥ 38' 05" W., marked by black pillar buoy with crimson horizontal stripes and radar reflector. Baixo de Madre de Deus or Coroa do Marinheiro: Lat. 12␥ 45' S., Long. 38␥ 37' 59" W., marked by a horizontal buoy. For safety reasons, the vessel’s Master should demand that the manoeuvres of the ship take place within the limits of the Evolution Basin. All ships must employ the Evolution Basin to turn for berthing port side to at Berths PP-1, PP-2 and PP-4. PILOTAGE: Pilotage is compulsory when making for Madre de Deus Terminal, starting from the anchorage areas in the Port of Salvador. Pilots can work 24 hours a day. Pilotage services should be requested from the local Pilot Association. The request must be delivered at least 3 hours in advance. Communication can also be made by VHF Channel 16 (Call sign ‘‘PVG 26’’). Waiting Area for the Pilot: Tankers or inflammable cargo carriers should anchor in the appointed area, centred on Lat. 12␥ 57' 10" S., Long. 38␥ 33' 05" W., with 0.25 nautical miles radius, depth 16 m. – 46 m., and bottom of shells and sand. The anchorage is unprotected from southern winds and surges. Responsibility: The Master shall notify the Pilot of any special conditions, difficulties or peculiarities of the vessel, such as defective navigational equipment, mooring lines, tackle, gear, helm, engine or boiler

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deficiencies or lack of necessary equipment, which might impose hazards in connection with handling, mooring, unmooring and operating the vessel. ANCHORAGES: Anchorage for Clearance: Ships coming from abroad will be inspected by Port Authorities for clearance. When the arrival time and the time of the Pilots’s embarkment are the same, Free Pratique will be granted upon berthing at the Terminal. The anchorage area is that appointed to wait for the Pilot (see ‘‘Pilotage’’). Prohibited Anchorage: It is forbidden to drop anchor within the area marked on nautical charts by reserved limit lines, within the manoeuvring area for the ferries; in the approach channels to the port, within the area signalled as maritime limit in Baia de Aratu, between Quindu and Mepele, due to the existence of submerged pipelines, as well as within the manoeuvring area in Madre de Deus and its approach channel, and also in the area near the Terminal facilities. Vessels must not anchor in the neighbourhood of oil-drilling rigs or any kind of oil rig. In case of an emergency, vessels can anchor for short periods in the basin S.W. of the Terminal, as indicated on Brazilian Nautical Chart No. 1105. RESTRICTIONS: Time Implication for Manoeuvres: Mooring at PP-1 and PP-2 for tankers greater than 35,000 d.w.t. starts at Salvador, when the vessel is anchored, up to 3 hours prior to high water Spring level, when vessel is going to berth at high tide. For ships up to 35,000 d.w.t., the manoeuvre should start in Salvador while ship is anchored, up to 2.5 hours prior to high water, if she is going to berth at high tide. Unmooring at High Tide: For all berths, the unmooring services should start up to 1 hour prior to high tide time, if the manoeuvre is to be executed at high tide. Traffic in Channel: 1. Two ships only can pass each other in the channel if they start from Salvador and Madre de Deus at the same time. 2. It is necessary to keep an interval of 2 hours between the sailing of 2 vessels going from Salvador to Madre de Deus. 3. It is necessary to keep an interval of 30 minutes between the sailing of 2 vessels from the Terminal. 4. Ships with draft from 11.58 m. – 12.50 m. are only allowed to sail in the channel 3 hours before high water, and in daylight. 5. Tankers of 30,000 d.w.t. or greater must take heed of currents exceeding 2 knots when they are manoeuvring. Ships whose draft is 12.19 m. must approach the Terminal in such a way that they pass Beacons No. 7 and No. 8 about 2 hours prior to high water. In that area, the speed must not exceed 8 knots, and the vessel should not have a list. The same applies to vessels with draft 12.5 m. when unberthing. The passing of ships in the area marked by Beacons No. 1, No. 2, No. 5 and No. 6 must be avoided. Ships waiting to go into the channel must remain inactive outside the channel and wait for the vessel coming out, up to the time it passes Beacons No. 1 and No. 2. MAX. SIZE: Maximum Recommended Draft: The maximum draft controlled by depth of water and recommended by the Port Captaincy for sailing must be calculated using the formula: Cmr ␦ (P ␣ M) ␤ (P ␣ M) x Fs Cmr ␦ maximum recommended draft. P ␦ Local depth of water reduced to Mean Low Water Spring Level. M ␦ Instant tide level obtained from Tide Schedules. FS ␦ Decimal safety coefficient. Important Note: Nature of Bottom: In that part of the channel where the depths are quoted at 10.50 m. plus the tide level, whose maximum value is 3.0 m., the nature of the sea bottom is mud and rock, so the navigator is advised to use the safety coefficient (FS) of 8%, resulting in maximum draft of 12.40 m. at Spring tides. Also see ‘‘Berthing’’. HEALTH: Free Pratique: Masters whose ship is in good condition can request permission, granted by Health, Customs and Maritime Authorities, for his ship to enter the port requesting it by radio or telex, up to 24 hours in advance of the arrival time, through ship’s Agent. While the ship is waiting for Free Pratique, she must stay anchored in the area appointed by the Port Captaincy. During that waiting time, disembarkation of any person is forbidden. RADIO: ETA: All vessels going to Temadre must radio ETA 72 hours, 48 hours and 24 hours prior to arrival, addressed to Petrobras and to ship’s Agent. The vessel must fax the Terminal before mooring at the pier, through the Agent, giving the following details: Name of vessel. Flag. LOA. Deadweight. Draft (forward and aft). Amount and type of cargo on board. Pumping rate for loading/unloading. Amount of ballast and slops onboard. Requested supply. Inert gas system condition. Number of loaded tanks. VHF: Channel 16 is to be used for calling. Channels 6, 9, 11, 13 and 14 are to be used for messages (Temadre call sign is PVG-471). Tugs on Channel 16 (24 hours). TUGS: The Terminal has 2␺1,670 h.p. tugs to assist with the berthing, unberthing and towing services. If more tugs are needed, they can be arranged by the Petrobras Agency, unless the ship is chartered VCP way. In this case, the ship’s Agent will make arrangements. Minimum Tug Requirements: Instructions from the Port Captaincy establish the number of tugs for manoeuvres, according to the necessary bollard pull for the ship’s deadweight tonnage.

We welcome all advice, updates and additions to this information.

BRAZIL Mooring (M) Min. No. See Unmooring (U) of Tugs Remarks

Berth Vessel Type (d.w.t.) PS-1 LPG Carrier M and U PP-1 LPG of more than 175 m. M and U PP-1/PP-2 Up to 35,000 M and U From 35,000 – 60,000 M and U Above 60,000 M and U From 16,000 – 35,000 U in Low Water PP-2 LOA 160 m. and above U in Low Water PP-3 From 15,000 – 25,000 M and U From 25,001 – 30,000 M and U PP-4 Up to 20,000 M From 20,001 – 35,000 M Above 35,000 M Up to 20,000 U From 20,001 – 35,000 U From 35,000 – 60,000 U Above 60,000 U

2 3 2 3 4 3 3 3 4 3 4 4 2 3 3 4

(1) (1) (3) (1) (3) (1) (3) (1) (3) (1) (3) (1) (3) (1) (3) (2) (3) (2) (3) (2) (3) (2) (3) (5) (1) (3) (1) (3) (1) (3) (4) (1) (3) (4)

Remarks: (1) At least one of the tugs must have 2 propellers. (2) At least 2 of the tugs must have 2 propellers. (3) Each tug must be more than 15 tons bollard pull. (4) The combined bollard pull of all the tugs shall not be less than 60 tonnes. (5) The combined bollard pull of all the tugs shall not be less than 80 tonnes. BERTHING: Pier PP-1: Max. g.r.t. 130,000 Maximum d.w.t. 120,000 Depth 13.00 m. (42 ft.). LOA 275 m. (902 ft.) in daylight. 240 m. (787 ft.) at night-time. Note: Ships up to 35,000 d.w.t. may unmoor with any tide. Pier PP-2: Max. g.r.t. 130,000 Maximum d.w.t. 120,000 Depth 13.00 m. (42 ft.). LOA 275 m. (902 ft.) in daylight. 240 m. (787 ft.) at night-time. Note: Ships up to 35,000 d.w.t. may unmoor with any tide. Restrictions are applied to other vessels. Pier PP-3: Max. g.r.t. 31,000 Maximum d.w.t. 31,000 Depth 10.50 m. (34 ft.). LOA 176 m. (577 ft.) in daylight. 162 m. (531 ft.) at night-time. Pier PP-4: Max. g.r.t. 120,000 Maximum d.w.t. 120,000 Depth 22.00 m. (72 ft.). LOA 275 m. (902 ft.) in daylight. 240 m. (787 ft.) at night-time. Notes: 1. Vessels up to 20,000 d.w.t. must leave the Salvador docks 2.5 hours before the flooding tide, and vessels larger than 20,000 d.w.t., 3 hours in advance. 2. At low ebbing tide, vessels of any size must leave the Salvador docks 2 hours in advance of that time, watching the maximum recommended draft. 3. By night, no matter which pier from the above the vessel is going to, the maximum recommended draft is 36 ft. Pier PS-1: Max. g.r.t. 10,000 Maximum d.w.t. 10,000 Depth 8.30 m. (27 ft.). LOA 145 m. (475 ft.). Mooring Any tide. Inadequate Ship: The Terminal may refuse berthing or loading of any tanker with unsuitable or unsatisfactory conditions to moor, or any circumstances which would create a risk to its facilities, personnel, equipment and the environment. Hose and Equipment Handling: A gang is available around the clock to assist vessels with mooring and unmooring services, loading arms and connecting grounding connector. Mooring Ropes: The Master is responsible for the safe mooring of his vessel at the berth. Under no circumstances must mooring ropes be slack. Tension winches will stay under manual brake. No constant tension winches are allowed. Adjacent ropes whose functions are the same must be made of identical material. Requirements for Mooring: Ships up to 35,000 d.w.t.: 3 head or stern lines, 3 breast lines and 3 springs, at bow or stern. Ships above 35,000 d.w.t.: 4 head lines, 2 breast lines and 2 springs on the bow. 4 stern lines, 3 breast lines and 3 springs on stern. It is important to keep a careful watch of the stern breast lines from the ship moored at PP-1 at all times when any low tide occurs. Access to Dock and Ship: All vessels must provide means of access for personnel boarding/disembarking and keep ready their gangways in order that they may be lowered. The Terminal is not fitted with platform ladders or gangplanks. When a gangplank is used, adequate space for its free motion must be left. Also a net must be installed underneath to protect persons stepping aboard or ashore. Life buoys with ropes must be displayed in the neighbourhood of the access paths. Grounding Connection: The Terminal can supply the ship with a grounding connector, which must be connected to the ship prior to the connection of the loading arms. The connection point must be away from the loading manifold area, and the switch must be turned off at time of connecting.

MEDICAL: The Terminal provides support of an ambulance and trained personnel in first aid to assist accident victims. There is a Medical Station at Madre de Deus Island which is able to attend to emergencies requiring immediate action. At Candeias, about 15 km. from Salvador by road, there is a Burns and Injuries Unit named Sao Camilo Hospital (ex-UMI), that provides first aid. More severe cases are sent to Salvador, about 1 hour by road. CARGO OPERATIONS: Loading/Unloading Pressures: The maximum operational pressure is 10 kg./sq.cm. (142 psi.) for all berths and loading arms, except for pressurised LPG lines, which is 20 kg./sq.cm. (284 psi.). All ships must sustain a medium pressure of above 7.0 kg./sq.cm., or maintain the pumping rate of the contract. If they fail to do so, they will be exposed to receiving a Letter of Protest. While loading services are in progress, the pressure into the ship’s manifold must not go beyond 1.0 kg./sq.cm. Loading Arms: Loading arms are of the articulated type, hydraulic motion and fitted with quick-release devices. Both PP-3 and PP-4 have loading arms with emergency quick-release flanges for over-tension. Berth PP-1 is fitted with hydraulically moved articulated arms with quick-release: 2␺12 in. loading arms for crude, ballast and fuel oil. 2␺8 in. and 1␺12 in. loading arms to load/unload naphtha, gasoline, diesel, ethanol, lubricant and products, so it is possible to transfer 3 products at the same time. There are 2 more loading arms for refrigerated LPG, 1␺10 in. (liquid) and 1␺8 in. (vapour). MF supply can be accomplished by 12 in. loading arm using reduction pieces or through 6 in. marine hoses. MGO supply can be done by 8 in. loading arms or 2.5 in. hoses. Fresh water can be supplied through a 2.5 in. hose. Berth PP-2 is fitted with: 2␺12 in. loading arms for loading/unloading of crude, ballast and fuel oil. 1␺12 in. loading arm and 2␺8 in. arms for products and lubricants. Up to 3 arms are available, depending on the operational need. MF supply can be accomplished by 12 in. loading arms or 6 in. hoses. Fresh water can be supplied by 2.5 in. hose. Berth PP-3 (parallel to PP-2) is fitted with 2 loading arms of 8 in. and 1␺10 in. arm for distillate products, and 1␺10 in. loading arm for residual products, and 1␺6 in. arm at the end of the pier for supplying ships under the same conditions as those at PP-2. Berth PP-4 for crude, ballast and fuel oil. There are 3␺16 in. loading arms for crude, residuals, gas oil and ballast. If the vessel’s discharge pressure reaches 10 kg./sq.cm., a second arm may be connected. A 6 in. loading arm works for supply of diesel, and another 8 in. arm performs the MF supply. Fresh water can be supplied through a 2.5 in. hose. Berth PS-1 is reserved for LPG carriers. It has 1␺8 in. loading arm to transfer of pressurised LPG (refrigerated and semi-refrigerated), 1␺6 in. loading arm for vapour return, another 2 hand-operated loading arms of 6 in. and 4 in. for supplying barges and tugs, and 1␺6 in. hose outlet for MF and MGO products. The maximum operational pressure for pressurised LPG lines is 284 psi. (20 kg./sq.cm.). For the remainder, the pressure is 142 psi. (10 kg./sq.cm.). Berth PS-2 is a pier reserved for barges, tugs and launches. There is a 6 in. hand-operated articulated arm for MF supply and 6 in. outlets for hoses furnishing MF and MGO. There is also a 2.5 in. flange for connection to the fresh water system for both berths. Average Loading/Unloading Rates: The loading rates vary according to the amount of lines, loading arms and pumps available for each operation, according to the type of product and to other limitations on board. The table below shows the main loading operations at berths, taking into account the medium flowing rates when conditions of work are normal. Discharge rates are given in view of the Terminal’s limitations. These values can be changed without prior advice. Product Loading Flow Rates Unloading Flow Rates Medium Maximum (cu.m./hr.) (cu.m./hr.) (cu.m./hr.) (cu.m./hr.) Gasoline 750 (a) 1,100 (b) 1,000 Diesel 850 (a) 1,050 (b) Naphtha 2,500 (f) Jet Fuel 750 (a) 2,000 Ethanol 500 (a) 1,500 Paraffin 250 (a) 500 Lub 220 (a) 280 (c) 500 B. Stock 220 (a) 500 Gasoil 1,800 (a) 2,600 (b) 2,500 Fuel Oil 1A/2A 1,500 (a) 2,300 (b) 3,500 Fuel Oil 1B 1,600 (a) 2,500 (b) 2,500 LPG 400 t (g) 800 t (h) 800 t Crude 1,800 (a) 2,800 (b) 6,000 Boscan Crude 1,000 (f) 500 (g) Bachaq Crude 1,000 (f) 500 (g) MF Supply 170 (a) (h) 300 (b) MGO Supply 120 Fresh Water 25 Notes: (a) 1 pump, 1 line (f) 24 in. line (b) 2 pumps, 1 line (g) 12 in. line (c) 2 pumps, 2 lines (h) 18 in. line (d) 1 arm, 1 line (i) mixing unity (e) 2 arms, 1 line Maximum Discharge Temperature: The maximum approved discharge temperature for petroleum and products is 70␥C, which measures the medium temperature in the tanks on board. Any temperature above that will imply a flow rate restriction of 500 cu.m./hr. Ship/Shore Communications: The vessel and the Terminal must be provided with portable radio transceivers which are able to perform the necessary ship/shore communications during all operations. The suitable

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL channel must be fixed by written compromise between both parties. Likewise, it must be previously tested. Transceivers are often monitored by Terminal Operators and tuned to VHF Channels 6, 9 and 11 for operations with Pier Operator. The Terminal control room is under permanent listening watch to VHF Channel 16. Vessel’s and shore representatives must be properly identified in order to avoid any failure. Other types of communications must be periodically tested. Storage Tank Inspection on Board: Whenever possible, all inspections aboard must be made without entering storage tanks. Anyway, if the load to be charged requires inspection inside the tank, one has to take all of the safety measures necessary to enter into restricted spaces. In this instance, the ship must arrive with all tanks to be inspected gas free, that is, fully neutralised and in a free-for-man condition. In case the Terminal or the inspector refuses to grant authorisation for the use of any storage tank that was inspected, the delay will be at ship’s account. Loading Arms Connections: It is important to make prior contact between the ship and the Terminal, in order to identify the manifold and loading arm diameters, which will be available for the transfer of the ship’s cargo, before the ship’s arrival. Onshore personnel will perform the connection and release of the arms, hoses and ground line, with the assistance of the onboard personnel, who handle winches and derricks, if necessary. Reducers and Hoses: The vessel must arrive with the manifold ready for connection. When necessary, reducers must be supplied and installed by the crew. Ship’s derricks are to be used for hose connection. All connected hoses must be supported, mainly the ones which are linked to reducers. Free Loading Arms: The loading arms must be free in order to follow the ship’s motion and without vibration. The hydraulic lock system must be in free-wheeling position. In case of excessive movement of the ship from the pier, the transfer service must be stopped and the loading arms disconnected. Bottom Valves: The vessel must keep the bottom discharge valves, which are linked to the cargo and ballast system, in shut-off condition and sealed when not in use, up to the end of the operation. They must also stay under constant watch, in order to avoid any risk of pollution. Pumping Alteration: Any substantial change in pumping rate (greater than 50%) during the loading/discharging operation must be agreed between ship and Terminal. Restriction to the Shutting-off Valves: No valve shall be suddenly shut in such a way as to cause damage to the loading arms and lines of the Terminal. Stop Loading: The stop loading is always accomplished by the ship, unless the contrary is arranged. Ships must advise the final stop at least 15 minutes in advance. From that point, ship and shore must maintain permanent contact, so communication devices must be tested. Loading Arm Draining: The draining of the loading arms on completion is performed on board. Other parts of the loading arms are drained to a slop tank under the pier. LPG/LNG FACILITIES: See ‘‘Report’’. BALLAST: Tank Cleaning: Discharge of oily water resulting from conventional tank cleaning is allowed as a rule, provided such procedure does not imply any delay to other ships. Crude Oil Washing is allowed with the prior agreement of the Terminal. Ships are responsible for the suitable maintenance of tanks, pumps and piping in order to preserve the cargo quality. Dirty Ballast: Two slop tanks whose capacity is 6,500 cu.m. each are intended for receiving dirty ballast and slops from vessels at a flow rate up to 500 cu.m./hr. Both tanks drain to an API separator, and the residues are pumped out to the RLAM refinery. Ships must provide a program in advance for slop and ballast discharges which depend on the availability of space in the Terminal. Temadre can refuse the discharge of ballast and slop which have not been previously programmed. Warning: The measurement of the amount and characteristics of the residue to be discharged is mandatory. Discharging of dirty ballast from vessels loading or unloading poisonous chemical tanks, which have carried toxic products is not allowed under any circumstances. Ballasting: The ballasting of a segregated ballast ship must be performed during the discharge. Dirty ballast ships must follow the safety procedures while ballast is being discharged into flammable tanks. FRESH WATER: Available at 25 cu.m./hr. Also see ‘‘Berthing’’. FUEL: The Terminal provides any type of Marine Fuel Oil (MF) or Diesel (MGO) through its piping system. Mixtures are made by a central mixing unit. Ships in Salvador harbour are fuelled by barges. Fuelling requests are made to RLAM/CM, in advance, by the ship’s Agent. Also see ‘‘Berthing’’. REPAIRS: The Terminal has no means to perform repairs at its installations, also repairs are forbidden whilst the ship is moored at the pier. The port of Salvador has some facilities. Aratu Naval Base has repair facilities and 2 dry docks. Electronic Repairs: Repairs to electronic apparatus must be arranged with the ship’s Agent in Salvador. Gyro compass and direction finder calibration can be made by Servico de Sinalizacao Nautica through the ship’s Agent. SURVEYORS: Classification Societies: Lloyd’s Register of Shipping: Nuno Marques. Tel: 359 4070. P&I Club: Williams Servicos Maritimos Ltda. Tel: 241 5122. Bureau Veritas: Octavio Gomes de Mattos Rinaldi. Tel: 243 4585. German Lloyd: Carlos Rodamilans. Tel: 241 3213 and 241 3201. Cargo Inspectors: SGS do Brasil SA, Rua Machado de Assis, 5 Brotas, Salvador, Bahia, Brazil. Tel: 233 5488. Via Matoim, s/n, Porto de Aratu. Tel: 802 3175. Inspectorate, Rua Visconde do Rosario 3, Edif. Augusto Borges, Sala 204, Comercio, Salvador, Bahia, Brazil. Tel: 241 6237 and 242 1427.

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Saybolt/Concremat Inspecoes Technicas Ltda., via Matoim s/n, Porto de Aratu, Candeias, Bahia, Brazil. Tel: ␣55 (71) 602 7051. Caleb Brett, Via Matoim s/n, Porto de Aratu, Salvador, Bahia, Brazil. Tel: 321-5302-802, 5789-802 – 1516 (R-127). GANGWAY/DECK WATCHMEN: Port Watchman: Ships from overseas coming from abroad are committed to hire Port Guards. AIRPORT: The international airport is 50 km. from the Terminal near Salvador, and can be reached by road. POLICE/AMBULANCE/FIRE: Madre de Deus Island has a police station, with civilian and military policemen. Temadre also has its own internal security and an ambulance. Also see ‘‘Medical’’. TELEPHONES: There is a public telephone for external calls near Pier PP-1, in the shelter for mooring personnel. Ship/shore/ship communications can be made by radio VHF, or by telephones from the internal network installed in each shelter on the berths. Telephone Numbers: Office Telephone No. External: Superintendent ␣55 (71) 642 3200 Supervisor ␣55 (71) 642 1303 Internal: Security ␣55 (71) 642 3222, 3357 Manager ␣55 (71) 642 3201, 3233 Operations ␣55 (71) 642 3269, 3233 Programing of Ships ␣55 (71) 642 3305, 3204 Supervisor ␣55 (71) 642 3205, 3313 Operations/Control ␣55 (71) 642 3213, 3313 SHORE LEAVE: Vessel’s personnel are not allowed ashore for any purpose whatsoever until Free Pratique has been granted. Luggage and packages are subject to Customs Officer’s inspection. GARBAGE DISPOSAL: The Terminal is able to deal with ship’s garbage or refuse only if she is a Fronape vessel. In extreme situations, the Master must contact the Agent for such services. Waste Water: Discharging of waste water of any kind and from lavatories or rest-rooms in to the sea within the Bay of Todos os Santos is forbidden. GENERAL: Painting and Fishing: Use of the pier for painting ship’s hull or for fishing is forbidden. It is also forbidden to fish from ships alongside the piers. Provisions and Stores: Provisions and stores may be supplied in the port of Salvador. Orders must be placed through Agent. Only Fronape vessels are able to be supplied by the Terminal. Nautical Charts and Sailing Publications: Available through ship’s Agent. Smuggling: Brazilian law is very strict in every aspect concerning smuggling. Ship’s Masters are requested to instruct their crew about restrictions concerning trafficking of goods of any kind in violation of the law, including cigarettes, cigars, tobacco, alcoholic beverages, firearms, playing cards, medicines, narcotics, drugs and souvenirs. Visitors: No visitors are allowed aboard ships berthed alongside, except with formal consent from vessel’s Master, Terminal’s Superintendent and local Maritime Police. Trespassers will be reported to the Maritime Police. Post Office: About one mile from the pier, there is a post office on Madre de Deus Island, working from 0800 hrs. to 1200 hrs., and from 1400 hrs. to 1700 hrs., during 5 working days. On Saturdays, they work between 0800 hrs. and 1200 hrs. Mail from ship and crew usually remains under Agent’s care. Lubricants: Terminal only allows delivery to Fronape ships. Orders have to be placed through the Agents well in advance, whilst the ship is still in Salvador. Berthing Priority: Ship’s turn takes into account the port’s operational condition, the cost of the allowed laytime and the urgent needs of the subsequent ports. Representatives of the Terminal will rule on the matter. The time to berth depends upon the existance of free berths, tidal conditions for ship’s draft, d.w.t. and weather conditions. Information about the berths must be requested from the Agent in advance in order to avoid any delay while ship is being berthed. Notice of Readiness (NOR): The vessel being within the scheduled loading range, the allowed laytime will start 6 hours from the release of the N.O.R., or else at the end of the docking time, whichever occurs first, but only when the ship is ready to operate, under all conditions. If the vessel arrives at the port before the first day of the scheduled loading range, the allowed laytime will only start at the end of docking time, or else at 0001 hrs. of the first day of the mentioned loading range, whichever occurs first. If the vessel arrives at the port after the scheduled loading range, the allowed demurrage will start at the end of the docking time. SHIPMASTER’S REPORT: July 1992. Charts: B.A. Charts No. 540 and 545. Approaches: The city of Salvador is very prominent, combining old and new tower buildings, and the bay cannot be mistaken. Pta. de Santo Antonio, a black and white stripped tower lighthouse, is conspicuous. Care should be exercised to stay south and west of Banco de Santo Antonio, which is marked at its northern and southern edges by light buoys. These buoys are not easily seen. Salvador is the second most important naval base of the country, and as such, there are frequent warship movements in the approaches to the bay, which can create difficulties, as we found out on our visit. When proceeding into the pilotage area, as marked on B.A. Chart No. 545, do not stray north of Banco de Panela light buoys, marking the shoal areas. With many ships at anchor in the vicinity, and confusion over the pilot launch, vessel can easily drift between the buoys. Pilots: Pilots can be contacted on VHF Channel 16, working mainly on Channel 11. The range is poor. Pilot boards in area marked on B.A. Charts No. 540 and 545. Pilot Station is at the foot of Berth No. 1 in Salvador (Lat. 12␥ 58.3' S., Long. 38␥ 30.9' W.).

We welcome all advice, updates and additions to this information.

BRAZIL Pilot boards from fast red hulled cutter. Pilot cutter can easily be mistaken for service launches going to the anchorage, which also have red hulls. Officially there is 24 hour pilotage to and from Petrobras Madre de Deus Terminal, although over 4 days, no ships were in fact berthed or unberthed overnight, most berthed around 0700 hrs. or 1800 hrs., depending on tide. A pilot must be taken to anchor vessels off Salvador, either awaiting orders, berth or clearance before proceeding to Madre de Deus or Aratu. Anchorage: The general anchorage is off Salvador City (see ‘‘Pilotage’’). We anchored for clearance and to await a berth in position Lat. 12␥ 57' S., Long. 38␥ 31.8' W. Anchorage was fairly well sheltered but busy. At Madre de Deus, an emergency anchorage can be found S.W. of Berth ‘‘P2’’. This area is also used as a swinging basin. Tugs: Numerous tugs available. At Madre de Deus Terminal, Petrobras have two of their own tugs of 1,500 h.p. on permanent stand-by. Extra tugs being called for large ships. Ship’s lines are used. Mooring: Tidal range is 1.5 m. at neaps and 3.0 m. at springs. There are strong currents off the berths. All ships for all berths are swung in the turning basin to S.W. of Berth ‘‘P2’’, and moored head-out or east. Therefore, for Berths ‘‘S1’’, ‘‘P1’’, ‘‘P2’’ and ‘‘P4’’, vessels berth port side to, and at Berths ‘‘S2’’ and ‘P3’’, vessels berth starboard side to. Berths were very busy during our 4 days stay. Offshore anchor sometimes used, but as sufficient tug power per size of vessel readily available, anchor not used as often as in the past. Moorings were 4 head/stern lines, 2 breast lines, 2 back springs, on all ‘‘P’’ Berths. Breast lines are very important, as they hold vessel onto jetty if there is a strong current. Two powerful mooring boats used, and large mooring gang is also provided. At old berths (‘‘S1’’, ‘‘S2’’, ‘‘P1’’, ‘‘P2’’ and ‘‘P3’’), moorings are onto bollards and fixed hooks. At Berth ‘‘P4’’ (new berth), moorings are onto quick release hooks with capstans. Large fenders of cushioned rubber at each end of jetty berthing face. These keep vessels off jetty face by about 2.5 m., which can cause gangway difficulties. Due to strong currents and tidal range, moorings must be watched carefully. Berths: Madre de Deus Terminal: ‘‘S2’’ – 5.0 m. at L.W., hoses, coastal tankers – products. ‘‘S1’’ – 7.0 m. at L.W., Chicksans, up to 10,000 d.w.t., products and LPG, discharging and loading. ‘‘P1’’ – 12.0 m. at L.W., Chicksans, up to 75,000 cu.m. (LPG) or 100,000 d.w.t. (products) discharging and loading. ‘‘P2’’ – 12.5 m. at L.W., Chicksans, up to 150,000 d.w.t., crude or products, discharging or loading. No LPG. ‘‘P3’’ – 10.0 m. at L.W., Chicksans, up to 80,000 d.w.t., products, discharging and loading. ‘‘P4’’ – 12.0 m. at L.W., hoses, up to 150,000 d.w.t., crude and products, discharging and loading. LPG only handled at Berths ‘‘S1’’ and ‘‘P1’’. For Berth ‘‘P1’’, there are often long waits at Salvador Anchorage, as berth is very busy. At Berth ‘‘P4’’, which was commissioned in March 1992, hoses only are used, lifted by ship’s derrick/crane. There is a hydraulic gangway on the jetty. At all other berths, ship’s gangway has to be used, which can be difficult to land. We used midships accommodation ladder with painting stage between platform and jetty, with safety net and manropes. Cargo: LPG imported and coastal loading at Berth ‘‘P1’’, liquid arm 10 in. and VRL 6 in. LPG at Berth ‘‘S1’’ with 6 in. liquid arm and 4 in. VRL. During our visit, the VRL Chicksan was out of action, and we used 6 in. shore hose connected at base of Chicksan. Again during our visit, the loading/discharging arm developed a leak, so ended up using a 8 in. shore hose connected to base of Chicksan. Loading for coastal distribution: Propane product warm, between ␤28␥C and ␤35␥C, at a maximum rate of 400 t.p.h. Butane product variable, between ␤3␥C and ␣3␥C. If vessel is a fully refrigerated vessel, it will encounter great difficulties in loading warm Propane. Minimum rate can be controlled at ship’s manifold, which is quite acceptable. VRL: The use of the VRL does not seem to carry a charge. It is sometimes returned to the shore tanks and at other times it is flared. Little flow/return was found below 170 mbs. ship tank pressure. Above this, the flow rate is variable, depending on the degree of persuasion, ship can exert on Petrobras. We found loading rate for Propane at average ␤30␥C to be 55 m.t.p.h., and Butane rate up to 400 m.t.p.h. Recirculating shore line between different products can be done up the vapour return line, but Petrobras will resist this if they can. Discharging: From reports and previous experience, discharge is against a 6/8 Bar B.P. at rates around 400 m.t.p.h. There are a lot of shore stops. Chicksans as for loading. Tanks are about 2.0 km. away from berth, 20,000 tonnes refrigerated and spheres. Normally large LPG ships up to 75,000 cu.m. will do a two port discharge (Salvador and Santos). Little English is spoken by jetty personnel and Shift Managers. Each shift does a different thing. Difficult to get hold of any one in authority. General: Fresh water available on all berths at rate of 25 m.t.p.h. Ship’s hoses and meter were used. Fresh water is also available at Salvador Anchorage at a rate of U.S.$ 10.00 per tonne by barge. All grades of fuel are available at all berths. Gas oil and MDO is also available by barge at Salvador Anchorage, but not fuel oil (IFO). Stores: There are a number of chandlers in Salvador, who call vessel on VHF when vessel first enters bay. They can deliver to within 20 m. of ship. Jetty can take weights up to 18 tonnes, and all traffic seems to be allowed on jetty roadway (trucks/vans/cars – diesel or petrol).

Note: Chandlers are to be paid by owners and not by Agent or Master (New Central Bank Regulation). Repairs: We used EMS – Engenharia Manutencao E Servicos Ltda. Telex: 713780. Fax: 71 3129579. Tel: 71 3129715. They made a good job of both mechanical and electrical repairs. No spares available at Salvador. Prices are very very high. Telephone: IDD telephone in box at Control Cabin at Jetty, elbow about 100 m. from Berth ‘‘P1’’. Authorities: Vessel cleared at Salvador Anchorage, even if coastwise. Usual volumes of paperwork. We were coastwise and the following were required: ‘Rider’ from Fortaleza, 6 Crew Lists, 2 Crew Effects Lists, 2 Stores Lists, 2 Vaccination Lists, 1 Port Rotation List, 1 ‘Nil’ Passenger List, 1 ‘Nil’ Firearms List and 1 Dangerous Drugs List. No foreign exchange (U.S.Dollars) can be advanced to Master. This applies to all Brazilian ports. OPERATOR: Petrobras, Rua do Asfalto s/n, Bairro Suape, Madre de Deus, CEP 42600-000, Bahia, Brazil. Tel: ␣55 (71) 642 3330. FAX: ␣55 (71) 642 3206. WWW: www.transpetro.com.br Contact: Mauricio Santiago Pimentel, Terminal Manager (Email: [email protected]). Transpetro, Av. Republica do Chile, 65/21 Andar, Sala 2101H, CEP 20035-900, Rio de Janeiro, R.J., Brazil. Tel: ␣55 (21) 2534 3096. FAX: ␣55 (21) 534 6301. Contact: Antonio Lavro de Moura Campos, General Manager, Operations.

SANTANA (Macapa): 00.03 S. 51.11 W.

(See Plan)

DOCUMENTS: Also see ‘‘General’’ before first port. 6 Crew Lists. 3 Crew Personal Effects Lists. 7 Transit Passengers List or Negative Passengers List. 3 (each) Stores Lists (engine, deck and bonded). 5 Cargo Manifest or Ballast Declaration. 7 Disembarking Passengers List (if any). 3 Maritime Health Certificate. 3 Vaccination Lists. Derat Certificate. Maritime Police Pass (when proceeding from Brazilian Ports). Clearance Certificate. APPROACHES: Outer bar transit restricted to 32 ft. at LW and 37 ft. at HW. When loaded and outward bound, the Master should study carefully the tides and direction of currents. PILOTAGE: Pilotage service is compulsory between pilot position at Fazendinha (Anchorage Lat. 00␥ 04' S., Long. 51␥ 06' W.) and Santana Port. Pilot services can be requested via Agent in Belem or Macapa. Pilots Address: Unipilot, Rua Senador Manuel Barata 718, Ed. Infante de Sagres, Sala 1805, Comercio, 66.019.000 Belem, Para, Brazil. Tel/Fax: ␣55 91 241-8222. Email: [email protected] ANCHORAGES: Anchorage at Fazendinha for visit of authorities and embarkation/disembarkation of Pilots, in order to avoid any delay to entry to Santana, the Port Captaincy of the state of Para and Amapa has officially determined the Fazendinha area for visit of authorities and embarkation/disembarkation of Pilots. Such area is located around Lat. 00␥ 04' S., Long. 51␥ 06' W. RESTRICTIONS: Vessels can depart at any stage of tide. Night transit in North channel is at Master’s discretion. Channel transit restricted to 32 ft. in low water. Due to shifting of mud banks it is recommended that a set of up-to-date Brazilian nautical charts, covering from outer bar to Santana Port, should be used. The Hydrographic Office of The Brazilian Navy, based on date furnished by the Brazilian National Astronomical Observatory, publishes an annual tide table for the majority of Brazilian ports, including Barra Norte do Rio Amazonas-Ilha do Brigue – Lat. 00␥ 55' N., Long. 50␥ 05' W. and Porto de Santana. Nautical charts and tide tables are available through the vessel’s Belem (Para) Agent. Shipmaster’s Report: The above is correct but we would advise you to add: ‘‘The charts and books are delivered by pilot launch off Salinopolis (the Pilot Station for the port of Belem), if ordered well in advance via Belem’s Agent. The meeting point, anchorage, can easily be reached on B.A. Chart No. 520 and is described in South America Pilot Volume 1 (eleventh edition 1975), page 53, line R 41 – 45’’. In certain periods, but mainly from April to August, there are large logs, trees, etc., drifting down river. MAX. SIZE: On East side of floating ore pier, general cargo pier has a depth alongside of 29 ft. Along floating ore pier depth ranges from 35 ft. to 90 ft. (at LW). 35 ft. on East end of pier. Tidal range about 9 ft. to 11 ft. Tidal current at middle of river ranges from 2 to 3 knots, while close inshore along ore dock it runs approximately 1 – 1.5 knots. Amazon river water at Santana is fresh in spite of tides. Port of Santana: Alongside the floating ore pier, the tidal current continues to run for 60 minutes beyond the time computed from the table. In mid-stream, the delay in the change of current is 90 minutes, depending on the river flow. Report: September 1986. Max. LOA 707 ft. 08 in. Max. beam 95 ft. 02 in. Max. air draft 40 ft. Max. sailing draft 32 ft. LWOST. 37 ft. HWOST. HEALTH: Health authorities visit vessel arriving from abroad. Authorities require regular ship’s gangway to be lowered. Jacob’s ladders not accepted. Also see ‘‘General’’ before first port. RADIO: Vessels scheduled to load ore at Santana must radio Belem (Para) Agents at least 48 hours prior to ETA North Channel. TUGS: No tugs available.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL BERTHING: Private Floating Pier: Length 247 m. Depth of water 10.6 m. A retractable loading arm loads Manganese at an effective average loading rate of 1,000 long tons per hour for each hatch loaded. Macapa Pierhead: Length 18 m. Depth of water 8.8 m. Fitted with a 65 ton crane, and used for general cargo handling. Recommended that amidship hatches be used for Santana cargo. Vessels berth according to direction of tidal current. Berthing operations assisted by a motor craft to place lines on shore, East of pier. On West side, lines moored to the bitts on floating fender. Linesmen available to assist berthing and shifting. Ore carriers have preference when docking. When berthing, use of the anchor must be avoided except in an emergency. Cais Portobras: Woodchip Berth – See ‘‘Shipmaster’s Report’’ dated April 1993. STEVEDORES: Stevedores are available at Macapa about 25 km. by road from the port. Rates and other pertinent details must be arranged through the ship’s Agents. Conveyor belt for ore loading fixed, consequently vessels must be shifted by own winches to load various hatches. Effective average loading rate 1,000 t.p.h. Special caution must be taken not to pump all ship’s ballast before loading starts, since the height of boom is 40 ft. above water level. Cargo belt trimmed only. MEDICAL: Medical attention may be arranged at Macapa through ship’s Agent. TANKERS: Discharge at the Dolphins Pier, about 150 m. West of floating pier. Depth 8.0 m. Pipe-lines lead to tanks ashore (distance from pier 1,000 m.). Storage tanks have capacities for 35,000 barrels of diesel oil, 9,500 barrels of gasoline and 60,000 barrels of fuel oil. There are no shore facilities available at the terminal for receiving slops, dirty or contaminated ballast. Masters are cautioned that discharging of anything other than uncontaminated ballast will be subject to penalties as prescribed by Brazilian law. (See Pollution Regulations in ‘‘General’’ before first port). POLLUTION: Brazilian Legislation contains several sanctions and penalties applicable to those who cause pollution of any kind. The prohibition against the execution of acts which cause pollution and the respective penalties, both administrative and pecuniary, are principally contained in The Federal Law No. 5318, dated 26/9/67, and in the National Policy for Sanitation, in the Decree No. 221, dated 20/2/67 – Fishing Code, in the Federal Decree 5798, dated 11/6/40, on Rulings for Maritime Traffic, and in the State Law (State of Rio de Janeiro) No. 6753, dated 10/12/71. The sanctions and penalties can be applied cumulatively against infractors, and among those, special attention is called to the penalties foreseen in Federal Law No. 5357, 17/11/67, of which the first article reads: ‘‘Article 1 – Vessels or maritime or river terminals of any kind, foreign or national, which discharge debris or oil in waters which are within a strip of 6 (six) nautical miles from the Brazilian coast, or in rivers, lakes or other stretches of water, will be subject to the following penalties: (a) Vessels, to the fine of 2% (two per cent) of the greatest minimum salary in force in the national territory, per gross register ton or fraction thereof: (b) maritime or river terminals, to a fine of 200 (two hundred) times the greatest minimum salary in force in the national territory. Sole paragraph – in the case of repetition the fine will be applicable in double’’. In addition to the administrative and pecuniary penalties, under the new Brazilian Criminal Code, (Decree-Law No. 1004 of October 21, 1969, which was put in effect as of January 1, 1974, according to Law 5857/72, acts causing pollution constitute a violation punishable with imprisonment as follows: ‘‘Article 303 – Pollute lakes and rivers or, in inhabited places, the shores and the atmosphere, thus breaching provisions of federal laws or regulations: Penalty – Imprisonment up to 3 (three) years and payment of a 5 to 25 day fine. Sole paragraph – If the crime is not wilful the penalty shall be imprisonment from 2 months to 1 (one) year’’. DENSITY: The Amazon river water at Santana Port is fresh water at any stage of tide. Checking density during load operations is recommended. FRESH WATER: No drinking water available. FUEL: There is no suitable installation for fuel supply. See ‘‘General’’ before first port. CONSULS: None. Documents which are to be visaed by a Consul must be sent to Belem. REPAIRS: Only in cases of extreme emergency and then only minor repairs. GANGWAY/DECK WATCHMEN: Gangway watchman compulsory. OPENING/CLOSING HATCHES: Ore carriers: Service carried out by crew. General cargo vessels: Service executed by stevedores. CUSTOMS ALLOWANCES: Limited quantity for use during ship’s stay. CARGO GEAR: No additional requirements as to gear. A heavy-lift stiff leg derrick mounted on the pier. Boom: 60 ft., Mast: 37 ft. 6 in., Capacity: 65 tonnes. Mobile crane (maximum lift 40 tonnes) available for discharge of general cargo from small vessels. REPATRIATION: Effected by ship’s Agent. No Immigration Authorities at Macapa. AIRPORT: Macapa Airport 25 km. from Santana near city of Macapa. Scheduled domestic flights from Belem to Macapa, a trip of 25 minutes. TIME: GMT minus 3 hours. HOLIDAYS: New Year’s Day (January 1st); Tiradentes (April 21st); Martyr of Independence; Labour Day (May 1st); Independence Day (September 7th); All Saints’ Day (November 2nd); Proclamation of the Republic (November 15th); Christmas Day (December 25th). TELEPHONES: No facilities for placing telephones on board.

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IDENTIFICATION CARDS: Foreign Crew members not permitted to go ashore without presentation of identity card, on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The identity card must be delivered on dis-embarkation to the Federal Police who will return it to the crew member on re-embarkation. GENERAL: Aids to Navigation – Radio Beacon – A radio beacon is installed at Ponta do Ceu, marking the entrance from the open sea to the river proper. It is operated by the Brazilian Hydrographic Office and the main details are: Frequency – 290 kHz Signal letter – EH Working hours – Continuous Geographical position – Lat. 00␥ 45' 40" N. Long. 50␥ 06' 58" W. Range – 300 miles. Signal – A0 and A2 (1020 H2) Character of signal – (EH.....) Twice in A0 during 10 secs. and A2 (1020 H2) during 5 secs. Vessels have reported that certain times the beam may stray as much as 15␥/20␥. This straying is most noticeable during early evening and at dawn, less so during the night, and least during the daytime hours. Industria e Comercio de Minerios S.A. – ICOMI is not responsible for the location and operation of the various aids to navigation (lights, radio beacon, buoys, etc.). Telephone: Telephone communications between Porto de Santana and all Brazilian cities and also international calls, via Embratel (Brazilian Telecommunication Company) are possible every day, Sundays and holidays included. Telegraph: There is a public telegraph service in Macapa, operated by the Brazilian Post Office and Telegraph Department. Cable: International Cables are speeded by phoning them to the Agents in Belem (Para) who file them in the local cable offices there. Mail: Ship’s or crew’s mail should be addressed in care of the ship Agents in Belem (Para). Mail should not be addressed to Macapa or to Santana. SHIPMASTER’S REPORT: July 1982. The following concerns our recent visit to Santana to load bulk manganese ore, destined for Canada. The following should be read together with ‘‘The Pilot Book’’ and ‘‘Guide to Port Entry’’. Communications: We were provided, by Charterers, with Agent’s address, including cable address, in Santana. However cables sent here could not be delivered. All communications then sent to Agent in Belem. They responded with berthing instructions. Agent assured me that mail to Europe takes 5 to 6 days only. Incoming mail must be addressed to the Belem Agent and not direct to Santana. Agent has a VHF set but it is currently out of order. Contacted Macapa Radio on VHF Channel 16 when passing but they did not pass the message on to Santana. D/F: When some 200 miles from the beacon at Pta. do Ceu, a clear sharp signal was obtained. However, when crossing the Barra Norte, the signal was poor with a spread of 10 to 12 degrees. Generally showing the correct bearing though and it is the only aid to navigation. Pilots: There are no Pilots available for the passage from sea to Santana. A competent Pilot boarded at the anchorage and aided the berthing operation. This same Pilot should have aided the sailing but he arrived late and vessel was already leaving the pier. I understand that vessels proceeding further up the River Amazon embark Pilot at Santana. A mooring boat and line handlers are provided. Charts: I found Admiralty charts adequate for the in-bound, light ship, passage. Purchased seven Brazilian charts from the Agent and these were invaluable for the outbound passage. Large important sections have been surveyed 1980. Similar detail to Admiralty charts but much better scale. Navigational Marks: Found all buoys and beacons as charted inbound. They are well laid out and are about adequate. Outbound found Barra Norte No. 2 Buoy missing. This fact was reported to Belem Agent. Inbound and outbound passages were mostly in daylight so I cannot vouch for the lights. Landfall: No. 2 Buoy was sighted at 14 miles on radar and visually at 10 miles. All buoys showed well on radar. Pta. do Guara Lighthouse well defined on radar at 24 miles. The coast line Northward of Rio Araguari was clearly visible on radar at 24 miles. Tide Tables: Used Admiralty tables inbound. Predictions are based on Georgetown, Guyana. Crossing Barra Norte, inbound, could not make tidal streams conform with predictions. After berthing purchased Brazilian Tide Tables from Agent. The predictions for Santana were found to be similar in both sets of tables. However for Barra Norte found High Water some 4.5 hours and 2.2 m. difference between the tables. Sailed on basis of Brazilian predictions and found that tidal streams conformed much better. Inbound, light ship, the height of tide is not so important. Santana direction of tidal stream, which dictates berthing, is correct. Outbound use Brazilian tables and charts. The chart has a good tidal rose. Santana Anchorage: As another vessel was already alongside I passed the berth and anchored about 1 mile above the berth in a deep pool at the confluence of three creeks. Stayed here for some 36 hours and noted that the flow of tide continues for some 60 to 90 minutes after the Admiralty predicted High and Low Waters. Customs: Conscientious and efficient. A search of store rooms, cabins, lockers and cargo spaces was carried out. This took 1.5 hours and Agent assured me that this is normal. Two Customs Officers lived onboard throughout our stay. They come complete with spare seal should you wish to visit bonded stores. Immigration: All matters taken care of by the Agent. Port Health: Most thorough and meticulous. All medical books checked. The Brazilian Government is sponsoring a massive drive against Yellow Fever. Next morning Port Health Doctor returned to the vessel and vaccinated all who did not have proper documentation. International 10 year certificates issued. Extended Derat Exemption for 6 months on proper form.

We welcome all advice, updates and additions to this information.

BRAZIL Watchman: A shore watchman was provided. Very useful for keeping the canoe people off the vessel. Also useful as a runner to the Agent. Pier: The pier is 247 m. long, lies along 100␥/280␥ and has a freeboard of about 4 ft. It floats on pontoons and is connected to the shore by 2 arms. It has a wood faced rubbing strip. Adequate rams horn bollards are provided. There are 2 mooring buoys at the Western end of the pier. See ‘‘Plan’’ for moorings and soundings. Cargo: Vessel alongside for 48 hours and loaded 25,408.6 tonnes. Cargo pours out at a rate of some 800 tonnes per hour. Some time is lost shifting vessel up and down the quay to locate hatches under the chute. Our seven shifts accounted for 4.5 hours. When the tide is ‘‘kind’’ these shifts are easy enough, other times not so easy. Before the final pour into the last hatch operations were halted for 3 hours while samples were analysed. The belt weight was found to be accurate when compared to draft. There is no trimming. It lies where it falls. Chute: The loading chute floats on a separate pontoon. The air draft is 40 ft. and of course is not affected by tide. The chute can be adjusted to pour across the ship thus taking care of vessels with varying beams. Language: Few shore people had any knowledge of English. No personnel aboard could speak their particular brand of Portuguese. Final documentation all completed in perfect English. Provisions: Fresh provisions were puchased and prices were reasonable. Used American dollars from Master’s safe. Fresh Water: Fresh water is not available. The loading rig has a system of pouring water to keep the belt wet, but this is just river water.

Stevedores: The longshoremen here are not very familiar with loading procedures, probably because this is the first chipberth in Macapa area. Stevedores require constant guidance to attain the maximum load required for the vessel. The trimming is done with a 9 ton bulldozer which makes loading time longer. Message: P&I Club to P&I Club, dated October 1992. Please note following information obtained by our agency department about the loading of chips at Macapa: 1. There is a Japanese company’s building facilities for production/export of woodchips at Santana (Macapa). 2. The facilities include a loading terminal at Santana, which will be approximately 200 m. long, allowing vessels up to 220 m. long to berth, and a draft of about 37 ft. (11.28 m.), which is the maximum allowed at the estuary of Amazon River at H.W. 3. There will be no tugs to assist vessel to dock alongside the terminal. However, due to favourable conditions of the river at the site of the terminal, difficulties are not expected for vessel’s manoeuvring. 4. Dredging of the terminal and approaching area will start soon, and it is expected that by beginning of 1993 the terminal will be operative. 5. Pilot boards vessels at Fazendinha, not at mouth of river. Navigation from river mouth to Fazendinha presents no problems, and vessels of 60,000 d.w.t. – 65,000 d.w.t. usually transit there when going to Port Trombetas to load bauxite.

SHIPMASTER’S REPORT: April 1988. The passage to Santana is through the Amazon River and North entrance is declared safe for navigation without pilot. The distance from North Bar to Fazendinha Anchorage (boarding place for Immigration and Pilot) is about 172 nautical miles. The Buoy ‘‘BF-2’’ in position 01␥ 34.2' N., 49␥ 00.9' W. is equipped with Racon (G) and marks the entrance of the river and North Bar. Vessels in ballast should not have any problem except for tidal stream, missing or out of position channel buoys, etc. The depth at the river mouth is subject to change to some extent and it is advisable to obtain latest position of buoys from Belem or Santana Agent. River transit in the night is risky due to unlit buoys. Otherwise the river is quite deep and wide. The shore Racons at Pta. do Guara and Ilha do Bailique were found functioning. The D/F bearings of Pointa do Ceu and Salinopolis Stations can be relied upon to some extent. There is no berthing at night and the vessel is taken alongside from Santana Anchorage during floodtide. There is a fixed loader and frequent warping of the vessel can be avoided by keeping loading changes to a minimum. On the outward passage in the river, the vessel anchored off Pointa do Ceu and the current was found to be quite strong. The North Bar (charted depth less than 10.0 m.) is about 15 miles long and it is advisable to enter one hour before High Water. The vessel procured Brazilian charts and tide tables which were of great assistance. The tides at the North Bar are about 4 hours 4 minutes ahead of tide timings for Ilha do Brigue.

AUTHORITY: Companhia Docas do Para, Porto de Macapa, Av. Felinto Muller, Santana, PA, Brazil. Contact: Agostinho Raiol da Cunha, Manager.

SHIPMASTER’S REPORT: April 1993. Port of Cais Portobras – Macapa: River Transit: The passage to Cais Portobras (Macapa) (Chipwood Berth) is through the Amazon River via the North Bar entrance which was declared safe for navigation without the Pilot. The distance from the North entrance to the Pilot Station is about 171 miles, the distance to Cais Portobras is about 3 miles, and the position of the Woodchip Berth is about one mile East of Port of Santana. We were the second vessel to load this type of cargo in this port. The position of the Entrance Buoy on North Bar (the ‘‘Amazonas 1’’ with Racon signal (G)) was 01␥ 34.2' N., 49␥ 01.6' W. Vessels in ballast condition should not have any problems, except for strong tidal currents and out of position channel buoys at Curua Channels. The depth in the channel is subject to frequent changes. It is advisable to obtain the latest information from your Agent in Belem. River navigation at night is risky, due to some buoys being unlit and some large floating logs can be encountered, specially during rainy seasons. Global positioning system (GPS) was used as an aid during river navigation and it rendered great assistance for river transit and back-up to ARPA Radar. On the outbound transit in the North Bar, the vessel can anchor East of Pta. do Ceu or 2.0 miles West of Buoy No. 11 and with 15.0 m. charted depth for waiting high water. Vessels with draft of 35 ft. (10.67 m.) will not have any problems crossing the North entrance on high water. Prudent mariners should be alert for the strong currents in this area. The charted depth at the North Bar was less than 10.0 m., and it is advisable to enter the channel 4 hours and 20 minutes before high tide, to obtain the maximum depth. The vessel utilised Brazilian tide tables which were of great assistance. Charts used in the river were American charts, which we compared with Brazilian charts, and there was quite a difference, especially the charted depth of 9.1 m. in between Buoys No. 11 and 12, that was not corrected on Brazilian charts. Also the changes in light tower in Ilhas Pedreiras was not updated on Brazilian chart. It is also advisable to check with latest American Notice to Mariners, Charts Corrections and Sailing Directions Publications for this area. Docking/Undocking: The docking and undocking of the vessel is only done at daytime and only during flood tide, which the competent Pilot used to advantage. There will be no tugs to assist the vessel to dock alongside the berth. Vessels always come alongside port side to. However, due to favourable conditions of the river in the vicinity of the berth, difficulties are not excpected during manoeuvring of vessels. Loading: There is a movable chiploader in this berth that can be spotted in the centre of every hold and loaded by gravity through spout loader that can rotate 360␥. The average capacity of loader is 500 t.p.h. – 600 t.p.h. The length of the berth is approximately 200 m.

SANTAREM: 02.25 S. 54.43 W.

(See Plan)

LOCATION: Also see ‘‘General’’ before first port. Santarem is located on the right bank of the Tapajos River which joins the Amazon River. APPROACHES: Bar: Width 1,100 m. depth 17.0 m. – 25.0 m. Access Channel: Length 2,590 m. width 1,500 m. minimum depth 15.0 m. Manoeuvring Basin: Minimum width 1,500 m. minimum depth 15.0 m. PILOTAGE: Pilotage service is compulsory between pilot position at Fazendinha and Santarem. Pilot services can be requested via Agent in Belem or Macapa. The Pilots (2 Pilots) join vessels at Fazendinha and make the round voyage back to Fazendinha or Belem. Pilots Address: Unipilot, Rua Senador Manuel Barata 718, Ed. Infante de Sagres, Sala 1805, Comercio, 66.019.000 Belem, Para, Brazil. Tel/Fax: ␣55 91 241-8222. Email: [email protected] MAX. SIZE: Max. draft 10.0 m. TUGS: None. BERTHING: 520 m. of quay of which 380 m. is a pier, 2 warehouses with an area of 3,000 cu.m., open air area of 10,000 sq.m.; mechanical workshop, 60 ton weighbridge, administrative building, water tower and residence for the Port Administrator. 2 deep sea vessels or larger coasters can come alongside, with a minimum of 10 m. depth of water, and at the same time, 2 vessels of lesser draft can be berthed in the inner area where the depth is 6 m. To handle river vessels, there is a marginal quay, with a minimum depth of 3 m. There are at present 2␺6.3 ton cranes, with plans to install a further 4. 1 mobile crane, capacity 9.1 tons The principal export is meat which is delivered by road. A cold store is to be built. FUEL: Fuel oil available at Petroleo Sabba private wharf. Also see ‘‘General’’ before first port. TIME: GMT minus 4 hours. AUTHORITY: Companhia Docas do Para, Avenida Presidente Vargas 41 – 20 Andar, Belem, Para, Brazil. Tel: 223-0056, 223-2066.

SANTOS: 23.56 S. 46.19 W.

(See Plan)

(A) SANTOS PORT (B) ALEMOA TERMINAL (A) SANTOS PORT: LOCATION: The Port of Santos is situated in the centre of the State of Sao Paulo, and the port installations spread over an estuary bounded by the islands of Sao Vicente and Santo Amaro. The port limits are: (a) Lat. 24␥ 02' 42" S., Long. 46␥ 24' 00" W. Ponta do Itaipu. (b) Lat. 24␥ 02' 42" S., Long. 46␥ 17' 24" W. Ponta do Manduba. (c) Mar Pequeno. (d) Channel of the port of Santos. (e) Piacaguera Channel. Charts: Brazilian Charts No. 1701 and 1711 (DNH). Admiralty Chart No. 19. U.S.N.O.O. Chart No. 24142. DOCUMENTS: The following documents are required for clearance inwards. Port Health Authorities (Sanitary): 1 Crew List (stating full name, ranking, nationality, place/date of embarkation, place/date of birth and Seaman’s Book number). 1 Passenger List (stating full name, nationality, place/date of embarkation and passport number). 1 Ports of Call List.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 1 Yellow Fever Vaccination List. 1 Narcotics/Drugs List. 1 Maritime Health Declaration. Ballast Report. Immigration (Federal Police): 5 Crew Lists. 5 Passenger Lists (if any). 3 Narcotics/Drugs Lists. 3 Arms/Ammunition Lists. Custom: 3 Crew Lists. 3 Passenger Lists. 3 Personal Effects Declarations. 3 Bonded Stores Lists. 3 Provisions Lists. 3 Deck Stores Lists. 3 Engine Room Spare Parts Lists. 3 Radio Spare Parts Lists. Port Captaincy : 1 Crew List. 1 Last Port State Control Report (copy). 1 Register Certificate (copy). 1 Safe Manning Certificate (copy). 1 Last Class Survey Report (Bulk carriers over 20 years old only (copy)). NOTE: All items missing from Stores Lists (deck, engine, radio, tools, etc.) and found during Customs inspection will be confiscated. APPROACHES: Vessels approaching the Santos area can expect to meet numerous trawlers, some of which may be unlit at night. The area around Moela Island provides poor radar targets, whereas the points of Munduba and Itaipu to the West and the area around Santos provide good radar targets. Mariners should not confuse the urban areas around Guraruja (East of Santos) and Praia Grande (West of Santos) with the city itself. There is good access to the outer anchorage where Pilots embark, although mariners can expect to meet numerous vessels at anchor or awaiting Pilots. Companhia Siderurgica Paulista (COSIPA): The Terminal is located in position Lat. 23␥ 52' 20" S., Long. 46␥ 22' 30" W., at the extremity of the Piacaguera Approach Channel, approximately 12 nautical miles from Santos Port Outer Roads, and 60 km. from the city of Sao Paulo. The approach channel is 2.6 nautical miles long, dredged out to the 12 mile limit, and is marked by 18 light buoys. Turning Basins: The basins have a diameter of 460 m. and 210 m., and are located West and East of the Terminal. Arrival Notices: Advance notices to be given and NOR to be accepted as per Charter Party. Notice of Readiness to be tendered on arrival at the outer roads. PILOTAGE: Pilotage is compulsory for tankers, propane carriers and those carrying explosive cargoes regardless of flag or g.r.t. The pilotage area includes Baia de Santos from Lat. 24␥ 00' 55" S. until the vessel is alongside. On arrival in the outer roads, or when changing position, vessels must contact Santos Pilot Station service control on VHF Channels 11 or 16 and advise their position and time of anchoring. The Pilot must be requested from the ‘‘Associacao de Pratcagem de Santos’’ at least 2 hours prior to arrival, by telephone, VHF or any other communication process, sending message to PPS Coastal Station in Santos, stating time of Pilot’s embarkation. The Pilots Association maintains permanent watch on VHF Channel 16. Pilot boarding area is N.W. of Palmas Island in position Lat. 24␥ 00' 55" S., Long. 46␥ 00' 20" W., although Pilots can be embarked/disembarked in the Channel at Lat. 24␥ 00' S. The pilot boarding ladder must be in accordance with SOLAS. Vessels with a Pilot on board must fly the ‘‘H’’ flag. Violators can be fined. The Access Channel is divided into 4 sections (A, B, C and D) as shown on Brazilian Chart No. 1701. Depths between dredging operations may vary due to silting. Mariners should consult Notices issued by the Port Authority to verify actual depths. Vessels with a draft greater than 36 ft. (10.9 m.) can only enter the channel on a flood tide. At night, vessels with up to a maximum draft of 30 ft. (9.1 m.) can navigate Sections B and C. All vessels navigating in the Piacaguera Channel must be assisted by tugs. Also see ‘‘Tugs’’. The Port Captaincy must receive agreement from the Pilots Association before vessels with LOA greater than 228 m. can navigate the Piacaguera Channel at night. ANCHORAGES: The co-ordinates below refer to Brazilian Charts No. 1701 and No. 1711. Area ‘‘1’’ for warships. Point Latitude South Longitude West (a) 23␥ 59' 24" 46␥ 20' 12" (b) 23␥ 59' 24" 46␥ 20' 48" (c) 24␥ 00' 00" 46␥ 20' 48" (d) 24␥ 00' 00" 46␥ 20' 24" Area ‘‘2’’ for vessels awaiting visit by Port Health, embarking/ disembarking personnel or with anticipated stay of less than 3 hours. Point Latitude South Longitude West (a) 24␥ 00' 45" 46␥ 20' 10" (b) 24␥ 00' 45" 46␥ 19' 42" (c) 24␥ 01' 30" 46␥ 20' 30" (d) 24␥ 01' 30" 46␥ 19' 42"

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Area ‘‘3’’ for vessels scheduled to berth within the next 24 hours. Point Latitude South Longitude West (a) 24␥ 03' 00" 46␥ 20' 48" (b) 24␥ 06' 00" 46␥ 22' 09" (c) 24␥ 06' 00" 46␥ 18' 36" (d) 24␥ 05' 18" 46␥ 18' 36" Area ‘‘4’’ for vessels mooring in port of Santos in the future. Point Latitude South Longitude West (a) 24␥ 06' 00" 46␥ 22' 06" (b) 24␥ 06' 00" 46␥ 18' 36" (c) 24␥ 05' 18" 46␥ 18' 36" (d) 24␥ 05' 18" 46␥ 15' 00" (e) 24␥ 10' 00" 46␥ 15' 00" (f) 24␥ 10' 00" 46␥ 19' 24" Area ‘‘5’’ for vessels not yet scheduled for the port of Santos. Point Latitude South Longitude West (a) 24␥ 10' 00" 46␥ 19' 24" (b) 24␥ 10' 00" 46␥ 15' 00" (c) 24␥ 05' 18" 46␥ 15' 00" (d) 24␥ 05' 18" 46␥ 10' 00" (e) 24␥ 15' 00" 46␥ 10' 00" (f) 24␥ 15' 00" 46␥ 19' 24" Area ‘‘6’’ for vessels of any size in Quarantine. Point Latitude South Longitude West (a) 24␥ 05' 00" 46␥ 24' 27" (b) 24␥ 05' 00" 46␥ 22' 45" (c) 24␥ 07' 12" 46␥ 25' 27" (d) 24␥ 07' 12" 46␥ 23' 42" The Emergency Inner Roads Anchorage is available to vessels with a situation onboard that could result in the vessel’s safety being compromised. The use of the anchorage is subject to authorisation by the Port Captaincy and specific precautionary measures as per local traffic requirements. RESTRICTIONS: Anchoring in Anchorage No. 1 is allowed only for 24 hours, but an extension of stay may be obtained from Harbour Master’s Office in special cases. Due to strong Northwesterly winds, common in this area, Masters are advised to have vessel’s engines and crew on stand-by. Navigating and anchoring near military fortresses of Itaipu (‘‘Itaipu’’) and Guaruja (‘‘Andradas’’) is prohibited. All craft are requested to keep clear of the areas of Morro do Itaipu (Itaipu Hill) and Morro do Munduba (Munduba Hill) within a range of 100 m. MAX. SIZE: Official max. draft 36 ft. Vessels drawing 36 ft., but not exceeding 38 ft., shall only be piloted at H.W. Night manoeuvring in such cases are under study; meanwhile maximum draft at night is 34 ft. at HW for Sections B and C. Fertiliser Terminal (Ultrafertil): Max. LOA 225 m., draft 36 ft. and beam 30.0 m. Tefer (Conceicaozinha): Pier No. 1 – LOA 285.3 m., draft 36 ft. Pier No. 2 – LOA 283.5 m., draft 38 ft. Sugar Terminal: Max. LOA 220 m., draft 10.5 m. and beam 32.5 m. Copersucar Terminal: Max. LOA 240 m., draft 10.0 m., air draft 12.0 m. and beam 26.0 m. TEACU Armazens Gerais S.A.: Max. 30,000 d.w.t. Terminal 12A: Max. LOA 300 m., draft 10.6 m., air draft 19.0 m. and beam 40 m. Terminal 13/14: Max. LOA 300 m., draft 10.8 m., air draft 19.0 m. and beam 40 m. Terminal 38 (Export Corridor): Max. LOA 272 m., draft 36 ft., air draft 14.0 m. and beam 36.5 m. Terminal 32 - TECON 1: Max. draft 13.0 m. Cargill Terminal: Max. LOA 265 m., draft 36 ft. and air draft 19.0 m. Cutrale Terminal: Max. LOA 198 m., draft 13.0 m. and beam 40.0 m. COSIPA: The max. size that can be handled at the Terminal is 75,000 d.w.t., LOA 242 m., draft 36 ft. and beam 33.0 m. Max. LOA allowed in order to perform sailing manoeuvres from COSIPA’s Terminal is 228 m. Pier No. 1: LOA 190 m., draft 36 ft., air draft 25 m. and beam 21.7 m. Pier No. 3: LOA 190 m., draft 36 ft. and air draft 25 m. Restrictions: Daytime max. draft 36 ft. Night-time max. LOA 228 m. and max. draft 34 ft. Air draft is subject to variations according to the tidal conditions. Note: Vessels negotiating the Piacaguera Channel shall employ 2 tugs, 1 at least to be made fast. But vessels drawing more than 36 ft. shall navigate only by daylight assisted by 4 tugs within Saboo/Alemoa area and 3 tugs within Alemoa/Cosipa area (only 1 vessel at a time can pass through this channel). Tidal Information: Mean rise and fall is about 1.5 m.; spring tide stream may reach up to 1 knot at the flood and about 1.4 knots at the ebb. Exact figures are shown on the tide tables and tidal stream tables for the Port of Santos published by the DNH (Hydrographic Office). Speed Regulations: The allowed maximum speed in the channel is 8 knots in order to secure safe navigation. Moored vessels must be passed in such a way that no hindrance or inconvenience from suction and backwash may be caused.

We welcome all advice, updates and additions to this information.

BRAZIL HEALTH: Port Health Authorities consisting of 1 doctor and 2 assistants will check all vaccination certificates (cholera and yellow fever) and issue a Free Pratique Pass, which shall remain on board for presentation at subsequent Brazilian ports of call. Masters can obtain Free Pratique by radio, which does not mean that the doctor will not come on board, but only that other Authorities can board the ship before his arrival. Free Pratique by Radio: Master should radio to Agent (in Portuguese) as follows: Quote: Para Saportos Santos c/o Agents (Cable Address) Navio Bandeira (vessel’s flag) (vessel’s name) Procedente (Last Port of Call) com (number of crew) tripulantes abordo stop Condicoes sanitarias abordo satisfatorias na conduzindo nenhuma pessoa com doenca infecto contagiosa stop Solicito livre pratica Comandante (Master’s name) Unquote. VHF: Santos Coastal Station, VHF Channel 16. Working 24, 25, 26 and 27. Ship Reporting System: Compulsory system in effect for vessels over 20 g.r.t. Call sign: PWS 88. Channels: 16, 11, 12, 13, 14, 68, 69, 71 and 74. Procedure: 1. Vessels should report: (a) On anchoring. (b) On leaving an anchorage. (c) Abreast of Ilha das Palmas (inward-bound). (d) Immediately before leaving berth (outward-bound). 2. Reports should include: (i) Vessel’s name. (ii) Call sign. (iii) Flag. (iv) Port of departure (inward-bound). Destination (outward-bound). (v) Type of vessel. (vi) Anchorage or berth (inward-bound). Estimated date of arrival at destination (outward-bound). (vii) Estimated date of departure (inward-bound). Cruising speed (outward-bound). Vessels shifting anchorage or berth report vessel’s name, call sign, and previous and present position. 3. Reports are to be Portuguese (request assistance in transmission from Pilot, Pilot Station or Santos (PPS) Channel 16, as necessary). 4. Vessels unable to contact the Control Post inform the Captaincy of the Ports of the State of Sao Paulo stating vessel’s name, date, time (GMT) and reason for not reporting. TUGS: 16 tugs available (1,010 h.p. – 3,000 h.p.) operated by 4 companies. Tugs maintain a listening watch on VHF Channels 10, 13 and 16. Vessels navigating the Piacaguera Channel must be assisted by a minimum of 2 tugs. When employing tugs, the following minimum requisites should be observed: Vessel Size No. of Tugs up to 4,000 d.w.t. optional from 4,001 to 7,000 d.w.t. 1 tug up to 1,000 h.p. from 7,001 to 10,000 d.w.t. 2 tugs of up to 1,000 h.p. each. from 10,001 to 20,000 d.w.t. 2 tugs more than 1,000 h.p. each. from 20,001 to 40,000 d.w.t. 2 tugs more than 1,500 h.p. each. over 40,000 d.w.t. 3 tugs more than 1,500 h.p. each. Note: Should no tug of the indicated power be available, tugs of immediately superior power should be requisitioned. Vessels with bow-thrusters may employ 1 tug instead of 2 in certain operating areas. (Not those mentioned above). 14 tugs available, equipped with radios (VHF Channels 10, 13 and 16) horse-power range from 1,010 h.p. – 2,360 h.p. 2 small tugs available, 505 h.p. – 545 h.p. The use of 2 tugs or more is compulsory in the Piacaguera Channel. The use of 2 tugs, one of which must be made fast, is compulsory in the Piacaguera Channel. Vessels with draft exceeding 36 ft. can only navigate in daylight and must be assisted by 4 tugs in the Section Saboo to Alemoa, and by 3 tugs from Alemoa to the berth. D.W.T. No. of Tugs Min. Max. Up to 4,000 Optional Optional From 4,000 to 10,000 2 2 From 10,000 to 15,000 2 3 From 15,000 to 30,000 3 3 Above 30,001 3 4 Mooring Boats: Mooring boats are not employed by the Terminal, but can be ordered via the Agent. BERTHING: Vessels should dock, preferably against the tide. Berthing quays have 435 bollards with an average distance of 25 m. between them. Roll-on/Roll-off: 6 Ro-Ro berths in operation. For vessels with straight ramps – at Saboo Quay (Warehouse 29) depth 9.6 m. – 11.0 m. and Conceicaozinha. For vessels with angled/side ramps – at Saboo Quay (Warehouse 35). Also see ‘‘Cargo Handling Facilities’’, ‘‘Bulk Cargo Facilities’’ and ‘‘Container Handling Facilities’’. CARGO HANDLING FACILITIES: Public Berths: Terminals 12-A and 13/14 are general cargo terminals equipped with grabs and 3 extractors. Cargoes are discharged into rail wagons and/or lorries. The average handling rate is 1,300 tonnes/day. Tecondi – Saboo/Corte: The newest Terminal in the port has 4 public berths. There are 2␺100 ton capacity post-Panamax Reggiane harbour cranes. Total area 53,000 sq.m. The Terminal is equipped with electronical shore scales, warehousing, reefer points and Customs Office.

CRANES: COSIPA: Pier No. 1–2 3 4 5

No./Type 2 unloaders 2 gantry 1 2 unloaders

Capacity (tons) 20 30 60 35

Outreach (m.) 24 – 25 21 – 23.5 21 – 23.5 27

Tefer (Conceicaozinha): Pier No. 1: 5 cranes, 80 tons/hr. capacity. Pier No. 2: 6 cranes, 80 tons/hr. capacity. Also see ‘‘Cargo Handling Facilities’’, ‘‘Bulk Cargo Facilities’’ and ‘‘Container Handling Facilities’’. BULK CARGO FACILITIES: The Ultrafertil Terminal is situated East of the Cosipa Terminal and both make use of the same manoeuvring basin with depth of 10 m., connected with the Port of Santos by a dredged channel 8 km. long, 10 m. in depth and 60 m. in width. Cutrale Terminal: Operator: Cutrale Group. Cargoes Handled: Citrus pulp pellets, orange juice in pulp and soya beans. Handling Equipment: One shiploader equipped with a jet sling at the end of the spout. The 2 warehouses can each work at 1,200 tonnes/hr. The shore side warehouse discharge system can handle the simultaneous discharge of 6 rail wagons and trucks together. Storage: 2␺12,500 sq.m. warehouses, each having storage capacity of 50,000 tonnes. Handling Rate: Nominal rate 1,000 tonnes/hr. and average rate 650/800 tonnes/hr. Fertiliser Terminal (Ultrafertil): The Terminal’s one berth has one extractor with a discharge rate of sulphur 6,000 tonnes to 8,000 tonnes/day and fertiliser 4,000 tonnes to 6,000 tonnes/day. Sugar Terminal: The Terminal is located at Sheds No. 17 – 19 and has 4 shore loaders, 3 movable and 1 fixed, connected to a conveyor belt system feeding 5 different warehouses. Jet slings are also available to facilitate cargo stowage in vessel’s holds. Cargoes Handled: Sugar granules at 2,000 tonnes to 3,000 tonnes/day. Warehouse Storage: 5 warehouses totalling 75,000 tons. Copersucar Terminal: The Terminal is located at Sheds No. 20 and 21. The Terminal requires min. hatch covers/twin deck opening dimensions of 12 m. ␺ 6 m. There are some vessel types that have small hatch covers on Hold No. 1. Such vessels must submit a loading plan to the Terminal prior to final fixture. Vessels with more than 2 decks are normally rejected. Stowage Factor: Min. for single deckers is 1.35 cu.m./ton. Min. for twin deckers is 1.47 cu.m./ton. If s/factor required is less than above, the vessel’s loading plan must be submitted to the Terminal prior to acceptance. TEACU Armazens Gerais S.A.: The Terminal is located at Sheds/Berths No. 16 and 17. Storage: The Terminal has 4 warehouses capable of handling 50,000 tonnes in sacks. 3 of the 4 warehouses are equipped to process sacks directly to conveyor belts for loading into vessels. Handling Rates: The Terminal is capable of discharging 8,100 tons/day, using several offloading units. Cargill Terminal: Cargoes Handled: Citrus pulp pellets, soya beans pellets, soya beans, grain and sugar. Handling Equipment: One shiploader equipped with a jet sling at the end of spout which allows effective trimming under coaming spaces. Handling Rates: Products Average Rate Stowage Factor (tonnes/hr.) (cu.ft./ton) Soya bean 1,000 51 Citrus pulp pellets 700 48 Soya bean pellets 700 48 Sugar 500 42 Terminal 38 (Export Corridor): The Terminal is located at Shed/Berth No. 38. Cargoes Handled: Loading of sugar, grain, agricultural products, soya beans, maize, citrus pellets, soya bean meal pellets among other commodities. Cargo Handling Equipment: 2 shore loaders available with belts spanning 200 m. and outreach of 19.0 m. Loading Rates: Sugar 10,000 tonnes/day and soya beans 19,200 tonnes/day. Terminal 26 - T-Grao: Operator: Multicargo Agencia Maritima Ltd. Storage Facilities: The installation consists of vertical silos totalling 4,000 sq.m. with capacity of 3,000 tonnes for imported wheat and similar grains. Handling Equipment: The pier has 2 cranes equipped with grabs and conveyor belts connecting to the silos and is equipped with weighing machines. Also see ‘‘Developments’’.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL COSIPA: Position: Lat. 23␥ 52' 20" S., Long. 46␥ 22' 30" W. Berthing Facilities: All the piers are fully equipped with efficient rubber fenders. Piers No. 1 and 2: Length: 200 m., breadth 21.7 m. Cargoes: Ore, discharge of coal and iron. Handling Rates: Petcoke 10,000 tons/day. Coal 15,000 tons/day. Iron ore 20,000 tons/day. 2 stevedoring gangs per day. Pier No. 3: Length: 342 m. (combined length of Berths No. 3 and 4), breadth 23.0 m. Cargoes: Loading of steel products. Handling Rates: Steel coils 5,500 tons/day. Steel plates 3,000 tons/day. Sheet steel 4,000 tons/day. Steel plate (bundle) 2,200 tons/day. Slabs (discharge) 9,000 tons/day. 3 stevedoring gangs per day. Pier No. 4: Length: 342 m. (combined length of Berths No. 3 and 4), breadth 23.0 m. Cargoes: Load/discharge of containers. Handling Rates: Coal 25,000 tons/day and iron ore 30,000 tons/day. 2 stevedoring gangs per day. Pier No. 5: Length: 303 m., breadth 24.2 m. Cargoes: Discharge of coal, coke in bulk. Handling Rates: Coal 25,000 tons/day and iron ore 30,000 tons/day. 2 stevedoring gangs per day. CONTAINER HANDLING FACILITIES: Terminal 37: Operator: Grupo Libra. Terminal 37 is located on the right bank of Santos Estuary. The Terminal has total dock length of 1,090 m. and has 5 berths. Depths alongside are 10.0 m. to 12.0 m. (Berths No. 37.1 – 12 m., No. 37.2 – 12 m., No. 35.1 – 11 m., No. 35.2 – 10 m. and No. 34 – 10 m.). The Terminal has 3␺45 ton portainer post-Panamax (ZPMC) gantry cranes with outreach 45 m., 2␺45 ton portainer post-Panamax (ZPMC) gantry cranes with outreach 40 m., 5␺45 ton (4␣1 and 6␣1) RTGs (ZPMC), 450 reefer points. The total area is 180,000 sq.m., bonded warehouse 10,000 sq.m., empty container depot (TVZ) 60,000 sq.m. Terminal 32 - TECON: Operator: Santos Brasil SA. Tecon is located on the left bank of Santos Estuary, having 2 berths, each berth length 255 m. The Terminal has a total dock length of 510 m. The Terminal has 3 gantry cranes (1␺30 tons (Takraft), 1␺35 tons (Mitsubishi) and 1␺35 tons (Bardella)), 11 RTGs, 300 reefer points, a total area of 366,000 sq.m., warehouse 15,300 sq.m., 11 reach stackers, 18 trucks and 12 forklifts. Also see ‘‘Developments’’. STEVEDORES: All longshoremen are in employ of Cia. Docas, which holds charter for general operations at Santos Docks. Their services can be requisitioned up to 1500 hrs. for vessels at berth/expected to berth next day. Stevedores ordered but not used shall be paid full day or night. Therefore, if the men should be kept standing by (inactive) at 0700 hrs., their period runs up to 1700 hrs., and at 1900 hrs., their period runs up to 0400 hrs. Working Hours: 4␺6 hour shifts, 7 days a week, 362 days per year (No work Christmas, New Year or May Day). Overtime: Sundays, holidays and meal hours. Port Workers: In Brazilian ports there are 2 categories of workers engaged in handling cargoes in loading and/or unloading ships, namely: Longshoreman: In the employ of Dock Company, to work ashore operating the cargo from the ship’s tackles to the warehouse or to wagons, lorries, etc. as well as in the reverse operation. Stevedores: They are called ‘‘autonomous’’ because they have no ties of fixed employment and they are engaged by Shipowners or their Agents to work on board the ships in loading and/or unloading operations. They are professional and qualified workers grouped in their respective syndicates or trade unions. COSIPA: Working Hours: The Terminal works throughout 24 hours, in 4 shifts. MEDICAL: Medical and dental assistance for crew arranged by the Agent. Anchored ships may request medical assistance via Santos Radio, call sign PPS, who will relay the message to the Port Health Service or to the Agent. TANKERS: Ilha do Barnabe: Length of dock 301 m., depth 10.0 m. The dock is used for loading, unloading and storage of liquid fuel (2␺12 in. lines). Saboo Quay: Connections 6 in. and 12 in. Also see ‘‘Part (B)’’. DENSITY: 1016 to 1020. FRESH WATER: Adequate supply of fresh water is always available from hydrants (rate 40 t.p.h. – connections 7 threads per inch in 2 in. and 1.5 in.) along the quay (day and night) or from water-barges (440 tons). Water barges (3) cannot supply more than 2 ships per day, their capacity being only 250 tons, which can be pumped into the ship’s tanks at the rate of 80 t.p.h. Cia. Docas should be advised 24 hours in advance, priority being given to passenger vessels. Barnabe Island: Fresh water supplied via barge, cost U.S.$ 10.0/ton. COSIPA: The Terminal does not allow supplying at the Terminal, due to fresh water being used at the factory. Supply is via barge. FUEL: Bunker supply is available at Santos Port for both fuel oil (CST 180 and 380) and diesel oil. There are 4 fuel oil barges (550 tons to 1,550 tons) and 2 diesel barges (250 tons and 180 tons) available. Due to the Petrobras Terminal being only equipped with one pump to supply barges, delays usually occur.

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Contact Petrobras at Rio de Janeiro. Tel: ␣55 (21) 534 3291, 534 3292. Note: Price of bunkers are better negotiated through the Central Office for Supplying of Bunkers for all Brazilian Ports. COSIPA: Bunkering is arranged through Santos Port. CONSULS: The following countries are represented in Santos: Belgium Greece Portugal Bolivia Italy Spain Denmark Norway Sweden Finland Panama U.K. France Paraguay Uruguay Germany REPAIRS: Repair Shops: Santos Dock Company, Wilson Sons S/A and various others for maintenance services and marine repairs such as: mechanical, boiler, electrical, electronic and refrigeration. Metalock do Brasil, S.A.: General voyage repairs, including all usual mechanical services, machining, foundry, engine repairs and electrical services. Also specialised Metalock repairs, crank shaft in situ machining and chocking of engines and machinery. DRY DOCKS: Shipyards: Santos Dock Company, Wilson Sons S/A, and various others for small size craft. Dry Docks: Wilson Sons S/A. With capacity for vessels of 65 m. in length, 12 m. breadth and maximum drafts of 4.20 m. aft and 3.90 m. forward. Slipways: Santos Dock Company, with two cradles and capacity up to 300 tons with a maximum of 45 m. in length and 11 m. breadth; there also exist innumerous slipways for small size craft. Many other repair shops and slipways of lesser capacity are available. All the main engine manufacturers (B & W, MAN, Sulzer, MaK, amongst others) have service representatives in Santos and many major repairs, including re-engining of ships, have been effected in this port. SURVEYORS: Classification Societies: Lloyd’s Register. Tel: ␣55 (13) 3222 3855. Fax: ␣55 (13) 3222 7671. Germanischer Lloyd. Tel/Fax: ␣55 (13) 3232 1672. Bureau Veritas. Tel: ␣55 (13) 3228 5200. Fax: ␣55 (13) 3232 1149. American Bureau of Shipping. Tel: ␣55 (13) 3271 5544. Fax: ␣55 (13) 3271 9911. Surveyors: Mariner Vistorias e Inspecoes S/C Ltd. Tel: ␣55 (13) 3219 5334. Fax: ␣55 (13) 3219 1554. Consultores Associados Marine Consultants. Tel: ␣55 (13) 3289 7133. Fax: ␣55 (13) 3225 7181. Marconsult Consutores Maritimos S/C Ltda. Tel: ␣55 (13) 3219 6262. Fax: ␣55 (13) 3219 6291. P&I Branches: Representacoes Proinde Ltd. Tel: ␣55 (13) 3219 7228. Fax: ␣55 (13) 3219 4550. Pandibra McLintock. Tel: ␣55 (13) 3219 7228. Fax: ␣55 (13) 3219 3811. Arcturus. Tel: ␣55 (13) 3219 4329. Fax: ␣55 (13) 3219 2578. GANGWAY/DECK WATCHMEN: It is compulsory to have 1 shore watchman at the gangway. 3 additional deck watchmen are recommended. PIRACY: Cases of piracy (Master held at knife point) are becoming common, especially at Alemoa Terminal. Also cases of armed pirates boarding have occurred. OPENING/CLOSING HATCHES: May be performed by ship’s crew or by stevedores. AIRPORT: Situated at Sao Paulo, about 60 km. from Santos. Full international services. TIME: GMT minus 3 hours. Daylight Saving Time GMT minus 2 hours, 3rd Sunday in October to Saturday before 2nd Sunday in February. HOLIDAYS: No work is accepted on the following days: Christmas Day; New Year’s Day; Independence Day; Proclamation of the Republic Day; Easter; Good Friday; May 1st. On Christmas Day, no work available except on passengers’ luggage. Working overtime on holidays is possible provided application is made not later than 1500 hrs. on the preceding day. On Sundays work stops at 1900 hrs. for freighters, and is allowed to continue for passenger vessels when only handling luggage. Also see ‘‘General’’ before first port. Local Holidays: January 26th (City Anniversary) and September 8th (City’s Patron Saint) and Corpus Christi. POLICE/AMBULANCE/FIRE: Emergency Tel: 2170. Police (Warehouses 1-7), Tel: 31.5544. Police (Warehouses 8-28), Tel: 32.5497. Police (Warehouses 29-43), Tel: 36.9979. TELEPHONES: Every vessel berthing between Sheds 1 to 39 will have a telephone on board, available only for local calls. SERVICES: Pollution control and tank cleaning services available. IDENTIFICATION CARDS: I.D. cards not required. GARBAGE DISPOSAL: COSIPA: Barges for garbage collection are provided from Santos, approximately 9 km. from the Terminal. Also see ‘‘Regulations – Refuse/Garbage’’. REGULATIONS: Should vessel use any type of small craft for embarking or disembarking, the landing on shore should take place within a Customs area. Vessels at anchor may not lower their accommodation ladder and vessels alongside may not lower the offshore gangway. Whilst in port, at anchor or berthed alongside the quay, vessels should collect garbage in adequate containers fitted with covers whilst those lying in open spaces should be kept with their covers on. Drainage of holds or tanks containing chemical products, oils or polluting substances which may affect the flora and fauna, is prohibited. Painting and treatment of ship’s sides and decks is authorised, the lowering of planks and craft for this purpose being permitted independently of licence from the Port Captaincy. Brazilian Flag: The Brazilian flag must be flown between 0800 hrs. and sunset. Vessels bound for a Brazilian port must obtain the national flag in advance. If this is not possible, the flag should be obtained through the Agent.

We welcome all advice, updates and additions to this information.

BRAZIL Circular: The following letter was handed to a Master by his Agent (May 1980). Re.: PORT REGULATIONS We kindly request your attention to the following regulations in force at this port, to which you should strictly adhere, otherwise, it will result to heavy fines being imposed by the local Port Captaincy: Gala Flag: The gala flag is obligatory on the following dates, considered as official national holidays: September 7th (Independence Day) November 15th (Proclamation of the Republic) Half Gala Flag: The half gala flag must be used on the following dates: January 1st (New Year’s Day) April 21st (Tiradentes’ Day) May 1st (Labour Day) December 25th (Christmas Day) Mourning Flag: On November 2nd (All Saints Day), the vessel should dress the flag in mourning. The regulations mentioned above should be followed whenever the dates are coincident. Brazilian Flag: The Brazilian flag is to be hoisted by the vessels in port, daily at sunrise and accordingly lowered at sunset. It must be hoisted in the correct position and must be double-faced, i.e., not printed and not painted on one side only. The two sides of the flag must be absolutely identical. Pilot Flag: The moment that a Pilot boards the vessel, his indicative flag must be hoisted immediately and should only be lowered at the time he leaves the vessel. The local Port Captaincy is imposing heavy fines on infringers. Pilot Rope: Whenever the use of this equipment becomes necessary, same should be immediately removed as soon as the Pilot leaves the vessel, otherwise, the Port Captaincy will impose heavy fines. Gangway: All vessels should arrange a net to be placed under the gangway in order to prevent accidents. Violators may be fined according to the Brazilian law, in the event a worker or a crew member falls from the gangway, for not having placed the said net as required. Bulbous Bow: In accordance with the port regulations, during night time, from 1800 hrs. to 0600 hrs., a light should be placed at the bulbous bow, otherwise, the Port Captaincy will heavily fine the vessel. Refuse/Garbage: (a) Vessels when berthed alongside the quay or at anchor in the areas foreseen in the ‘‘Norms for Traffic and Permanency at Ports’’ must not leave hanging from the sides of the vessel containers or any other type of recipient for collecting refuse or garbage. (b) Refuse/garbage originating from aboard the vessel during the ship’s stay in port must be placed in containers or in drums or in any other type of collecting recipient, which must be kept with a lid or cover, on deck, until the time they are withdrawn from the ship. (c) The vessel not being in operation (loading or discharge), the deck must be clean and all dunnage wood should be properly stowed or lashed. (d) Refuse/garbage of any nature, specially in the case of solids which float, resulting from loading or unloading operations, must be discharged before the ship sails. (e) In order that the regulation in item (d) may be controlled, Masters of vessels should enter or record in their logbooks, item 26, the following: (i) Dumping of oil or refuse/garbage into the sea, date, hour, position, distance from the coast or island/s where same occured, kind of polluting substance dumped, approximate quantity dumped and reason why the material was not transferred to shore; and (ii) Register the transfer to terminals, barges alongside or lorries, with details of tugs, destination and approximate quantity which was transferred. (f) Refuse/garbage which are not polluting, as well as the results of the cleaning of reservoirs used for by-products of petroleum and holds where chemical products were used, must not be dumped into the sea. The above-mentioned regulations should be observed and seriously noted, since the Port Captaincy keeps day and night watch on the sea and shore, photographs are taken as evidence, and heavy fines are imposed, reasons why we are asking for your kind co-operation. Observation: In addition to regulations cited above, the Brazilian flag, as well as the flags signifying the ‘‘Call Sign’’ of the vessel – properly and correctly hoisted – must be flown on the arrival/entrance of the ship. NOTICES: Port Circular: 1 – Watch the Ship and the Cargo It is the duty of every ship’s Master to look after the cargo and take the precautionary steps to ensure the full safety of the ship. The controlling of access to the vessel, as well as the activities performed on board should be exercised also by members of the crew under risk of infraction of article 141 of the RTM (Maritime Traffic Regulations), sections vii and ix. 2 – Illuminate the Ship and its Sides Bad visibility makes difficult the controlling actions thus giving favourable chance to illicit activities. Keep your ship illuminated, particularly the side on the sea side all along the ship’s length. 3 – Establish Communications for External Support The Port Authorities maintain a permanent service for fighting criminality. Install, whenever possible, a telephone line within easy reach to the ship’s watchman or ship’s officer on duty. Ask for assistance over telephones 33-3238 and 33-3239 of the Federal Police Guard on duty. Remember that the Santos Radio Station is permanently listening on Channel 16 (VHF) and it can also pass on your request for assistance. 4 – Control the Access Leading to the Accommodation The cabins and other habitable compartments should be kept locked whenever their occupants are absent. Endeavour to also maintain locked the passage ways to the inner areas thus guaranteeing the entry and exit control of persons by the gangway watchman.

5 – Maintain the Portholes Closed Open portholes may give easy access to undesirables. Close the portholes with the clamps properly secured whenever leaving the cabin or any other habitable compartment. 6 – Do not Leave Valuable Objects Exposed Valuable objects exposed invite robbery or ‘‘opportunity’’. Keep your valuable objects, money and jewellery, in a locked and safe place. 7 – Maintain the Ladders Raised At the Inner Anchorage or at the Bar, make difficult the access to strangers by maintaining the accommodation and jacob’s ladders raised. In port leave only the accommodation ladder lowered. 8 – In case of Assault Set in Motion the Alarms In cases of threat of assault, do not hesitate in setting in motion the ship’s alarm signals. This measure, in addition to warning the ship’s crew members will discourage the infractor in the felonious practice. 9 – Maintain the Contracted Watchman Under Control of the Ship’s Officer on Duty Demand a good service from the watchman. Make him identify every person entering or leaving the ship. Facilitate his task by recommending the ship’s crew to cooperate in the controlling. Do not permit the watchman to abandon the gangway, unless he is substituted by another watchman or crew member. 10 – Advise the Ship’s Agent Regarding any Occurrence Relative to Pilferage, Robbery or Assault Besides the measures taken for immediate support, the occurrences relative to robbery or assault both in respect to the cargo as well as to valuables and objects belonging to the ship or members of the crew should be reported to the ship’s agents for divulgement to the competent authorities. The authorities will use such information in order to guide themselves in regard to the adoption of other steps which may contribute to guarantee the safety of the ship and crew. GENERAL: Flags to be shown by incoming/outgoing vessels: (a) National flag. (b) Brazilian flag. (c) Yellow flag – ‘‘Q’’ (whenever doctor’s clearance is required and up to obtainment). (d) Customs flag (blue with a white star – to be flown 24 hours a day, after clearance is granted.) Storing Barnabe Island: Supplying of provisions is available through the local ship chandlers: Oxygen, acetilene, refilling of fire extinguishers through Unitor representative, DSF, Extencil and others. Useful Contact Numbers: Immigration Tel: ␣55 (13) 3221 2701, 3221 2731 Customs Tel: ␣55 (13) 3201 4100 Port Health Tel: ␣55 (13) 3219 1367 Fax: ␣55 (13) 3219 2923 Harbour Master Tel: ␣55 (13) 3221 3454 Fax: ␣55 (13) 3222 3889 CETESB Tel: ␣55 (13) 3232 9550 DEVELOPMENTS: Dredging of berths, channel and manoeuvring basins. Deepening of channel to 17.0 m. Supply of fenders at Macuco/Paqueta. Terminal 26 – T-Grao: 1. Immediate increase of max. draft to 12 m. 2. Installation of 2 suction extractors, each having capacity of 300 tonnes/hr. 3. Modernisation of all existing equipment. 4. Computerise all terminal functions, so providing online information. Terminal 32 – TECON: There are plans to increase the berthing length to 760 m., max. draft to 15.0 m., total area to 484,000 sq.m., 450 reefer points, gantry cranes to 8, reach stackers by 6 units, trucks by 36 units, forklifts by 12 units. Terminal 39: Currently under construction. SHIPMASTER’S REPORT: August 1994. The Master received the following telexes from Agent prior to arrival: ‘‘Santos Anchorage – Pirates: We have consulted Bimco and our Sao Paolo Office, who both confirm your information concerning Santos Anchorage being high risk area for piracy. Thus Bimco suggest to keep at least 20 nautical miles off the coast as a safety margin, meaning that drifting will be required in order to delay your arrival time outside Santos. However, please keep Agents informed of arrival, also concerning drifting outside Santos, as congestion is expected – and first in first served.’’ ‘‘Have confirmed with Pilots possibility for a vessel to anchor 15/20 miles away from Santos Roads, and they have replied no problem since vessel can communicate via VHF with Pilot Station and Santos Radio (in case of any telephone call from Santos). As such go ahead anchoring at the position that you most prefer. Furthermore bear in mind (1) on your arrival/dropping anchor to report to Pilots over VHF Channel 16 the exact arrival time at Santos. (2) When vessel is supposed to dock, Pilots may get in touch with vessel only 1.0 – 1.5 hours before boarding time. Fresh Water: ‘‘Regarding fresh water, can say that we have one of the most expensive water in the world which costs U.S.$ 10.65/tonne (by barge) and U.S.$ 20.70/tonne at the quay. Kindly confirm your acceptance for such prices, as well as the quantity intended to be supplied.’’ ‘‘Reporting/Documents: Please inform last port of call and arrival drafts. On arrival at Santos Roads please contact Pilot Station on VHF Channel 16 and inform exact arrival time, also contact ‘‘PWS 88 N Concomtram’’ – see your ‘‘Guide to Port Entry’’. Upon berthing, local Authorities will require following documents: 10 Crew Lists. 10 Passenger Lists (if any). 2 Vaccination Lists. 1 Maritime Declaration of Health. 1 Ports of Call List. 3 Spare Parts Lists, no special form required for engine/deck/radio department – Inventory books are not allowed for presentation – Minimum 100 items inserted.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 3 Personal Effects List with marks/Serial No./Model No. and exact quantity of objects. 3 Bonded Stores Lists. 3 Narcotics Lists. 3 Ammunitions Lists. 3 Animals Lists. Spares and personal effects undeclared are confiscated by Customs. Please send us message addressed to Santos Port Health, requiring Free Pratique 72 hours before arrival at Santos. For your guidance, Port is not equipped with fenders alongside. A private company has them to hire for U.S.$10.00 per day/fender. In case needed, kindly ask same to Agent or to your Boarding Pilot in order to arrange accordingly. Please advise if any requirement needed upon berth. Master’s Comments on above: Concerning Piracy: We did in fact anchor 19 miles from the Pilot Station and had no problems with communication with the Pilot Station or with unwanted visitors. Fresh Water: We had to pay that price. The price has come into being since the Government changed the Brazilian currency. Declaration of Spares/Stores at Santos: They are strict and have been known to remove liners, cylinder heads, etc., that have not been declared after a rummage gang visited the ship on her third call to Santos (P&I Rep and local solicitors were able to retrieve the goods, but at what cost I do not know). In Cabedelo and Natal, the Customs were not bothered, even though I presented the same Customs papers on arrival at both ports. Fenders: The fenders, we were given, were car tyres inserted on a solid wooden pole, which were hung-off a bollard by a wire. Brazilian Ship Reporting System: In the ALRS Vol. 1, the system is quoted as being voluntary. However, fines have been levied on vessels not complying, so really it is mandatory to comply. I sent our telex to: Comcontram, Rio – Telex: 2153180␣. AUTHORITY: Companhia Docas do Estado de Sao Paulo (CODESP), Avenida Rodrigues Alves s/n, Macuco, Santos, CEP 11.015-900, SP, Brazil. Tel: ␣55 (13) 3233 6565. FAX: ␣55 (13) 3222 3068. Email: [email protected] WWW: www.portodesantos.com Contact: Francisco Villardo Neto, Port Director. Capitania dos Portos do Estado de Sao Paulo, Avenida Conselheiro Nebias No. 448, Encruzilhada, Santos, CEP 11.045, Brazil. Contact: Port Captain. Port Dues and Charges: WWW: www.portodesantos.com.br/authority/tarifa1.html AGENT: Wilson Sons Agencia Maritima Ltda., Rua Tuiuti 58, CEP 11010-220 Santos, SP, Brazil. Tel: ␣55 (13) 3211 2300. Fax: ␣55 (13) 3219 5250. Email: [email protected] WWW: www.wilsonsons.com.br

(B) ALEMOA TERMINAL: LOCATION: The port of Santos is situated in Sao Paulo State in a sensitive conservation area of tropical rain forest, about 130 miles S.W. of Rio de Janeiro, in position Lat. 23␥ 56' S., Long. 46␥ 22' W. Charts and Publications: Mariners should refer to the following charts and publications issued by the Brazilian Navy: Nautical Charts No. 1700, 1701 and 1711. DH-1 – Southern Coast Light List. DH-8 – List of Radio Aids. General Description: The Alemoa Terminal has 2 berths for tankers – Pier 1A and Pier 2A. Pier 1A is for the exclusive use of Petrobras and Pier 2A is shared with other companies. Piers 1A and 2A are equipped for loading or discharge of petroleum products and LPG. There are 2 further inner piers for loading bunker barges. Piers 3A and 4A on the Western side are reserved for chemical companies. DOCUMENTS: All documents relating to clearance at the ship’s last port of call are required for inspection by boarding officials. Arrival: Maritime Police: 3 Crew Lists. 1 General List. 3 Passenger Lists. 3 Passengers in Transit Lists. Port Health: 1 Maritime Health Declaration. 1 Derat Exemption Certificate. 1 Vaccination List. 1 List of Drugs and Narcotics. 1 Passengers in Transit List. 1 Passenger List. Customs: 1 Crew List. 3 Spare Parts Lists. 3 Stores Lists. 3 Provisions Lists. 1 Cargo Manifest. 1 Bill of Lading. 2 Passenger Lists. 2 Passengers in Transit Lists. 3 Crew Personal Effects Lists. 3 Passengers Personal Effects Lists. Departure: Clearance: Leaving Permit from Customs. Leaving Permit from the Port Captaincy. Leaving Permit from the Maritime Police. Leaving Permit from the Brazilian Post Office. 3 Passenger Lists.

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3 Passengers in Transit Lists. 3 Crew Lists. 3 Spare Parts Lists. 3 Crew Personal Effects Lists. 3 Lists of Drugs and Narcotics. Once Departure Clearance is granted, the ship must hoist the Customs flag. APPROACHES: See ‘‘Part (A)’’. PILOTAGE: See ‘‘Part (A)’’. ANCHORAGES: See ‘‘Part (A)’’. RESTRICTIONS: Berthing and unberthing for vessels with LOA greater than 200 m. restricted to daylight. Other limitations: (a) Navigation in Piacaguera Channel limited to one vessel at a time. (b) Vessels with draft more than 34 ft. must be assisted by 3 tugs before entering the Piacaguera Channel. (c) Manoeuvring of vessels at Alemoa Terminal is restricted when other vessels are navigating the Piacaguera Channel due to shallow water. (d) Requests for night navigation in the Piacaguera Channel for vessels of LOA greater than 228 m. or draft exceeding 34 ft. must be submitted to the Pilot’s Association. (e) Night manoeuvres at Alemoa Terminal limited to tankers of 200 m. LOA (or less). (f) Berthing and unberthing manoeuvres at Alemoa piers at Spring tides limited to half flood or slack water. (g) Vessels of more than 180 m. LOA or draft deeper than 29 ft., swinging off Alemoa Terminal, must have minimum under-keel clearance of 5 ft. Also see ‘‘Part (A) – Pilotage’’. MAX. SIZE: Pier P1A: Max. draft 32 ft. (9.7 m.), max. LOA 243 m., 60,000 d.w.t. Pier P2A: Max. draft 34 ft. (10.3 m.), max. LOA 243 m., min. LOA 110 m. These dimensions are liable to change without notice, so should be verified with Port Authority. HEALTH: Port Health officials visit the vessel alongside. The Federal Police will board the vessel once Free Pratique is granted to inspect crew and passengers’ papers. RADIO: Pre-Arrival Information: 24 hours before arrival, vessels bound for the Alemoa Terminal must advise their ETA via the Agent, and request Free Pratique from the Port Health Service. Radio: All vessels at anchor or alongside must maintain continuous listening watch on VHF Channel 16. All vessels arriving at the anchorage or shifting position for any reason must contact Port Control on VHF Channels 16 or 11, giving position and time of dropping anchor. The Alemoa Terminal maintains a listening watch on VHF Channel 16 with working Channels 6 and 14. Each tug assigned to a vessel maintains a listening watch on VHF Channels 16, 6 and 14. Also see ‘‘Pilotage’’ and ‘‘Cargo Operations’’. Pilots: The Pilot’s Association maintains a continuous listening watch on Channel 16, with working Channels 10, 11, 12, 13 and 14. TUGS: See ‘‘Part (A)’’. BERTHING: All berthing/unberthing manoeuvres are completed on flood tide or slack water, since the tidal stream runs parallel to the pier. The Terminal may refuse to moor any vessel deemed unsuitable or which does not meet safety or mooring conditions, or which in any way may endanger port facilities, personnel or the environment. All berthing operations are performed to the Pilot’s and Master’s instructions. All berthing equipment used on the Terminal follows OCIMF guidelines. Towing wires, messenger lines, guiding ropes and heaving lines are to be ready at bow and stern. Masters are required to co-operate with the Terminal representative to minimise the ship’s laytime. Any delay must be reported to the Terminal and to the ship where the delay is caused by the Terminal. Vessels must reach the Terminal with enough ballast for a maximum trim of 3.0 m. and safe draft throughout manoeuvres. During cargo operations, the vessel must be kept trimmed so that departure from the berth can be made at short notice. The inner berths are used for loading barges and bunker vessels. Cargo Tank Lids: Before berthing operations commence, all tanks lids, ullage plugs and ports must be closed and dogged down unless the Master certifies the vessel to be gas-free. Ship/Shore Communications: A responsible member of the crew must be stationed on the loading deck and maintain communication or remain in visual contact with the shore operator during cargo operations. He will advise the Operator when changes in loading or discharge rates are required. VHF radios or direct voice may be used for such purposes. An officer who speaks good English must act as interpreter, according to prior decision and agreement. Swinging Basin: The area of the channel situated near the Alemoa Terminal. All manoeuvres must be with the assistance of pilot and tugs. All deck machinery used for berthing operations must be in full working order. A crane or derrick of more than 5 ton SWL must be rigged for immediate use for connecting shore hoses to the ship’s manifold. Berthing and unberthing operations are performed by Port Authority personnel. All mooring manoeuvres are established by the Traffic Sector of the Port Authority. The vessel must maintain a maximum trim of 5.0 m. (16 ft.) to allow departure from the berth at short notice. Berthing Rotation: Prepared by the Terminal, based on the order of vessels’ arrival and Terminal’s operating requirements. As a minimum, the Terminal requires vessels to deploy 3 stern lines of same material plus spring lines (wherever possible). Should the ship begin to range or move off the berth, operations will be halted for safety reasons, and hoses and loading arms disconnected. Emergency Towing: Fire wires for emergency use must be lowered to the waterline from the offshore bow and quarter and tended to ensure eye remains above the waterline. All tankers must be equipped in

We welcome all advice, updates and additions to this information.

BRAZIL accordance with IMO Assembly Resolution A.535, describing emergency towing equipment forward and aft. Each berth is equipped with firefighting and pollution prevention systems. Repairs: While alongside the petroleum piers, vessels must keep their engines in readiness to leave the berth under full power at short notice. No repairs which would interfere with this requirement are permitted. Violation of this rule will entail towage from the berth at the vessel’s expense. Notice of Readiness: Notice of Readiness must be issued from the anchorage appointed by the Pilot as soon as the vessel is ready in all respects for berthing and cargo operations, in compliance with instructions and procedures established by Petrobras. If the vessel berths on arrival, the NOR will be deemed accepted from the time the vessel is alongside and ready to operate under all conditions. MEDICAL: See ‘‘Part (A)’’. HOSES: The loading arms for light and dark products are owned and operated by the Port Authority. The LPG loading arms are owned and operated by Petrobras and are connected/disconnected by the Terminal. The LPG loading arm on Pier 1 is equipped with a quick-release coupling. Loading Arms: Loading Max. Arm Cargo Handled Diameter Flow Rate (No.) (in.) (cu.m./hr.)1 Petrobras 1 Butadiene vapour 62 2 Butadiene liquid 82 600 3 LPG vapour return 102 4 LPG vapour return 12 2,000 Cosdep 2 Light products 12 1,000 3 Light products 12 1,000 4 Light products 12 1,000 5 Dark products/slops 12 1,000 6 Dark products/slops 12 1,000 8 Light products 12 1,000 1 Max. flow rate can be surpassed, observing limits on pressure. 2 System working with 8 in. cryogenic hoses. Products Handled: Soya bean oil, caustic soda, copra oil, cotton seed oil, edible oils, fish oil, phosphoric acid, gasoline, LPG, LNG, petroleum, crude, degummed soya bean oil, ammonia, ethanol and other kinds of alcohol. CARGO OPERATIONS: Scuppers must be plugged and all overboard discharge valves, including bilge valves, are to be blanked or sealed closed before commencement of cargo operations. Ship/Shore Communications: Prompt, accurate transfer of information between the Master, Pilot, Mooring Master, Tug Master and Terminal Control Room is absolutely essential to avoid incidents. The Terminal maintains a listening watch on VHF Channel 16 with working Channels 6 and 14. Each tug assigned to a vessel maintains a listening watch on VHF Channels 16, 6 and 14. Stop Operation: All cargo operations will be stopped in cases of fire on board or ashore, another ship coming alongside, or passing at unsafe distance or any other situation that may be or become hazardous to the ship and/or Terminal. Loading or discharging may also be stopped whenever wind gusts exceed 40 knots or in the case of electrical discharge in the atmosphere, at the Terminal’s discretion. Portable Radio Transceivers: Portable radio transceivers for use on deck during loading or discharge operations must be certificated intrinsically safe by a recognised authority. Storage Capacity: Product Tanks Nominal Capacity (No.) (cu.m.) Gas oil 4 47,778 Gasolene 4 87,379 LPD 10 91,332 Naphtha 1 21,387 Fuel oil 8 130,168 Residue 3 13,063 Port Pipelines: : Gasoline 20 in. ␺ 790 m. 20 in. ␺ 400 m. Fuel Oil 24 in. ␺ 750 m. 24 in. ␺ 400 m. Fuel Oil 22 in. ␺ 750 m. 22 in. ␺ 400 m. Fuel Oil 12 in. ␺ 750 m. 12 in. ␺ 400 m. Gas Oil 20 in. ␺ 750 m. 20 in. ␺ 400 m. Gas Oil 10 in. ␺ 750 m. 10 in. ␺ 400 m. Naphtha 12 in. ␺ 700 m. 12 in. ␺ 400 m. LPG 16 in. ␺ 700 m. 12 in. ␺ 400 m. LPG 10 in. ␺ 700 m. 10 in. ␺ 400 m. Butadiene 10 in. ␺ 700 m. 10 in. ␺ 400 m. Butadiene 6 in. ␺ 700 m. 6 in. ␺ 400 m. Ballast 18 in. ␺ 750 m. 18 in. ␺ 400 m. BALLAST: Deballasting operations are performed to a ballast receiving system of 18 in. pipeline connected to 2␺6,300 cu.m. ballast tanks, at a maximum rate of 2,000 cu.m./hr. The Terminal has its own facilities for receiving ballast from vessels. POLLUTION: There is a Mutual Rescue Plan (PAM) that establishes procedures for responding to an emergency situation. The Port Captaincy co-ordinates the available resources from other organisations, including Port Authority, Fire Brigade, Petrobras and others, to contain and control the situation. The Terminal must be advised immediately of any emergency situation, and it is the Master’s responsibility to ensure that no oil or contaminated water is pumped or spilled overboard from his vessel. Action In Case Of Oil Spill: In the event of an oil spill, the vessel must cease all loading or discharging operations, inform the Terminal and the Emergency Assistance Plan put into immediate action. Masters must inform the Port Captaincy and Port Authority should any polluting substance be spilled within the organised port area.

The Terminal has a pollution fighting installation (CENTROPOL), with support boats, booms and tugs for oil containment and recovery including a trained team of experts. FRESH WATER: Available at the Terminal by pipeline or barge as necessary. If by barge, daylight only. FUEL: Available at the Terminal by pipeline or barge as necessary. If by barge, daylight only. CONSULS: See ‘‘Part (A)’’. REPAIRS: A number of contractors can perform machinery, electrical, electronic, refrigeration and steelwork repairs/maintenance. A number of contractors can provide specialised diving services. Also see ‘‘Berthing’’ and ‘‘Part (A)’’. DRY DOCKS: There are several dockyards available. Also see ‘‘Part (A)’’. SURVEYORS: See ‘‘Part (A)’’. GANGWAY/DECK WATCHMEN: Access to the ship and all activities performed onboard must be supervised by the ship’s crew, according to MTR, Art. 141, Items VII and IX (Maritime Traffic Regulation). Vessels alongside must not lower the offshore accommodation ladder for any reason. Between sunrise and sunset, anchored vessels are permitted to lower an accommodation ladder to embark or disembark authorised personnel or officials. The accommodation ladder must be raised to deck level on completion of transfer. PIRACY: See ‘‘Part (A)’’. CUSTOMS ALLOWANCES: Customs Officials board the vessel when alongside. Brazilian laws are strict with regard to smuggling, and Masters are advised to instruct their crews not to retain or land cigarettes, cigars, tobacco, alcoholic drinks, drugs, souvenirs, etc. These should be collected prior to arrival and placed under Customs seal for the duration of the vessel’s port stay. Commercial transactions among Terminal employees, crew members or other persons are prohibited. REPATRIATION: Arranged by ship’s Agent. The Terminal has easy access by road. AIRPORT: At Sao Paulo, 60 km. TIME: GMT minus 3 hours. Daylight saving (GMT minus 2 hours) from October to February. HOLIDAYS: Local Holidays: 12th July (State holiday); 8th September (Patroness of the Country) Moveable Holidays: Carnival (February or March); Holy Week (March or April); Corpus Christi (June or July). Also see ‘‘General’’ before first port. POLICE/AMBULANCE/FIRE: All fixed firefighting apparatus on the piers is owned and operated by the Port Authority. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: The agent shall take necessary steps to ensure issue of Disembarkation Cards. GARBAGE DISPOSAL: All vessels alongside or at anchor must place garbage or waste oil in proper closed containers ready for collection and disposal by approved contractors. Garbage containers must not be hung overside or be placed in a position where the containers or their contents can spill overboard or into the water. WEATHER: Wind : Land breeze in the area can be observed 9 miles offshore. Prevailing winds are generally from East quadrant with following variations: N.E.’ly November to March; S.E.’ly in April; S.W.’ly May to October. From July to October, there is a small probability of strong winds. Visibility: Visibility is generally good throughout Summertime, at times exceeding 4 miles. From July to September periods of reduced visibility are frequently experienced around dawn. Temperature: Average minimum in June 15␥C (59␥F); maximum in January 39␥C (102␥F). Waves: Wind generated. This will adversely affect embarking and/or disembarking Pilots if strong Southerly or S.E.’ly. In this case, the Pilot will advise alternative place inside the channel. Tides and Currents: The published strength and heights of tide are affected by local meteorological conditions and the strength of offshore currents, particularly S.W.’ly or N.W.’ly winds or Southerly offshore currents. During rainy season, the ebb tides may be of higher velocity. GENERAL: Brazilian Flag: See ‘‘General’’ before first port. Provisions: Arranged via the Agent. Spares: Supplied via the Agent. The Terminal must be advised if the vessel is to load products with low flash point. Lube Oil: Arranged via the Agent. Boats or Small Craft Alongside: Port regulations allow only small boats licensed by the Port Captaincy to come alongside to transfer personnel or stores. Should a vessel use any type of small craft for embarking or disembarking, the landing point ashore must be within a Customs area as per Port Health, Customs and Federal Police regulations. SHIPMASTER’S REPORT: September 1981. General: The Port Limits are a line from Ponta Itaipu in the West to Ponta Munduba in the East. In terms of trade the largest port in South America and the principal port of Brazil handling most of the Coffee exports. Situated on the confluence of several small rivers which have been canalised. The total length, including the extension of Canal de Piacaguera to the industrial complex at its Northern end, is 10 miles. General cargo wharves are continuous on the S.W. side for 5.5 miles. New container and dry bulk berths on N.E. side with recently completed rail link from Barnabe Island. Petroleum berths at Barnabe Island 5.5 miles from the port entrance on N.E. side and at Alemoa on South bank 7 miles from entrance. Brazilian Charts of Santos seem to be very difficult to obtain, after trying in Santos itself and Rio. B.A. Chart No. 19 refers. Arrival: Vessels up to 32 ft. can leave/arrive 24 hours a day any time. Over 32 ft. depends on tide. Generally arrive and berth 2 hours before HW. Standard Quarantine message to be cabled through Agent 24 hours beforehand.

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BRAZIL Anchorage: Outer: The general area is to East and West of Channel. The various designated areas on B.A. 19 seem to have little relevance and vessel’s position depends on draft. The closer in, the more the ground swell is apparent. Large vessels seem to favour 1.5 miles South of Ponta Grossa, with plenty of cable. Inner: Various river anchorages are used, all fairly to very full and require engines to keep clear of other vessels when swinging to tide. One anchor. Tugs used to swing vessel on heaving up. Approach: The coast being hilly with cliffs provides good positions. Bottom is gently shelving to 50 ft. at Outer Buoy, 4.5 miles from port entrance. Large ground swells are often encountered. Pilot: Pilot joins and leaves from dull red cutter between Buoys No. 7 and 8, about 1.75 miles from Pt. Fortaleza the port entrance. He will not come outside as indicated on B.A. 19. Reasonable English spoken. About 1.5 hours from No. 7 Buoy (Pilot) to Alemoa Berths. Drafts quoted in feet and inches. For night-time sailing/arrival Pilot must be ordered before 1730 hrs. to move up to 0700 hrs. next morning. Channel: From No. 1 Buoy to No. 7 Buoy dredged to 48 ft. No. 1 to No. 6. Buoy sufficient water outside channel for all vessels liable to use port. No. 6 Buoy inwards max. draft 36 ft. 6 in. to Industrial Complex at North end of Canal de Piacaguera. Not all berths of this depth. Buoyage South of No. 7 to No. 1 very liable to shift position and have lights extinguished. Not to be relied on at all. In Southerly winds the ground swell is very large and in deep draft vessels can make steering very difficult. We entered at 34 ft., 2 hours before HW and to negotiate the channel to No. 8 Buoy was a bit difficult. VHF: Pilot: Call ‘‘Santos Pilot’’, Channel 16. Works 10 and 11. Bunkers: Call ‘‘Estrela’’, Channel 12. Repairs: Work Channel 6. Public Correspondence: ‘‘Santos Radio’’, call Channel 16, works Channels 25, 26 and 27. Local and international calls. Good and efficient. English good. Tugs: 15 ship-handling tugs in port, with power from 505 – 2,236 h.p. Large vessels generally have 4. Two ships lines used. Most vessels proceeding above Itapema Point, at new container berth take tugs 1 ahead and astern 2 alongside. Down river tugs depart at Itapema Point. Berth – Alemoa: Alemoa Berths about 7.5 miles from sea on South bank comprise 2 concrete pile jetties at end of pier. The berths are owned by the Port Authority and leased to ‘Petrobras’ the state oil company for product and LPG transfers. Length of vessel depends on Turning Basin just off berths. Max. length is 300 m. Max. draft is 34 ft. Although at LW there is only about 32 ft. alongside berth face. Very soft mud. Large vessels berth port side to. Small coastwise vessels berth either way. Both berths capable of same product range. Density 1011 to 1015. Moorings – Alemoa: 3,3,2 each end. There is a small mooring launch which takes one line at a time. Fenders: 3 large timber faced flat fenders on rubber shock absorbers. Gangway: Difficult to land accommodation ladder. We used B.O.T. type which was very steep at completion, to after dolphin. Lines – Alemoa: Each berth has 2 refrigerated Chicksans, at the Western end, one vapour 10 in. and one liquid 12 in. (Western most), both 150 ASA couplings. Unfortunately both sets have severe leaks on all joints. After trying liquid arms at both Berth Nos. 1 and 2 we ended up by using our low discharge pipe with both our flexible hoses plus 2 shore hoses giving approximately 24 m. length from ship side rail. The connection on shore main line (16 in.) to Chicksan was uncoupled and flexible hoses with reducer coupled up to main line. The Terminal say they are now going to construct a ‘Tee’ piece in line below Chicksan to by-pass same and take flexible hoses. At the Eastern end of both berths are liquid and vapour Butadiene Chicksans (8 in. and 6 in. respectively). These will be converted for ‘VCM’ use next year (1982). There are 2 sets of pressure/semi-refrigerated LPG Chicksans (liquid 12 in. and 10 in., vapour 10 in. and 8 in.) situated between Butadiene and refrigerated Chicksans. Plus 4 ‘AVGAS’ Chicksans on each berth. Max. air draft of LPG Chicksans is 20 m. HW. Discharge: Varies greatly from 100 t.p.h. to 600 t.p.h. depending on shore tank pressures. VRL always coupled to ship. Terminal say fastest discharge has been 1,200 cm. per hour on butane. We were only second refrigerated ship with import cargo to berth at jetty. Shore tank pressure problems seem to occur frequently and the VRL is often required for return to ship. Two points to watch are incompatible product being returned and liquid in vapour line arm which occurs when liquid/vapour cross-over valve on quay does not seat properly. This is a small auto valve about 5 m. inboard of Chicksan arms and should be checked before shore require VRL used. Reasonable co-operation, if the Manager or Assistant Manager can be contacted they are very helpful. On completion the terminal will blow hot vapour back. General: Fresh Water: From meter on jetty – both piers. Port Authority connect/disconnect and arrange in advance. About 10 tonnes per hour at £1.50 per tonne (9/81). Bunkers: By barge both heavy and diesel. Barges maximum capacity about 500 tonnes, pump at 150 t.p.h. Prices very competitive (9/81). Repairs: Several repair firms in area covering most types of work. We used ‘Metalock’ for motors and pipework. Collected and returned by launch. Very quick and competitive service. Lub. Oils: All obtainable but only by drums from barges at Alemoa. On dry cargo/non inflammable berths large quantities can be pumped from tank truck. All international oil companies have to use ‘Petrobras’.

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Transport: Agent advises from Alemoa use mini-bus at night due to ‘muggings’, etc. We used a bus to town and everyone used their own taxi back. Mini-bus 8 seater, £5.50 per trip. Agent: All tankers have to use Petrobras Agent – ‘L. Figeiredo’ S.A. (cable ‘Doralice’). Seemed very efficient and was extremely attentive and helpful. Communications: Telex: International. Phone: S.T.D. (and works) very clear to U.K. Cables: Rio de Janeiro Radio, ‘‘PPR’’ – efficient. Brazilian Flag: Very particular. Must be lowered at sunset and hoisted again at sunrise and be in good condition. Pollution/Garbage: Very strict. Garbage drums to be inboard with lids on them. Nothing to go overboard. Collection service available. Holidays: Difficult to get services on weekends and public holidays, so arrange well in advance. Formalities: Shore Passes: Some form of identification is required when going ashore. For this purpose an Official Brazilian Shore Pass is obtainable which should have crew members photograph and particulars on it. Personnel stopped by police and showing this pass seem to be in better position than those having no pass or foreign I.D. Card. Forms: Have large quantity of following ready: Crew Lists, Personal Declaration, Store List, Ship Information, Bond List, Vaccination, Personnel for Repatriation and Effects. Sight Ships Certificates. Generally no difficulties as long as everything ready. Bond will be visited. Repatriation: Through Sao Paulo Airport – a 2 hour drive from Santos. Customs have to check baggage on ship or baggage has to be landed before departure with full list of electronic equipment (Radios, etc. and cameras). Agent requires details of flight and passport numbers 3 days prior to departure. ALEMOA LPG STORAGE PLANT – SANTOS, BRAZIL General: The plant was opened in 1979. Basic design is by Technigaz of France and construction by a Brazilian company. Most of the equipment is of U.S. design made in Brazil under licence. This causes problems over maintenance and spares. The plant is a shipping terminal drawing LPG from refineries in the South of the country and from around Sao Paulo and re-shipping it to localities up and down the coast. Every so often there is a requirement for import feedstock, about 10,000 tonnes every 2 months to boost local supplies. LPG can be pumped under pressure to Sao Paulo. Tanks: 4␺10,000 tonnes nominal capacity refrigerated LPG tanks with polystyrene insulation built by Chicago Bridge and Iron Co. in 1978. 2 for Butane and 2 for Propane. 2 pressure spheres of 2,500 tonnes nominal capacity. 4 semi-refrigerated spheres of 3,000 tonnes nominal capacity. These will be converted for use to V.C.M. in 1982 a fact which considerably worries the maintenance staff. Plant: Each refrigerated tank has own Boil Off unit – total 4. 2 Flash Gas Units can be connected to any tank to back up Boil Off units. 3 units convert pressure LPG from spheres to fully refrigerated LPG each with an output of 80 t.p.h. of condensate. The refrigerant used on all units is Propylene which is quite successful. Freon R22 used to be used but considerable losses were being experienced plus it was more expensive. All units work on the cascade principle. The sea water cooling being derived from a pump house on the pier. 2 electric pumps backed up by 2 diesel driven pumps all designed by Worthington. All compressors are of the piston type designed by Ingersoll Rand U.S.A. and constructed in Brazil under licence. Heaters, etc.: For transfer of refrigerated LPG to pressure spheres, 3 sea water heaters are employed. Two dessicant drying towers are employed from spheres to refrigerated storage. For refrigerated LPG transfer 8 Worthington deepwell pumps of 300 cu.m.p.h. are available. All anti-freeze used in the plant is alcohol derived from sugar cane which Brazil has pioneered for use in car engines. SHIPMASTER’S REPORT: February 2001. Vessel: LPG carrier, 78,000 cu.m. Cargo: Propane and butane. Charts: B.A. Chart No. 19. Documents: Only the ship’s Agent boarded our vessel on arrival, collecting all the required papers. Documents required on arrival are: 8 Crew Lists. 3 Stores Lists. 3 Passenger (Nil) Lists. 3 Bonded Stores Lists. 3 Provisions Lists. 3 Narcotics Lists. 1 Vaccination List. 1 Maritime Health Declaration. Crew Lists must be prepared giving the Seaman’s Book numbers (either nationality or Flag is acceptable), not passport. For those persons not holding a valid Seaman’s Book, such as supernumeraries (crew members’ wives), passport with a valid Brazilian Visa must be available, otherwise a fine of approximately U.S.$ 450 per person will be enforced. If a fine is levied at the first Brazilian port of call, it is valid for all subsequent Brazilian ports on that voyage. A valid working contract is also acceptable in lieu of the Seaman’s Book or Visa. Crew members’ vaccination papers were not required to be presented on arrival.

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BRAZIL Pilotage: The Pilot boards promptly at Buoy No. 1 from a well-handled red hulled pilot cutter. The Pilot spoke good English and was competent. There was some pleasure craft manoeuvring between Buoys No. 1 and No. 8, but they posed no particular hindrance to our vessel’s navigation. Passage from Buoy No. 1 to the Alemoa Berth took approximately one hour. Approaches: Our vessel approached the port from the North during a multi-port coastal discharge. The leading marks in the approach channel are clearly visible, although on this occasion a Racon was found to be operational on the rear light. All buoys in the approach channel were present as charted. Anchorages: Our vessel anchored in a position with Punta Munduba, bearing 004␥(T) ␺ 5 miles. Although various anchorages are designated as marked on B.A. Chart No. 19, there is no restriction on anchoring in any particular anchorage. Some ships were seen anchored 10-12 miles off the port, possibly as an anti-piracy precaution. Marine police boats continuously patrol the area, although there have been no reported piracy incidents recently, either at the anchorages or berths. Restrictions: Tankers berth/unberth during daylight hours only. Max. Size: Our vessel berthed having max. draft 8.7 m. Radio: Although the Brazilian SISTRAM (Maritime Traffic Reporting and Search and Rescue (SAR) System) reporting is voluntary, it has been reported to have become compulsory by the local authorities. Our vessel participated in SISTRAM throughout. No compliance was however verified. VHF: Initial contact with the Pilot Station was possible, approximately 2 hours prior to our arrival. Tugs: Three tugs were used for berthing. They were made fast between Quays No. 25 and No. 15. Berthing: We berthed port side alongside at Alemoa Berth No. 2. Berth No. 1, which is designed for larger vessels, was undergoing repairs/dredging on our arrival. The final mooring line tie-up was 7 wires fore and aft. Discharging: Cargo sampling and analysis takes approximately 3 hours. Due to the restriction of available space in the shore refrigerated tanks, our vessel was required to discharge to pressurised storage tanks without using the booster pumps. Initially propane and then butane were discharged through a single pipeline ashore. Occasional stoppages of one hour to 2 hours occurred, so allowing the Terminal to discharge to tank trucks. After 48 hours at the berth, during which time our vessel discharged 11,000 tonnes of propane and 3,000 tonnes of butane, we had to vacate the berth to accommodate a Petrobras tanker, so we proceeded to the outer anchorage. When we berthed again at the Terminal, it was at Alemoa Berth No. 1 that had in the meantime completed the maintenance work. Our vessel initially experienced some difficulties in discharging, due to the shore tanks having just been recommissioned and not being fully cooled down. After a few attempted starts/stops, we decided to run our own cooling plant and cool down the vapour returned from ashore. Once this had been initiated, the discharge proceeded smoothly but slowly, achieving an average discharge rate of 350 tonnes/hr. The particular shore pipeline that we used is reported to be capable of receiving 1,000 tonnes/hr. Our vessel achieved a maximum rate of 650 tonnes/hr. Communications with the Terminal staff was not a problem, as there was always someone available who could speak good English. Fuel: After completion of the discharge, our vessel loaded 1,100 tonnes of I.F.O. bunkers at the berth from a barge, at approximately 400 tonnes/hr. The bunker barge can only approach the vessel after the loading/discharge arms are disconnected. This is strictly enforced. No problem experienced with quality/quantity of bunkers. Deck Watchman: We did not employ a watchman, as we found it was not necessary. Usual deck patrols carried out throughout our stay at the port. We found no evidence whatsoever of any piracy-related problems. Surveyors: A Petrobras Safety Inspector regularly checks the berth and ship for safety compliance. Storing: Provisions and Bonded Stores are available and are very reasonably priced. Repatriation: Crew changes are possible. Time: GMT minus 2 hours during our stay. Shore Leave: There is no restriction on shore leave. Identification Cards: No shore passes required. Garbage Disposal: A garbage collection service is available at a cost of U.S.$ 1.00/cu.m. Currency: Cash in USD can be provided if the ship’s Master personally collects the cash from the bank. General: There was no evidence of any strictness regarding rat guards.

AUTHORITY: Port Authority: CODESP - Companhia Docas do Estado de Sao Paulo, Avenida Conselheiro Rodrigues Alves s/n. Tel: ␣55 (13) 3233 6565. FAX: ␣55 (13) 3222 3068. Email: [email protected] WWW: www.portodesantos.com.br Operator: Petroleo Brasileiros SA, Av. Republica do Chile 65, Centro, 20035-900 Rio de Janeiro, RJ, Brazil. Tel: ␣55 (21) 2534 3100. FAX: ␣55 (21) 2534 1246. DTCS/GESAN/SEOSA, Terminal de Alemoa, Rua Albert Schweitzer 197, Santos 2303668, S.P. 6011, Brazil.

SAO FRANCISCO DO SUL: 26.10 S. 48.34 W. (See Plan) (A) SAO FRANCISCO PORT (B) DTSUL OIL TERMINAL (A) SAO FRANCISCO PORT: DOCUMENTS: See ‘‘General’’ before first port. APPROACHES: Access Channel: Length 9.3 km., width 150 m. and depth 10.0 m. PILOTAGE: Not compulsory. Pilots join vessel at the Island Ilha da Paz about 5 km. East of bar, Pilot comes from inside with boat. Cables informing ETA to Agent. Pilot Station may be contacted on VHF Channel 16. ANCHORAGES: Five official anchorage areas with depths 10.0 m. – 19.0 m. (See‘‘Plan’’). RESTRICTIONS: Bar draft: Max. 30 ft. Bottom: bar, channel and port: sand and mud. Speed of current: channel LW 4 knots, HW 5 knots. MAX. SIZE: Max. draft 10.0 m. HEALTH: Vessel must present Free Pratique issued at first call-port. Port’s doctor will visit vessel. VHF: Port and Agents on Channels 16 and 11. TUGS: 6␺850 h.p. – 1,680 h.p. BERTHING: Quay Length Depth Remarks (m.) (m.) 101 200 10.00 Grain/ Vegoil 102 175 9.00 General Cargo 103 150 8.50 General Cargo 201 150 7.00 General Cargo CRANES: 2 cranes ␺ 7 tons. Neither the oil terminal or Sao Francisco do Sul Port Services operate either floating cranes, barges or lighters. BULK CARGO FACILITIES: Located at Berth No. 101. CIDASC Terminal: Meals/Pellets. Air draft: 15 m. Storage capacity: 120,000 tonnes. Loading rate: 2␺500 t.p.h. Conveyor belt: Span: 200 m. Reach: 18 m. Spouts: 2 Loading is performed by means of 2 movable spouts; fed by conveyor belts from the silos. Loading operations usually performed around the clock. Also see ‘‘Tankers’’. CONTAINER HANDLING FACILITIES: 50,000 sq.m. paved and illuminated area. 4,000 sq.m. paved area. 360 power points for reefer containers. STEVEDORES: Stevedores work 24 hours. MEDICAL: Medical attendance available, 2 hospitals, all medical care available. TANKERS: Vegoil: Storage capacity: 9,000 cu.m. Loading rate: 500 t.p.h. Loading is performed with a pipeline direct to the quay. Loading operations usually performed around the clock. FRESH WATER: 13 hydrants on Quays 1 and 2, American type thread 2 in., capable of supplying 14 t.p.h. to 30 t.p.h. Also a private water barge of 100 tons capacity. FUEL: Oil for boilers, diesel engines, and gasoline are distributed by a private firm, Distribuidora Maritime Porto de Sao Francisco Ltda. by tanker trucks, coming from Itajai, where orders must be placed 12 hours in advance. Also see ‘‘Shipmaster’s Report’’ dated February 2001. CONSULS: Chile. REPAIRS: Minor deck and engine repairs possible, workshop in town. GANGWAY/DECK WATCHMEN: Recommended. OPENING/CLOSING HATCHES: By stevedores. CUSTOMS ALLOWANCES: 1 package of 200 cigarettes, and 1 bottle of spirits each man. REPATRIATION: No facilities for changing crews. AIRPORT: None, nearest in Joinville, with regular traffic, about 40 km. distant. TIME: GMT minus 3 hours. GMT minus 2 hours in Summer. HOLIDAYS: January 1st; February 24th (Carnival); April 11th; April 15th; April 21st; May 1st; September 7th; September 8th; October 12th; November 15th and December 25th. TELEPHONES: Available at dock entrance. GARBAGE DISPOSAL: Receptables are placed on board. DEVELOPMENTS: Terminal under construction for movement and storage of forest products. A 300 m. pier is to be constructed for grain handling. SHIPMASTER’S REPORT: January 1988. Location: The Port is situated on the Northernmost extreme part of the State of Santa Catarina, near the border of the State of Parana. Documents: 3 copies Voyage Memorandum. 1 copy Health Declaration. 1 copy Vaccination List. 8 copies Crew List. 8 copies Passenger List. 4 copies Personal Effects List.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 2 copies Narcotics List. 2 copies Firearms and Ammunition List. 2 copies Manifest. 2 copies Clearance from Brazilian Port, including Free Pratique. Pilotage: Pilot Station is situated in position Lat. 26␥ 11' 30" S., Long. 48␥ 29' 20" W. Pilots can be contacted on VHF Channel 16 or 11. There are presently 4 Pilots who board at any time, weather permitting. Distance from the Pilot Station to the Port is 12 miles. Anchorage: Good anchorage inside the Bay. Communications: The city is linked to the rest of the Country/World with direct dialling telephone system and telex service. Tugs: Presently there are 2 tugs available to assist in docking/undocking/shifting. ‘‘Rio Preto’’ 1,680 h.p. belonging to Petrobras and ‘‘Lupus’’ 1,100 h.p. belonging to Saveiros. Boat Services: Available for vessels anchored in the Bay. Berthing: The Port installations are situated on the section of the Sao Francisco River which provides a natural Bay which is considered a safe anchorage as it is surrounded by hills and no strong currents exist. There are 675 m. of quays, but 225 m. are for bulk carriers and tankers (Pier No. 1). Pier No. 1: Length 200 m. Depth alongside 32 ft. Vessels handling soya meal/oil receive priority. Pier No. 2: Length 175 m. Depth 26 ft. Pier No. 3: Length 150 m. Depth 23 ft. Pier No. 4: Length 150 m. Depth 13 ft. There are no restrictions on length or beam. Mean tidal range 1.6 m. General cargoes handled at Piers 1, 2 and 3. Cranes: 2␺7 tons, 2␺40 tons (container handling). Most cargoes handled by ship’s gear. Stevedores: Working hours: 0700–1100 and 1300–1700. Overtime: 1700–1900, 1900–2300 and 0000–0400. Work can be extended to 0600 hrs. in order to finish vessel. Bulk Handling Facilities: COCAR Terminal: (Meal, pellets, beans). Location: Berth No. 1. Draft: 32 ft. (Brackish). Airdraft: 15 m. Storage capacity: 110,000 tonnes. Loading rate: 600 t.p.h. Conveyor belt: Span 200 m. Reach 25 m. Spouts: 2. Loading: With two spouts (movable) direct from silos/conveyor belt, loading around the clock. COCAR Terminal: (Vegoil). Location: Berth No. 1. Draft: 32 ft. (Brackish). Storage capacity: 23,500 tonnes. Loading rate: 400 t.p.h. loading by pipeline direct from quay, loading around the clock. MAFOR: (Grain discharge). Normally use ‘‘Redlers’’ which are hung from ship’s derricks. Two types of Redlers used, one weighing 4,800 kilos and the other 7,500 kilos. Also operating inside holds, one tractor weighing 10,600 kilos and a bobcat weighing 2,300 kilos. Density: Salt water at the entrance of the Bar, brackish water inside the Bay varying during tides, 1016–1018 at H.W. and 1018–1020 at L.W. Medical: Medical assistance available at local hospital. Fresh Water: Supplied ex–hydrants, about 8–10 t.p.h. Fuel: Not available locally, however it can be arranged by trucks. Consuls: None. Repairs: Minor repairs can be performed by two local workshops. Divers available. Repatriation: Embarking and disembarking will be cleared by the Federal Police Authorities. Ship’s Agents should be notified in advance of full flight details of arriving crew members. Crew will be met at Joinville Airport (2 flights daily from Sao Paolo). It is important to note that arriving crew must always carry Owner’s letter stating Port, name of vessel and Agent’s full style. Holidays: Public holidays: September 8th, Patron Saint of the City. General: Provisions: Several Ship chandlers can provide fresh vegetables. Bonded stores, etc. can also be supplied (all of Brazilian origin). Marine Note of Sea Protest: There is no Notary Public in Sao Francisco do Sul. Fines: Heavy fines are imposed by the Port Authorities (based on the tonnage of the vessel) for the following: Spillage of oil, slops, dumping garbage or any waste into the water; water spilled on to the quay; gangway net missing; ratguards missing; unauthorised persons on board; painting ship’s sides/ship’s draft without Port Authority’s permission; bad condition of Brazilian flag; improper hoisting/lowering of Brazilian flag. Roads: Sao Francisco do Sul is linked with Joinville by good road, distance 45 km. SHIPMASTER’S REPORT: April 1999. Vessel’s Passage: Our vessel was directed to bunker at Sao Francisco Do Sul, on route from Argentina to Europe. Charts: British Admiralty Chart No. 550. Port Clearance: No inward or outward clearance or documentation required by the authorities. Supplier: Petrobras. Tel: 55 47 4515442. Fax: 55 47 4515171/60. Communications: Petrobras did not acknowledge our ETA notices. 1.5 hours prior to arrival, we contacted Petrobras by telephone via Itajai Coast Radio Station (PPC) for berthing information. The telephone call was transferred between 2 offices, but neither office spoke English. Itajai Coast Radio Station (PPC) staff responded late to the problem and the call was disconnnected, the vessel being charged the minimum 3 minutes duration. VHF: MT ‘‘Arabian Glory’’ monitors Channels 14 and 16, working on Channel 8.

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Bunker Barge: MT ‘‘Arabian Glory’’ reponded only 0.5 hour prior to arrival. Vessel drawing 10.5 m. was directed to anchor in position Lat. 26␥ 12' S., Long. 48␥ 27' W., in water depth of about 20.0 m., with good holding ground. Although ETA was maintained unchanged for the last 3 days, the bunker barge advised us that it would be alongside 1 hour after anchoring, but actually arrived more than 2 hours after vessel’s arrival. Moorings: The bunker barge is well fendered, using 2 Yokohama fenders, but the mooring lines were in poor condition. Hoses: Lifting, connecting, disconnecting and lowering of bunker hoses was carried out by the ship’s crew, greatly facilitated by the vessel’s cargo crane. Loading: Barge crew are probably quite experienced at bunkering within the port, but proved unexperienced in offshore operations. With winds up to 20 knots and swell height 2.0 m., none of the bunker barge crew boarded our vessel. The ship’s bunkering engineer managed to board the barge and take the necessary soundings. Bunker figures proved to be correct. SHIPMASTER’S REPORT: February 2001. Vessel: Oil/bulk/ore carrier, 169,000 d.w.t. Fuel: The following grades are available and are supplied by Petrobras: Heavy Oil: 180 cst and 380 cst. Gas/Diesel Oil: Available. Minimum 24 hours notice is required. Fuel is supplied by bunker barge. There is only one vessel available for supplying bunkers. Rotation is as per Petrobras’ decision. Supply of bunkers only takes place during daylight hours and is supervised by a Petrobras inspector. Loading rate for bunkers is approximately 350 tonnes/hr. During bunkering operations, no marginal discrepancy observed in the amount loaded. Time: GMT minus 3 hours. GMT minus 2 hours in Summer (8th October – 17th February). Provisions and Stores: Possible to receive ship’s stores via launch. Repatriation: Crew changes possible. AUTHORITY: Administracao do Porto de Sao Francisco do Sul, Avenida Engenheiro Leite Rebeiro 782, CEP-89230 San Francisco do Sul, Santa Catarina, Brazil. Tel: ␣55 (47) 444-2200. FAX: ␣55 (47) 444-2115. Contact: Arnaldo S. Thiago, General Manager.

(B) DTSUL OIL TERMINAL: LOCATION: Dutos e Terminais do Sul (DTSUL), operated by Petroleo Brasileiro S/A – PETROBRAS, consists of an SBM of 11 m. in diameter, weighing 143 tons and exhibits a yellow light beacon. It is situated about 4 miles Eastward of Sao Francisco do Sul Island, its co-ordinates are: Lat. 26␥ 13' 52" S., Long. 48␥ 25' 03" W. Onshore base is located 18 km. from the town of Sao Francisco do Sul, which is 48 km. from Joinville City, both in Santa Catarina State. The main scope of DTSUL is to receive, store and transfer oil to Refinaria Presidente Getulio Vargas – REPAR, a refinery in Araucaria, a town in the state of Parana. DOCUMENTS: See ‘‘General’’ before first port. All documents issued or related to ship’s clearance at the last port of call is required for immediate inspection by the boarding officials. Immigration and Maritime Police: 1 Crew List. 1 General List. 3 Passenger Lists. 3 Passengers in Transit Lists. Health: 1 Vaccination List. 1 Certificate of Derat Exemption. 1 Maritime Health Declaration. 1 List of Drugs and Narcotics. 1 Passengers in Transit List. 1 Passengers List. Customs: 3 Crew Lists. 3 Spare Parts Lists. 3 Stores Lists. 3 Provisions Lists. 3 Drugs and Narcotics Lists (if not included in the Stores List). 1 Cargo Manifest. 1 Bills of Lading. 2 Passengers Lists. 2 Passengers in Transit Lists. 3 Crew Personal Effects Lists. 3 Passengers Personal Effects Lists. NOTE: Supplies, stores, cigarettes, cigars, tobacco, alcoholic beverages, arms, ammunition, souvenirs, playing cards, drugs and narcotics, medicines (not in use) etc., must be kept under lock and key; the doors of the storage rooms will be sealed by the Customs Officials and the seal must be kept unbroken throughout the vessel’s stay in port. Any goods or personal effects omitted from the list may be confiscated. Extracts of Sea Protest from the Log Book must be submitted to the boarding Customs Officials in case of accident which has caused damage or loss of the cargo or part of it. Leaving Clearance: Masters must appoint their ship’s Agent at Sao Francisco do Sul and have their International Safety Certificates in force. It is also necessary for vessels Leaving Clearance: Leaving Permit from Customs. Leaving Permit from the Captain of the Port. Leaving Permit from the Maritime Police. Leaving Permit from Brazil Mail (Passe da E.C.T.). In addition to quarantine signals, the Brazilian Flag must be flown from foreign vessel’s foremast throughout the vessel’s stay in port. Also see ‘‘Restrictions’’.

We welcome all advice, updates and additions to this information.

BRAZIL APPROACHES: Refer to Brazilian Hydrographic Office Nautical Charts No. 1, 30, 80, 1800, 1804 and 1830. Brazil Pilot DH.1.8. Vessels approaching the SBM from the North, will first see Mounts Joao Dias, Grande and do Barbosa, which are hills Northward of the port of Sao Francisco do Sul. Morro do Barbosa is the highest peak of the region, 280 m. (918 ft.) high, and near it, in the S.E. direction, the SBM is situated. Vessels approaching the SBM will first see Ilha da Paz Lighthouse, Mount Joao Dias, Mount Pao de Acucar and Mount Ubatuba. A hill little lower than mount Pao de Acucar is Mount Monao de Trigo, with a conspicuous cross on top. Vessels approaching at night, 15 miles offshore, as Ponta Caioba Lighthouse dips, will see Ilha da Paz Lighthouse which is the most prominent landmark for tankers bound for the SBM Terminal. Vessels approaching the SBM from the East, will sight the same above mentioned landmarks when near Sao Francisco do Sul. At night, Ilha da Paz Light will be seen first, the only landmark at night, except for the glare of the town of Sao Francisco do Sul lights which can be seen from a distance of 30 miles. Vessels approaching the SBM from the South, in daylight, when less than 10 miles away from shore, may use Remedios and Tamboretes Islets as an indication of the nearness of the SBM; when nearer, will sight Morro Pao de Acucar, Morro Montao de Trigo, Morro Ubatuba and Morro Joao Dias, which are hills and can steer to Ilha da Paz Light. At night, after loosing sight of Ponta do Vigia Light near Itapocoroia, vessels will sight no long range lights until sighting Ilha da Paz Light. These vessels, in order to navigate safely, must keep away from Remedios and Tamboretes Islets which can be accomplished by keeping Eastward of the 20 m. line, 6 miles seaward. Charts/Publications: Brazilian Navy Hydrographic Office has issued the following nautical charts of this area: DHN 1800, 1830, 1804, as well as Roteiro DH 1.8 (Brazil Pilot), Lista de Farois DH 2.11 (List of Lights) and Lista de Auxilio Radio DH 8.8 (Radio Aids List). No charts or navigational publications are available at DTSUL or Sao Francisco do Sul. When necessary, Masters must contact ship’s Agent, in advance, for placing orders for such items in Rio de Janeiro. PILOTAGE: Pilotage is not compulsory in the area of the SBM, either when making for it, mooring at it or clearing the SBM. DTSUL provides a duly trained Mooring Master for assistance to Masters of vessels operating at SBM. His services are presently rendered without charge. Mooring Master will advise vessel where to anchor. For approaching manoeuvres, and after mooring to the SBM, the Master of the vessel will be assisted by the Mooring Master who boarded the vessel in the proper site and will help the Master of the vessel as far as the operational activities in the area are concerned, such as: mooring, hose connections, discharge, hose disconnection and unmooring, as well as control of small crafts which render assistance to the vessel. It is the responsibility of the Master to notify the Mooring Master of any special conditions, difficulties or peculiarities of the vessel such as defective navigational equipment, mooring lines, tackle, gear, helm, engine or boiler deficiencies or lack of necessary equipment which might impose hazards in connection with handling, mooring, unmooring and actually operating the vessel. The Mooring Master must be immediately advised about any acts or facts which may jeopardise the safety of the vessel or the system, as well as operational events which may possibly alter the existing conditions. The vessel must be moored to the entire satisfaction of both the Master and the Mooring Master. The Mooring Master will remain on board the vessel throughout the vessel’s stay at the SBM and will notify the Terminal Superintendent about any operational failures; and the vessel may be ordered off the SBM and refused to be accepted in future, unless corrective action by the ship is immediately taken. For boarding the Berthing Master prefers a pilot ladder and on disembarkation a combination of pilot ladder and accommodation ladder. ANCHORAGES: For vessels awaiting Port Authorities Clearance, mooring or under repair, the advisable anchorage site is 1.3 miles North of the SBM, in the following position: Lat. 26␥ 12' 30" S., Long. 48␥ 25' 00" W. The seabed is fine sand and mud. The depth is 22 m. Mooring Master will board arriving tankers in this position. In no case must vessels drop anchor near the SBM (within a circle 1 mile in radius, centered on the SBM) within the area between the SBM and the coast or in the access channel to Sao Francisco do Sul River, due to existance of submarine pipelines and anchor chains on the seabed. Clearance: At the anchorage, Port Authorities clearance is effected during office hours only (0730 hrs. – 1900 hrs.). RESTRICTIONS: The buoy is designed for tankers up to 200,000 d.w.t. but due to the depths in the area, the maximum draft allowable is 18 m. (59 ft.). Sometimes, due to bad weather, tankers have to wait for favourable weather conditions, so that mooring may safely be started. Mooring should be undertaken at daylight only. Vessels arriving at anchorage sites 2 hours prior to sunset in clear weather can moor. If vessel arrives later berthing takes place the next morning. MAX. SIZE: 200,000 d.w.t. Draft 18.0 m. HEALTH: Vessels bound for the SBM Terminal are inspected at the SBM by Health, Customs and Maritime Police Officials. Ship’s Agent must apply beforehand for these visits. Free Pratique: See ‘‘General’’ before first port. RADIO: Vessels bound for DTSUL, should advise their ETA 72 hours prior to arrival directly to vessel’s Agent. This arrival message will be passed by the Agent to the Terminal. Time chartered vessels must keep updated ETA messages radioed to Frota Nacional de Petroleiros – FRONAPE. Tankers must maintain a continuous listening watch on VHF Channel 16 when nearing the anchorage position, and send updated

ETA messages until Mooring Master boards. Weather forecast and/or Sinoptic charts, if available aboard, must be shown to the Mooring Master when he boards. VHF: Vessels bound for DTSUL must contact the Terminal, through Itajai Radio and Paranagua Radio via Channel 16 or directly to Terminal by Channel 14, a minimum of 2 hours prior to arrival. During mooring and unmooring operations, and ship’s stay at the SBM, the launches will keep in contact with Mooring Master through Channel 14. TUGS: No tugs are available at the Terminal for assistance in mooring vessels. Launches: Launches under direction of the Mooring Master will assist Terminal and the vessel when mooring, unmooring, connecting and disconnecting hoses. They will also assist in personnel transportation, that is to say, crew members, Agents, Port Authorities, suppliers and authorised persons. Whenever a tanker is about to arrive, the 2 Terminal launches will put out to sea. One will be standing-by near the SBM, waiting for the tanker to arrive. The other will carry out a survey of the floating equipment. The launch standing-by will go alongside the tanker, so that the Mooring Master and mooring equipment can be passed to the tanker. This task may take place while the vessel approaches the SBM, according to the Mooring Master’s guidance. BERTHING: DTSUL Terminal consists of facilities for receiving, storage and transfer of oil. Two 16 in. ␺ 53 m. (173 ft.) in length nylon hawsers are fastened to the SBM turntable for mooring of the vessels. On the upper part of the SBM there are 3 turning arms for securing the mooring hawsers and the hoses, as well as to balance the system. Note: It is forbidden to navigate and to drop anchor within the area limited by two parallel lines 1 mile each side of the submarine pipelines, between the SBM and the mainland as well as within a circle 1 mile in radius centered on the SBM. Mooring Master will advise on the way of securing the ship. Tankers are moored by 2 bow nylon hawsers of 16 in. circumference and 53 m. in length. Vessel’s messenger lines are shackled, one at a time, to the pick-up wires of the hawsers by the launch crew and hove in by the vessel’s windlass until the lengths of the chafing chains are brought over the roller chocks/fairleads and shackled to the wire strops secured to the bollards. Arrival: Arrival time will be considered either the one in which the ship arrives at the anchorage or when the Mooring Master boards the vessel, whichever occurs first. As a rule, if mooring has to be postponed due to bad weather, tankers will moor according to their turn, considering the time of arrival. The Superintendent of the Terminal, however, has authority to grant priority to a ship out of her turn. Fully or partially loaded vessels may have to be diverted to other ports or terminals. Orders about this matter will come from Charterers and/or Agents, and will be conveyed through the Terminal. To avoid delays the following items must be observed by the tanker: keep the Terminal advised about any change in ETA; arrive with the port side derrick and an ordinary pilot ladder on lee side rigged, as well as the 2 manifold flanges to be used ready for connection of the hoses, i.e. without blind flanges, reducers fitted if necessary, etc.; 2 good eye-spliced (9 in. circumference at least) nylon ropes on forecastle head; anchor home and secured with stoppers and brakes. If the ship’s manifold flanges are not standard 150 p.s.i., ANSI-B.16.5 – 16 in. in diameter, the vessel must advise Terminal through the Agent before arriving. MEDICAL: Medical and hospital as well as dental care facilities are available in Sao Francisco do Sul. In case of emergency or serious injury, the patients are, as a rule, sent either to Joinville or Curitiba. HOSES: The discharge system consists of an SBM connected to 2 parallel 20 in. diameter ␺ 271 m. long (888.5 ft.) floating hoses. At the ship’s tail end of the hoses there are 2 special 16 in. hoses – ‘‘Tanker Tail Hoses’’ or ‘‘Ship Tail Hoses’’ – to be connected to the ship’s manifold, provided with a butterfly valve and a blank flange (each flange is 16 in. in diameter Standard PSI-ANSI B.16.5). From the bottom of the buoy start 2 submarine hoses 20 in. in diameter, connected to the underwater manifolds of the submarine pipelines. 2␺11 km. long ␺ 34 in. diameter submarine steel pipelines laid on the sea bottom following the general West-Easterly direction, connect the submarine manifold to the Terminal storage tanks. At the site where the pipe-lines reach the mainland there is a beacon showing an intermittent blue light indicating the general direction of the lines. The minimum distance between the fairlead rollers (or minimum fairlead diameter) must be 0.28 m. (11.0 in.), in order to allow the shackle, which connects the mooring buoy hawsers, to go through. The distance between the ship’s bow and the discharging manifold amidship must be 160 m. (525 ft.) or less. The ship’s discharging manifold flanges must be standard 150 PSI-ANSI/B.16.5 – 16 in. in diameter. The two manifold flanges to be used must be at least 2.0 m. away from each other, 2.0 m. above deck level and 4.5 m. away from the ship’s rail, in order to allow proper room for hose connections. The ship’s rail or bulwark in front of the manifold must be 900 mm. below the manifold flanges and shaped with a minimum 100 mm. radius. Hoses Connection: The Mooring Master will direct the Terminal’s working men in lifting, connecting and lowering the hoses. After the vessel is securely moored, the 16 in. floating hoses must be individually lifted to the rail by the ship’s gear. Sundry hose securing and connecting equipment (strops, gaskets, nuts, bolts, wrenches, etc.) will be supplied by the Terminal and put aboard the tanker just after arriving. Hoses will be lifted by the ship’s derrick on the PORT SIDE. Minimum lift of 8 tons capacity is required. Winds reaching about 8 Beaufort Scale and waves,

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL 3.0 m. high, may determine the operation to be interrupted and the hoses disconnected, according to the Mooring Master’s judgement. Should the ship not comply with the above stated requirements, she may be considered unsuitable for mooring at the SBM Terminal. CARGO OPERATIONS: Discharging: Pumping must not be started without permission of the Mooring Master. The maximum allowable pressure is 10 kg./sq.cm. (150 p.s.i.). While the vessel is moored, the vertical angle formed by the hawsers and the sea surface should not exceed 30␥ degrees, for safety of the SBM. If necessary the Terminal will require the ship to pump sea water through the hose lines in order to displace the remaining oil. Terminal Personnel On Board: The vessel is required to give proper treatment to the Terminal personnel assigned to work on board, including lodging and meals. As a rule, 7 people (1 Mooring Master and 6 workmen) are assigned to duty onboard the vessel. Machinery in Readiness: When moored at the SBM, vessels must keep engines and propulsion machinery in readiness to unmoor and proceed under full power at short notice or to prevent riding upon the SBM. An Officer must also be on duty on the bridge. Should the ship not comply with above stated requirements, she may be considered unsuitable for mooring at the SBM. Under normal conditions discharge system allows a 10,000 cu.m./h., 10 kg./cu.cm. (150 p.s.i.) pumping rate measured at the ship’s gauge. Storage System: The storage system consists of 7 tanks which are able to receive crude oil directly discharged from the tankers moored at the SBM. The 5 tanks have the following main features: Type: Cylindrical vertical (floating roof). Diameter: 86.56 m. Height: 14.63 m. Nominal Volume: 86,114 cu.m. Operational Volume: 77,000 cu.m. Receiving Line: 36 in. diameter. Two tanks have the following main features: Type: Cylindrical vertical (floating roof). Diameter: 45.72 m. Height: 14.63 m. Nominal Volume: 23,850 cu.m. Operational Volume: 21,500 cu.m. Receiving Line: 36 in. diameter. The tanks are equipped with remote control valves and readings, monitored from the Operations Control Room. Neither the tanks nor the lines are heated. Inert Gas System: Tankers must have a functioning inert gas system. Cargo tanks must be fully pressurised within an inert gas atmosphere of less than 8% oxygen before the start of any operation. This inert condition must be maintained during the entire operation. The Terminal must be informed immediately of any problem involving the vessel’s inert gas system. No tank inert procedure can be performed while the vessel is alongside theTerminal. BALLAST: Ballast System: No conventional tank cleaning procedures are allowed. The SBM is not provided with ballast line. Ballasting: When necessary, due either to excessive pitching or by being trimmed too much by the stern, pumping of ballast must be concentrated in the fore tanks, even though interruption of discharging becomes mandatory. As a rule, the vessel must be ballasted at the same time the discharge is being carried out. Vessels which fail to do so, will be notified in writing and will be held responsible for the extra time spent at the SBM after the disconnection of the hoses. No dirty ballast or any oily residues must be pumped overboard, otherwise the vessel may incur a heavy fine from the Brazilian Authorities. POLLUTION: Brazilian legislation is extremely strict with regard to pollution prevention. The discharge of any type of material, debris, garbage, oil or polluting substance into the waters of the port is forbidden. Offenders face heavy fines or imprisonment. It is the Master’s responsibility to ensure that no oil, garbage or pollution material is pumped or spilled overboard from the vessel. FRESH WATER: Neither DTSUL nor Sao Francisco do Sul are able to supply either drinking or boiler water to vessels either moored or at anchor. FUEL: Neither DTSUL nor Sao Francisco do Sul port can supply bunkers for vessels. Also see ‘‘Part (A) – Shipmaster’s Report’’ dated February 2001. Lubricants: DTSUL has no way of supplying lubricants to vessels, either moored or at anchor. Nevertheless in urgent cases, Agents must be contacted in order to place orders for lubricants, 15 days in advance. Even then, lubricants can only be supplied in very limited quantities, due to the natural difficulties of transportation to moored ships. CONSULS: There are no consular representatives in Sao Francisco do Sul and Joinville. REPAIRS: Limited repairs may be effected by private workshops. Agents must be contacted 72 hours in advance in order to make the necessary arrangements to assist vessels needing repairs (including radar, radio equipment, radio direction finder and compass). SURVEYORS: Classification Societies: There are no marine surveyor representatives in Sao Francisco do Sul. If necessary, they may be called, upon Agent’s request, from Rio de Janeiro, where there are representatives of the American Bureau of Shipping, Lloyd’s Register of Shipping, Bureau Veritas and others. Petroleum Inspectors: There are no petroleum inspectors available in Sao Francisco do Sul. If necessary, they can be contacted through Agents in Paranagua-PR. Engineer Sergio Luiz Ribeiro Martins, Av. Arthur de Abreu, 29-10 andar, conj. 01/02 Centro, CEP 83.203-480 Paranagua, PR. Tel: ␣55 (41) 422-1814. Contact: Engineer. Administracao do Porto de Paranagua, BR-227 s/n Antonina, Predio Silao, CEP 82.300-000 Paranagua, PR. Tel: ␣55 (41) 423-1133.

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GANGWAY/DECK WATCHMEN: Port watchmen have to be compulsorily assigned to duty onboard all vessels coming from overseas throughout the vessel’s stay in port. CUSTOMS ALLOWANCES: Brazilian laws are strict with regard to smuggling and Masters are requested to instruct their crew not to retain cigarettes in carton lots, cigars, tobacco, alcoholic drinks, drugs, souvenirs, etc. These should be collected prior to arrival, listed with the items in the Customs Locker to be sealed by the Customs Officials and placed in the custody of the Master throughout the vessel’s stay. No commercial transactions will be tolerated, be it among Terminal employees, crew members or anyone else. TIME: Local time is GMT minus 3 hours. GMT minus 2 hours in Summer. HOLIDAYS: National Holidays: All ships in port must be fully dressed on the following National Holidays: September 7th and November 15th. BANKS: Bank of Brazil, Rua Hercilio Luz 53, Sao Francisco do Sul. Tel: ␣55 (474) 44-0202, 44-0187. GARBAGE DISPOSAL: The Terminal is not equipped for garbage collection and disposal. All vessels alongside or at anchor must place garbage or waste oil in proper closed containers. Garbage containers must not be hung overside or be placed in a position where the containers or their contents can spill overboard or into the water. WASTE OIL DISPOSAL: No facilities available. SEAMAN’S CLUBS: None. WEATHER: As a rule, the conditions in the area of the SBM may be considered fair, as far as operating conditions for the vessels are concerned, except in the occurrence of gales from the South, which sometimes blow for more than 48 hours in Winter time. Winds: The strong winds recorded in the area originate from the South, caused by cold fronts or instability lines. One of the strongest recorded winds blew on May 18th, 1982, from N.W. reaching an intensity of 130 km. per hour, for a short period of time. It was observed that at the same time the isobathic wind at the sea, blew from the South with an intensity of 40 km./hr. Rain: The average annual rainfall is about 980 mm. Visibility: The visibility in the area is generally fair all year round, except in Winter time when sometimes fog may occur. Temperature: The local average temperature ranges from 8␥C (46␥F) in June, July and August, to 32␥C (90␥F) in January and February. Humidity: The relative humidity of the air is nearly 80% in the region. Currents: Currents in the area are not related to the local winds since the set, as well as swells result, as a rule, from deep sea winds which are not always in correspondence with local winds. According to the variation of the intensity of the high sea winds, it is possible to forecast the variations of the intensity of the currents in the area of the SBM. In the vicinity of the SBM, when there is no wind or there are only winds of low intensity, the currents of the area are strongly influenced by the tidal set of the bar of the port of Sao Francisco do Sul. Waves: Southerly winds are originated, as a rule by cold fronts. The waves caused by them are very seldom higher than 3.5 m. (11.4 ft.). The waves are, usually, 2.5 m. in height and have an 11 second period when Southerly winds blow during the Winter time, from June to October. The maximum wave height allowable for operating vessels moored at the SBM is 3.0 m. (9.8 ft.), depending on the conditions of the mooring lines and the tensions over them. GENERAL: Flags: In accordance with international practice, quarantine signals must be displayed by vessels when approaching Brazilian ports. These signals shall be displayed continuously until Free Pratique is granted and are: Sunrise to sunset – Quarantine flag ‘‘Quebec’’; sunset to sunrise signal lights red over white. Tankers will display the red flag ‘‘Bravo’’ during the day and a red light during the night throughout their stay in port, indicating inflammable or explosive cargo. Provisions and Stores: Orders for provisions and stores may be placed through the Agents or directly to shipchandlers. Most of the items are obtainable in Joinville but some may be found in Sao Francisco do Sul. Laundry: There are limited laundry facilities in Sao Francisco do Sul. Orders for such services must be placed in advance through Agents. Tidal Amplitudes: The tides in the area of the SBM present the same characteristics as those of the port of Sao Francisco do Sul. (Please refer to the Tide Tables issued by Diretoria de Hydrografia e Navegacao da Marinha do Brasil Brazilian Navy Hydrographic Office - DG – 16 – 15). High and low tides occur nearly 40 minutes before they occur in the port of Sao Francisco do Sul, and the tidal amplitude at the SBM area is a little below the ones of the said port. AUTHORITY: Operator: Petroleo Brasileiro S.A.-PETROBRAS, Avenida Republica do Chile, 65 Centro, 20035-900 Rio de Janeiro – RJ, Brazil. Tel: ␣55 (21) 534-3886. FAX: ␣55 (21) 262-6656. Contact: Chief of Operations Division. Terminal: Terminal Maritimo de Sao Francisco do Sul – DTSUL, P.O.Box 91, Ubatuba, Sao Francisco do Sul, CEP 89-240-000 Santa Catarina, Brazil. Tel: ␣55 (474) 33-7800. FAX: ␣55 (474) 42-2248. Contact: Chief of Operations.

SAO LUIS, including Itaqui, Maranhao: 02.30 S. 44.07 W.

(See Plan)

LOCATION: Itaqui: The Port of Itaqui is located in the bay of Sao Marcos, in the Municipality of Sao Luis, Capital of the State of Maranhao, almost at the edge of the N.E. region of Brazil, and 9 km. to the S.W. of the city, with which it is connected via a breakwater extending over the River Bacanga. The location, fairly sheltered, encompasses Itaqui Point and extends to the North as far as Madeira Point, where a Terminal is to be constructed for handling iron ore on behalf of Serra Dos Carajas, and to the South, reaches close to the Island of Tauamirim: it is formed by a re-entrance into the coast where the contours (depths) of 0 m., 5 m., 10 m., and 15 m., are almost parallel and are between 30 and 40 m.

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BRAZIL apart. In front of Itaqui, at a distance of 400 m. from the quay, is the Island of Guarapira with maximum dimensions of 100 m. ␺ 300 m. and stretching in a N./S. direction. The Area of Administration of the ‘‘Maranhao Docks Company’’ includes the Bay of Sao Marcos and the Islands located within it, being limited by a line which joins Tatinga Point on the mainland, to Sao Marcos Point on the Island of Sao Luis. (a) The Port of Itaqui is confined between the parallels of 02␥ 34' S., and 02␥ 36' S. and meridians 44␥ 21' W. and 44␥ 24' W. (b) The ‘‘Administrative Area’’ is confined by the following co-ordinates: Meridians of 44␥ 24' W. and 44␥ 19' W. Parallels of 02␥ 37' S. and 02␥ 29' S. (c) The Area of Jurisdiction encompasses the whole of the coast of the State of Maranhao, from the border with the State of Piaui as far as the frontier with the State of Para. Charts and Publications: Mariners are referred to the following charts and publications issued by the Brazilian Navy: Charts No. 400, 410, 411, 412 and 413, Eastern Coast Guide Book DHN, List of Lights, Radio Aid List DH 8-8. British Admiralty Charts No. 3958 and 535. U.S.A. Charts No. 24020, 24260, 24270 and 24271. DOCUMENTS: See ‘‘General’’ before first port and ‘‘Tankers – Telis Terminal’’ . APPROACHES: Mariners are warned of the effects of strong tidal streams in the area. The access channel has a minimum depth of 27.0 m. and width of 1.8 km. The approach to Sao Luis should be made during daylight only and with the flood tide. Mariners approaching the port from the West or East should steer for the Sao Marcos de Fora light vessel (Also see ‘‘Anchorages’’). From the light vessel, mariners should steer a Southerly course towards the Buoys No. 1 and No. 2 which mark the beginning of the Approach Channel, marked by light buoys. When the Ilha do Medo light is bearing 224␥ alter course to 225␥ to approach the Pilot Boarding Area (N.W. of Ponta da Areia). PILOTAGE: Compulsory for all vessels bound for Itaqui and Sao Luis. Pilots can be requested through the Agent 24 hours before arrival. Pilots can also be requested through VHF Channel 16. The pilot boarding area is Ilha do Medo Light bearing 090␥␺1.2 miles, as shown on Chart DHN 412. Approaching coast, the Master must inform Agent via Coast Station Sao Luis – PPB (VHF Channels 16, 24, 25, 26 and 27) or Radio Marinha de Sao Luis – PWM (HF). Pilot launch painted red and provided with conventional lights. Launch awaits at Ponta da Madeira or other places requested in limit by Brazilian Chart DHN–412. Vessel to notify Pilot service of ETA 6 hours before arrival. Pilot Association: The Bay of Sao Marcos Pilot Association is located in Sao Luis town, as Rua Edmundo Calheiros 699, Salas 6 and 7, Bairro Sao Fransico, CEP 65075. Tel: ␣55 (98) 227-1828. Fax: ␣55 (98) 248-2525. Telex: (098) 2594. ANCHORAGES: Sao Luis: The following areas are reserved for the anchorage of vessels awaiting to enter port. (a) Location No. 1 for vessels of more than 2,000 g.r.t., up to 21 ft. draft and 135 m. overall (this is the nearest anchorage to the town). Location No. 2 for vessels up to 18 ft. draft (and that which follows No. 2). Location No. 3 for vessels up to 18 ft. draft (the nearest to the bar). These anchorages are situated between the parallels of 02␥ 30' 5" S. and 02␥ 31' 5" S. (b) Vessels impounded or requiring extensive repairs: Vessels up to 10 ft. – Lat. 02␥ 31' 9" S., Long. 44␥ 18' 7" W. Larger vessels: Lat. 02␥ 30' 0" S., Long. 44␥ 20' 0" W. (c) Anchorage for vessels of less than 2,000 g.r.t. To the South of the partly submerged hull of the Maria Celeste between the State Warehouse and the Customs Warehouse. (d) Vessels in quarantine: Lat. 02␥ 29' 5" S., Long. 44␥ 20' 5" W. Vessels may not anchor in the approach channel or the turning basin. Itaqui: The following anchorage zones for vessels arriving at Itaqui: (a) Vessels over 5,000 g.r.t.: Lat. 02␥ 35' 5" S., Long. 44␥ 22' 4" W. (b) Vessels impounded or requiring extensive repairs: Lat. 02␥ 35' 1" S., Long. 44␥ 22' 3" W. (c) Vessels in quarantine: Lat. 02␥ 35' 4" S., Long. 44␥ 23' 3" W. (d) Inspection anchorage: Lat. 02␥ 35' 2" S., Long. 44␥ 22' 4" W. Also see ‘‘Tankers’’. RESTRICTIONS: Sao Luis: May only be entered during daylight hours and near HW. Itaqui: Cargo vessels may moor any time during the day or night depending on the state of the tide. Vessels bound for the oil terminal may only berth on the rising tide during the day. Berthing should commence 1 hour before HW. MAX. SIZE: For port of Itaqui, max. draft at LW is 34 ft. At HW, depth of 45 ft. to 48 ft. available depending on height of tide. Also see ‘‘Ponta da Madeira’’ and ‘‘Alumar’’. HEALTH: See ‘‘General’’ before first port. Health Authorities visit compulsory, due to disinfection by Yellow Fever Service. Tankers bound for the oil terminal will be inspected at the terminal after mooring is completed. Vessels awaiting berths will be inspected at the inspection anchorages. TUGS: Sao Luis: Several tugs available. Itaqui: None. BERTHING: Sao Luis: See ‘‘Anchorage’’. Itaqui: Administration Quay – Length 164 m., depth 12 m. Warehouse Quay – Length 164 m., depth 12 m. North Quay – Length 164 m., depth 12 m. South Quay – Length 164 m., depth 12 m. The 80 m. quay will be provided with a ramp for car ferries. Also see ‘‘Ponta da Madeira’’ and ‘‘Alumar’’.

CRANES: Sao Luis: 8 portal cranes (2␺6 tons, 6␺3 tons) 1␺50 tons, 2␺3 tons, 1␺6 ton on order. Itaqui: 6␺3.2 ton (gantry), 2␺6.3 ton (gantry) 3␺2.5 ton (mobile), 1␺4.0 ton (mobile). 1␺9.1 ton (mobile), 2␺4 ton (tracked mobile). BULK CARGO FACILITIES: 2 mobile grain elevators at Warehouse Quay serving Maranhao Wheat Mill, rate 150 t.p.h. The Maranhao Wheat Mill has silos with 12 cells, capacity 6,000 tons. Additional silos with 2,000 tons capacity available. The rated capacity of the elevators will be doubled in the near future. STEVEDORES: On receipt of vessel’s ETA Agent provides the necessary gangs. Master to mention in his ETA cable the distribution in cargo hold enabling Agent to arrange for number of gangs required. When loading or discharging bagged cargo an average of 4,000 bags per 8 hours work per gang handled. MEDICAL: Advance notice by radio preferred, since medical assistance in Sao Luis is limited to 1 general clinic and 3 hospitals. TANKERS: Telis Terminal: The Telis Tanker Terminal (Itaqui) is located in Sao Marcos Bay, in position Lat. 02␥ 35.12' S., Long. 44␥ 23.30' W. The Terminal has 5 mooring berths within the port of Itaqui. It is a regional collection and distribution centre for diesel, gasoline, jet fuel, kerosene, fuel oil, gas oil and LPG. The Terminal supplies bunkers and stores petroleum products and alcohol. Arrival: All documents relating to clearance at the vessel’s last port of call are required for inspection by boarding officials, together with a list of the last 5 ports of call (include date, country and/or Brazilian State). 1 Vessel Details, including Name, Class and Flag. 1 Spare Parts List. 1 Maritime Health Declaration. 1 Crew List. 1 List of Narcotics. 1 List of Cargo to be Discharged and Loaded. 1 List of Yellow Fever International Vaccination Certificates of Crew Members and Passengers. 1 Derat Certificate. 1 Free Pratique Document Issued by Sanitary Authority in another Brazilian Port. 1 Bill of Loading. 1 List of Crew Personal Effects. 1 Baggage Declaration for Passengers Departing. 1 Provisions List. 1 Stores List. Departure: 1 Customs Departure Permit. 1 Port Captaincy Departure Permit. 1 Maritime Police Departure Permit. 1 Brazilian Post Office Departure Permit. 3 Passenger Lists. 3 Passengers in Transit Lists. 3 Crew Lists. 3 Spare Parts Lists. 3 Crew Personal Effects Lists. 3 Drugs and Narcotics Lists. Once Departure Clearance is granted, the ship must hoist the Customs flag. Also see ‘‘General’’ before first port. Anchorages: Most of the area in Sao Marcos Bay is unsuitable for anchoring due to poor holding and almost all areas are foul ground. In addition, the whole of Sao Marcos Bay experiences strong flood or ebb tidal streams that can reach up to 6 knots. In the past, vessels have lost their anchors and in some instances become stranded on the numerous sand banks. The Port Captaincy recommends that Masters of vessels at anchor closely monitor the vessel’s position, and be prepared to manoeuvre at short notice in case of emergency. Anchorage Areas Appointed by the Port Captaincy: Area ‘‘1’’ – For vessels greater than 80,000 d.w.t. and drawing more than 11 m.: Point Latitude Longitude (S) (W) (a) 01␥ 58.5' 44␥ 07.0' (b) 01␥ 55.5' 44␥ 09.0' (c) 01␥ 49.2' 43␥ 58.4' (d) 01␥ 51.8' 43␥ 58.4' Area ‘‘2’’ – For vessels greater than 80,000 d.w.t. and drawing more than 11 m. Masters must avoid anchoring near submarine cables in the Western sector of this area: Point Latitude Longitude (S) (W) (a) 02␥ 02.9' 44␥ 03.4' (b) 02␥ 05.4' 44␥ 03.4' (c) 02␥ 06.0' 44␥ 07.2' (d) 02␥ 04.4' 44␥ 06.1' Area ’’3’’ – For vessels drawing more than 20 m. Masters must be aware of probable existence of submarine pipelines in the Western sector of this area: Point Latitude Longitude (S) (W) (a) 02␥ 08.3' 44␥ 08.7' (b) 02␥ 10.9' 44␥ 09.0' (c) 02␥ 12.1' 44␥ 10.0' (d) 02␥ 12.1' 44␥ 11.0' Area ‘‘4’’ – For vessels less than 80,000 d.w.t. or drawing less than 11 m.: Point Latitude Longitude (S) (W) (a) 02␥ 19.2' 44␥ 12.2' (b) 02␥ 21.4' 44␥ 09.8' (c) 02␥ 24.4' 44␥ 12.8' (d) 02␥ 21.8' 44␥ 14.6'

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BRAZIL Area ‘‘5’’ – For vessels less than 80,000 d.w.t. or drawing 11 m. or less, located West of the channel, near Buoys No. 17 and No. 22: Point Latitude Longitude (S) (W) (a) 02␥ 22.2' 44␥ 20.3' (b) 02␥ 25.0' 44␥ 21.3' (c) 02␥ 24.4' 44␥ 22.2' (d) 02␥ 21.1' 44␥ 20.4' Area ‘‘6’’ – For vessels less than 80,000 d.w.t. or drawing no more than 11 m., located between the Buoy No. 22 and the Sao Marcos and Aracagi Lighthouse: Point Latitude Longitude (S) (W) (a) 02␥ 24.1' 44␥ 17.7' (b) 02␥ 26.7' 44␥ 15.8' (c) 02␥ 27.4' 44␥ 17.2' (d) 02␥ 26.8' 44␥ 19.4' Area ‘‘7A’’ – For vessels less than 80,000 d.w.t. and drawing less than 11 m.: Point Latitude Longitude (S) (W) (a) 02␥ 28.6' 44␥ 24.5' (b) 02␥ 29.2' 44␥ 24.0' (c) 02␥ 30.6' 44␥ 25.4' (d) 02␥ 30.0' 44␥ 26.0' Area ‘‘7’’ – For vessels no more than 80,000 d.w.t. and drawing less than 11 m. Anchor only with permission of the Port Captaincy: Point Latitude Longitude (S) (W) (a) 02␥ 33.6' 44␥ 25.0' (b) 02␥ 34.0' 44␥ 23.6' (c) 02␥ 35.5' 44␥ 25.3' (d) 02␥ 34.8' 44␥ 25.7' Area ‘‘8’’ – Requires permission of the Port Captaincy, reserved for vessels loading or discharging fuel oil: Point Latitude Longitude (S) (W) (a) 02␥ 35.4' 44␥ 26.0' (b) 02␥ 34.8' 44␥ 25.7' (c) 02␥ 35.5' 44␥ 24.3' (d) 02␥ 36.8' 44␥ 24.8' (e) 02␥ 36.2' 44␥ 26.0' Other areas for anchoring are available with permission from the Port Captaincy. Restrictions: Berthing or unberthing 24 hours per day, dependent on state of tide. Max. Size: 150,000 d.w.t., max. draft 18.0 m. Also see ‘‘Berthing’’. Radio: Coast Radio Station ‘‘PWZ’’ can be used to contact the Agent or Port Authorities. Pre-Arrival: 24 hours before arrival, vessels bound for the Terminal must advise their ETA via the Agent and request Free Pratique from the Port Health Service. Ship/Shore Communications: Channel 6 for operations. Channel usage is agreed in advance between vessel and Terminal. The Terminal maintains a continuous listening watch on VHF Channels 16 and 6. Prompt and accurate transfer of information between the Master, Pilot, Mooring Master, Tug Master and the Terminal Control Room is absolutely essential to avoid incidents. All anchored tankers must maintain a continuous listening watch on Channel 16. VHF: Channels 16 and 14 for calling Pilots or Port Authorities, 24 hours a day. All vessels at anchor or alongside must maintain continuous listening watch on Channel 16. Tugs: All berthing manoeuvres with tug assistance. Vessels more than 50,000 d.w.t. must be assisted by 3 or 4 tugs. 7 tugs are available with bollard pull from 26 tonnes to 60 tonnes. Tugs maintain listening watch on Channels 16 and 6. Vessels must carry a towing spring in good condition as tugs do not supply their own lines. The tugs available in the port of Sao Luis are fitted with firefighting equipment. Berthing: By day, tankers shall fly the ‘‘B’’ flag and at night a red light. The Terminal may refuse to moor any vessel deemed unsuitable or which does not meet safety or mooring conditions, or which may in any way endanger port assets, including personnel, equipment and the environment. Berthing operations are always performed under the supervision of the Master and the Pilot. Mooring lines must always be taut by manual control of winches. Tension winches are not to be used to keep vessel in position. Before berthing, the Terminal will require details about the vessel’s manifold and the maximum flow rates. Berth Max. Size Max. LOA Max. Draft No. (d.w.t.) (m.) (m.) 101 45,000 236 9.5 102 45,000 236 9.5 103 60,000 236 12.5 104 60,000 200 13.0 106 150,000 18.0 Masters are required to co-operate with the Terminal representative to minimise the ship’s laytime. Any delay must be reported to the Terminal and to the ship where the delay is caused by the Terminal. Vessels must reach the Terminal with enough ballast for a maximum trim of 3.0 m. and safe draft throughout manoeuvres. During cargo operations, the vessel must be kept trimmed so that departure from the berth can be made at short notice. Machinery: All deck machinery used for berthing operations must be in full working order. A crane or derrick of more than 5 ton S.W.L. must be rigged for immediate use for connecting shore hoses to the ship’s manifold. Berthing and unberthing operations are performed by Port Authority personnel.

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Cargo Tank Lids: Before berthing operations commence, all tanks lids, ullage plugs and ports must be closed and dogged down unless the Master certifies the vessel to be gas-free. Berthing Schedule: The Port Authority sets the berthing schedule. Transpetro / Petrobras vessels have priority at Berths No. 104 and 106, otherwise order of berthing is based on time of arrival. Emergency Towing: Fire wires for emergency use must be lowered to the waterline from the offshore bow and quarter and tended to ensure eye remains above the waterline. All tankers must be equipped in accordance with IMO Assembly Resolution A.535, describing emergency towing equipment forward and aft. Repairs: At no time can the main propulsion machinery or steering gear be disabled for any reason. No repairs can be undertaken which would interfere with this requirement. Violation of this rule will result in towage from the berth at the vessel’s expense. Hoses: The tanker’s manifold for loading should be equipped with 8 in. flange ANSI 150 for petroleum products, or 6 in. flange ANSI 300 for LPG. Hose connection and disconnection is performed by the Terminal personnel. Cargo Operations: The Terminal operates 24 hours per day. The Notice of Readiness will be deemed accepted on completion of berthing and when the vessel is ready to operate, under all conditions. Scuppers must be plugged and all overboard discharge valves, including bilge valves, are to be blanked or sealed closed before commencement of cargo operations. Should a fire occur that cannot be controlled, the ship must immediately clear the berth. Two portable dry-chemical extinguishers must be placed on board next to the manifold. While alongside the petroleum piers, vessels must keep their engines in readiness to leave the berth under full power at short notice. The vessel must maintain a maximum trim of 5.0 m. (16 ft.) to allow departure from the berth at short notice. Procedure Notes: (a) A responsible member of the crew must be stationed on the loading deck and maintain communication or remain in visual contact with the Shore Operator during cargo operations and when changes in loading or discharge rates are required. VHF radios or direct voice may be used for such purposes. An officer who speaks good English must act as interpreter, according to prior decision. (b) Loading or discharging is performed through fixed pipelines designated for each type of product. (c) Vessel cargo inlets which are not in service must be blanked. (d) The discharge or product transfer shall not commence without permission or clear understanding between vessel and the terminal. (e) The maximum pressure and flow shall be set in accordance with the vessel’s operating characteristics, where the vessel’s operational characteristics are less than the Terminal’s. (f) Firefighting equipment and its hose network must be ready for emergency use and be pressurised at all times. (g) Power to all mooring machinery must be available at all times. (h) The vessel cargo inlets must be fitted with flanges whose diameters are in accordance with the Terminal. (i) Once operations are completed, hoses will be disconnected according to prior agreement between vessel and Terminal. The vessel must be ready to depart once all hoses are clear. Inert Gas System: Tankers must have a functioning inert gas system. Cargo tanks must be fully pressurised with an inert gas atmosphere of less than 8% oxygen before the start of any operation. This inert condition must be maintained during the entire operation. The Terminal must be informed immediately of any problem involving the vessel’s inert gas system. No tank inert procedure can be performed while the vessel is alongside the Terminal. Ship/Shore Communications: Prompt, accurate transfer of information between the Master, Pilot, Mooring Master, Tug Master, and Terminal Control Room is absolutely essential to avoid incidents. Also see ‘‘VHF’’. Stop Operation: All cargo operations will stop in case of fire on board or ashore, another ship coming alongside, or passing at unsafe distance or any other situation that may be or become hazardous to the ship and/or Terminal. Cargo operations may also be halted whenever wind gusts exceed 40 knots or in the case of electrical discharge in the atmosphere, at the Terminal’s discretion. Should the ship begin to range or move off the berth, operations will be halted for safety reasons, and hoses and loading arms disconnected. Portable Radio Transceivers: Portable radio transceivers for use on deck during loading or discharging operations must be certificated intrinsically safe by a recognised authority. Medical: The Agent arranges medical and dental treatment on request. Hospitals: Sao Lucas Tel: ␣55 (98) 242-0220. Djalma Marques Tel: ␣55 (98) 221-1054. Portugues Tel: ␣55 (98) 231-3818. Dr. Carlos Maciera Tel: ␣55 (98) 235-5722. UDI Hospital Tel: ␣55 (98) 232-7979. Ballast: The Terminal does not receive dirty ballast. Vessels must arrive at the Terminal with enough ballast for a maximum trim of 3.0 m. and a safe draft throughout manoeuvres. While performing transfer operations, the vessel must be kept trimmed at all times so that departure from the mooring can be made at short notice without tug assistance. Pollution: Brazilian legislation is extremely strict with regard to pollution prevention. The discharge any type of debris, garbage, oil or polluting material into the waters of the port is forbidden. Offenders face heavy fines or imprisonment. It is the Master’s responsibility to ensure that no oil, garbage or polluting material is pumped or spilled overboard from the vessel. The Terminal has a Contingency Plan that uses the integrated management process together with organisations like the Port

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BRAZIL Captaincy, Fire Brigade, State Environmental Bureau, Maritime and Military Police and hospitals. Action In Case Of Oil Spill: Should a spill occur, Masters must inform the Terminal, Port Captaincy and Port Authority. All cargo operations must be stopped and the Terminal’s Contingency Plan actioned. A tug and a naval vessel can be called upon by the Port Captaincy in the event of an emergency. The Terminal is equipped with the appropriate resources for firefighting and emergency response. Fresh Water: Available at all berths. Request via Agent. Fuel: All grades available at the Terminal. Repairs: Maintenance and repairs which do not affect the operational safety can be performed with permission from Transpetro. Electronic and small structural/machinery repair services are available via the Agent. Dry Docks: None available. Surveyors: Classification society surveyors not available in Sao Luis. The Agent can request surveyors from Lloyd’s Register, Bureau Veritas and Germanischer Lloyd from Rio de Janeiro or Santos. Petroleum inspectors such as SGS, ITS, Super-inspector, E.W. Saybolt and others can be commissioned by cargo owners. Gangway/Deck Watchmen: Vessels use own accommodation ladder and employ services of watchmen. Access to the ship and all activities performed on-board must be supervised by the ship’s crew. This includes ensuring watchmen employed on board are alert and the gangway is not left unattended at any time. Vessels alongside must not lower the offshore accommodation ladder for any reason. Between sunrise and sunset anchored vessels are permitted to lower an accommodation ladder to embark or disembark authorised personnel or officials. The accommodation ladder must be raised to deck level on completion of transfer. Customs Allowances: Brazilian laws are strict with regard to smuggling and Masters are advised to instruct their crews not to retain or land cigarettes in carton lots, cigars, tobacco, alcoholic drinks, drugs, souvenirs, etc. These should be collected prior to arrival and placed under Customs seal for the duration of the vessel’s port stay. Commercial transactions among terminal employees, crew members or other persons are prohibited. Repatriation: Can be arranged by the ship’s Agent. The Terminal has easy access by road. Airport: 18 km. from Itaqui with daily flights to North or South of the country. Shore Leave: Allowed on completion of formalities. Identification Cards: The Agent ensures that Disembarkation Cards are issued. Garbage/Waste Oil Disposal: All vessels alongside or at anchor must place garbage or waste oil in proper closed containers ready for collection and disposal by approved contractors. Garbage containers must not be hung overside or be placed in a position where the containers or their contents can spill overboard or into the water. Collection and Disposal: Chemical products, waste oil or polluting substances may be removed by barge or truck by approved contractors. Dry garbage collection is arranged by the Agent. Sewage: Vessels are forbidden to discharge any kind of sewage into the sea whilst in port limits. Provisions: Requested in advance via the Agent. Spares: Supplying for vessels like maintenance material, engine and navigation items can be requested in advance by the Agent. Time and conditions for delivery must be previously agreed between the vessel, Agent and Terminal. Laundry: 24 hours laundry service is available in Sao Luis. The Agent must be given as much advanced notice as possible. Lube Oil: Request for lubricating oil must be sent in advance to Petrobras Distribuidora S.A./RJ, subject to confirmation. Currency Exchange: Currency can be exchanged through the Agent, if requested in advance. Foreign exchange bureaux can be found in Sao Luis. Boats or Small Craft Alongside: Unauthorised small boats or craft are strictly prohibited from coming alongside berthed or anchored vessels. Violators will be reported to the Port Authorities. Other Facilities: Esso: Gasoline: 2 tanks, 4,003 cu.m. Kerosene: 1 tank, 1,580 cu.m. Diesel Oil: 1 tank, 3,200 cu.m. Sabba: Gasoline: 2 tanks, 4,800 cu.m. Kerosene: 1 tank, 8,000 cu.m. Diesel Oil: 2 tanks, 5,500 cu.m. Texaco: Gasoline: 1 tank, 4,000 cu.m. Kerosene: 1 tank, 400 cu.m. Diesel Oil: 1 tank, 3,200 cu.m. Jet Kerosene: 2 tanks, 1,600 cu.m. Petrobras: Gasoline: 1 tank, 9,135 cu.m. Kerosene: 1 tank, 1,544 cu.m. Diesel Oil: 1 tank, 9,135 cu.m. B.P.F.: 1 tank, 4,032 cu.m. Gas Butano: Liquefied Gas: 6 tanks, 704 cu.m. Also see ‘‘Shipmaster’s Report’’ dated June 1992. POLLUTION: See ‘‘Tankers’’. FRESH WATER: Sao Luis: Fresh water available by barge, rate 60 tons per day. There is also an outlet at warehouse No. 4 on the quay. Itaqui: Available ex-wharf, rate 18 t.p.h. FUEL: Sao Luis: Fuel oil available alongside, delivery by road tanker. Itaqui: Diesel oil available to vessels alongside the Warehouse Quay and South Quay.

CONSULS: Tel. Tel. Bolivia, no telephone Portugal 1689 Denmark 1507 Norway 1888 France 1117 Spain 2664 Italian Consul at Itaqui. Tel: 2-04-08. REPAIRS: Shop for small repairs available. GANGWAY/DECK WATCHMEN: Normally done by the crew. PIRACY: Any incident of theft or piracy is to be reported immediately to the Agent who will report this to the relevant authority. Local authorities use this information to develop new measures to combat such incidents. OPENING/CLOSING HATCHES: Done by stevedores. CUSTOMS ALLOWANCES: See ‘‘Tankers’’. REPATRIATION: Possible. Last Port Clearance and Crew List required by Maritime Police. AIRPORT: 13 km. from centre of town (18 km. from Itaqui), with daily flights to North and South of country. TIME: GMT minus 3 hours. Daylight saving (GMT minus 2 hours) in effect from October to February. HOLIDAYS: January 1st; April 21st; May 1st; September 7th; November 15th; December 25th (National holidays). July 28th; September 8th, December 8th, June 29th (local holidays); Maundy Thursday; Good Friday (Church holidays). On all holidays, except Good Friday, work permitted. POLICE/AMBULANCE/FIRE: Police Tel: 1150; First Aid Ambulance 1943; Fire Brigade 1753. TELEPHONES: No facilities for placing telephones on board. IDENTIFICATION CARDS: Foreign Crew members not permitted to go ashore without presentation of Identity Card, on which is a photograph of holder and personal details. These cards are provided by the Agent upon arrival. The Identity Card must be given on disembarkation to the Federal Police who will return it to the Crew member on re-embarkation. WEATHER: Rainfall: The rainy season (Invernada) is from January to May, with the maximum rainfall in April. The dry season is from August to November. Wind: The prevailing winds in the maritime area are from the East quadrant between Force 3 and 4. Visibility: Conditions in the area are normally considered good to excellent, except during periods of rain. From January to June is the highest degree of haze. Temperature: The mean temperature is 27␥C, ranging from 23␥C in Winter to 31␥C in Summer. For most of the year relative humidity is approximately 82%. Waves: The waves in the Sao Marcos Bay area are generally wind generated, up to a height of 1.1 m. Tides and Currents: Flood tides vary from 4.3 knots at Springs to 3.7 knots at Neaps. Tides vary their phase and amplitude along the fairway. High tides at Buoys No. 1 and No. 2, the initial section of the approach channel, occur 75 minutes before and with about 60% of the amplitude observed in the port of Itaqui. The highest Spring tides reach 7.1 m. above Datum in March and September. The mean variation of tides is 3.4 m. GENERAL: Itaqui is rail-connected with the whole of Brazil, with the exceptions of the States of Para (Belem) and Amazonas (Manaus). Barges: Sao Luis: 11 barges of 60 tons, 5 barges of 80 tons and 1 barge of 150 tons capacity. There are also 5 oil barges with a total capacity of 1,090 tons. DEVELOPMENTS: Wharf at Itaqui to be extended to 1,068 m. Depth will vary from 30 ft. to 40 ft. The existing petroleum berth will be replaced by the final extension of the wharf, although plans indicate the intended construction of a new Petroleum Berth on Guapira Island. New unloader for bauxite, coke and iron ore under construction, rate 1,500 tonnes per hour. A 16,000 t.p.h. linear shiploader has been ordered for Itaqui. Also see ‘‘Ponta da Madeira’’ and ‘‘Alumar’’. SHIPMASTER’S REPORT: June 1992. Charts: B.A. Charts No. 535 and 543. Approaches: Light float on shoal (Recife Mancel Luis), when coming from the West, shows up at 15 miles on radar. Racon ‘‘BF-3’’ showed up at 20 miles. Buoys, commencing with No. 1 and 2, were found to be in approximate charted positions. But pilots warned, they cannot be relied upon. Buoy No. 6 (Lat. 01␥ 53.8' S., Long. 43␥ 54' W.) and No. 7 (Lat. 01␥ 52.6' S., Long. 44␥ 0.8' W.) have disappeared. Tidal streams can be strong, especially during October to April, when rates up to 8 knots can be encountered in Baia de Sao Marcos. No shore features were prominent on radar until about Buoys No. 9 and 14. Pilot: Available throughout 24 hours, depending on tide. Pilot can be contacted on VHF Channel 16 and 14 throughout 24 hours, call sign ‘‘Sao Luis Pilot’’. Pilot office at Pta. de S.Francisco (Lat. 02␥ 31.2' S., Long. 44␥ 18.3' W.), near Sao Luis City. Boarding positions as per B.A. Chart No. 535. Pilot cutter is based at Itaqui General Wharf. Berthing and unberthing at Itaqui Wharf is usually from 2 hours after L.W. to H.W., and vessels normally berth starboard side to. Depending on draft, the above is variable with port side berthing possible. Two fast red hulled cutters are based at Itaqui. Pilot arranged through Agent, and notice of 24 hours, 12 hours and 6 hours, when inbound, and 2 hours, when outbound, is required. Pilot is difficult to contact until in the vicinity of Buoys No. 5 – 10. Anchorages: As marked on B.A. Charts No. 535 and 543. For vessels awaiting pilot/tide, the general anchorage (as per B.A. 535) centred on Lat. 02␥ 25' S., Long. 44␥ 15' W. is used. As per B.A. 535, various other anchorages for various berths. Holding is not good in river anchorages, due to strong tidal streams and soft bottom. The outer anchorage near Buoy No. 6 is not normally used.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Tidal Range: About 5.0 m., which makes for strong tidal streams. Brazilian Tide Tables are most useful. LPG Berth: Located at Southern end of Itaqui General Wharf (Lat. 02␥ 34.9' S., Long. 44␥ 22.15' W.). Two stand-pipes on wharf as per ‘‘Plan’’. Wharf is stone/concrete and has large tractor tyre fenders. Midships gangway can be landed. Moorings: 4 head/stern lines, 2 springs each end. No mooring boat used. Gangway and moorings to be tended frequently, due to tidal range. Tugs: For Itaqui Wharf, 2 modern tugs of 750 h.p. are used. Tugs push when berthing and use tugs lines. When leaving, tugs tow using ship’s lines. The iron ore berth at Ponta da Madeira has 5 powerful tugs available, 4␺3,000 h.p. and 1␺5,000 h.p. Berths: Ponta da Madeira can take ore carriers up to 23.0 m. draft at L.W. Work is progressing on a tanker pier at Itaqui, an extension of the General Cargo Wharf, with 2 berths of 21.0 m. draft, completion expected in 1993. The General Cargo Wharf has 3 berths for moderate sized vessels. Depths at Berths No. 1 and 3 is quoted as 30 ft. at L.W., and Berth No. 2 (centre) 25 ft. at L.W. The General Cargo Wharf has 8 electric luffing cranes of 3.5 tonnes to 7 tonnes capacity and 3 suction elevators for grain. Coal and coke are handled at the Southern Berth (No. 3) by 2 mobile loading elevators. Cargo: As previously mentioned, LPG is discharged at the Southern Berth via one of two underground stand-pipes at the wharf face. 2 flexi-hoses from the stand-pipe to a ‘Y’ piece of 6 in. coupling. We found an average back pressure of 6 Bar (␣12␥C and 200 tonnes p.h.). Butane or Mix is pumped into Petrobras tanks 2.5 km. away, capacity 700 tonnes. From here the terminal transfers by own pumps to the Northern Storage Depot 5 km. away and has 1,400 tonnes capacity. Services: Fresh water is available from the wharf. 24 hours notice required through Agent. A number of ship chandlers are available. Price of local produce is good. Laundry service also available. No telephones near at hand. There is a disconnected telephone at guard hut 1 km. away. Sao Luis is a holiday resort, 15 minutes away by taxi. Authorities: Even though we were coastwise, full entry procedure required (6 Crew Lists, 3 Stores Lists, 2 Personnel Effects Lists). Sanitary inspection took place. Security: There is a lack of security, and vessel was inundated with ‘‘visitors’’. The ferry terminal close by did not help matters. AUTHORITY: Companhia Docas do Maranhao – Codomar, C.P. 12, 65085-370 Porto do Itaqui, Sao Luis, Estado Maranhao, Brazil. Tel: ␣55 (98) 232-0577, 231-5466, 231-3562, 231-4420. FAX: ␣55 (98) 231-7344. Email: [email protected] WWW: www.codomar.com.br Contact: Washington de Oliveira Viegas, President. Luiz Carlos Kuzolitz, Director of Operations (Tel: ␣55 (98) 231-4420. Fax: ␣55 (98) 232-4929. Email: [email protected]). Operator: Petroleo Brasileiros SA, Petrobras, Av. Republica Do Chile 65, Centro, 20035-900 Rio de Janeiro, RJ, Brazil. Tel: ␣55 (21) 534-3100. Fax: ␣55 (21) 534-1246. WWW: www.petrobras.com.br Port Captaincy: Tel: ␣55 (98) 231-1022.

SAO SEBASTIAO: 23.48 S. 45.24 W.

(See Plan)

LOCATION: Terminal Maritimo Almirante Barroso (TEBAR) is located on the West edge of the Sao Sebastiao Channel. Safe access is made through the South Entrance. The geographical position of berths is Lat. 23␥ 48' 12" S., Long. 45␥ 23' 18" W. Charts: Brazilian Hydrographic Office has published Charts No. 081, 1600, 1645, 1643 and 1644, recommended for approaching the port. Brazilian List of Lights – DH-2. Also up-to-date U.S. Navy and British Admiralty charts for the area may be used. PORT LIMITS: North Bar: Lat. 23␥ 42' S. – from Long. 45␥ 19' W. Westward to the coast and to the South as far as Sebastiao Island. South Bar: Lat. 23␥ 54' S. – from Long. 45␥ 31' W. to the North to Pta. do Toque-Toque and East to Sebastiao Island. DOCUMENTS: The visiting area of the Port Health Authorities, Federal Revenue and others, is designated by the alignment: Ponta do Araca-Ilha das Cabras (South) and South limit of the zone of submarine cables (North). Inward clearance is effected on board immediately after docking by Port Officials and Agent’s Representative. It is necessary that the following documents be ready on arrival. Any document relating to outward clearance of the ship at last port of call. 5 Crew Lists. 2 Stores Lists. 2 Personal Effects Lists. 3 Passenger Lists. 3 Cargo Manifests, (or more if available). 3 Bills of Lading, (or more if available). 2 Maritime Declarations of Health. Notice of Readiness (Addressed to Petrobras). 1 List of Vessel’s Particulars. Also see ‘‘Shipmaster’s Report’’ dated February 2000 and ‘‘General – Free Pratique’’ before first port. APPROACHES: Approach Channel: The channel is 12.3 miles long. The South Bar Channel, dredged to 25 m. is 300 m. wide at its narrowest point, allowing navigation for vessels drawing up to 23 m. The North Bar Channel dredged to 18 m. is 550 m. wide at its narrowest point, allowing navigation for vessels drawing up to 10 m.

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Special attention should be paid by vessels drawing over 18 m. when navigating in the Sao Sebastiao Channel. Charts of the area show depths of 20.0 m. or less at the extremities of the channel. South Entrance: It is the safest way to reach Sao Sebastiao. The lighthouse Ponta da Sela at the S.W. border of Sao Sebastiao island marks the South Bar Channel. Lage dos Moleques is a levelling rock near the N.W. channel edge, marked by a green painted quadrilateral masonry lighthouse. Farolete da Pontinha, located on the S.E. channel edge, displays red fixed lights on a white painted metal quadrangular structure. The South channel is 300 m. wide in its narrowest point, dredged to 25 m., and marked by beacons: Speed limit for merchant vessels in and near Sao Sebastiao port is 4 knots. Remarks: Both lights and colours of beacons are in accordance with the IALA system. North Entrance: The lighthouse Ponta das Canas, situated on North border of Sao Sebastiao Island marks the North Bar Channel. The Farolete Sao Sebastiao is located on the West channel edge. The Farolete da Ponta do Viana is located on the East channel edge (Sao Sebastiao island). The Farolete Ilhabela is located on the East channel edge (Sao Sebastiao island). The North Entrance Channel is 18 m. deep, dredged to 550 m. wide at its narrowest point. Access is limited to 10 m. maximum draft. Safe access is made through the South Entrance. The channel of the port of Sao Sebastiao is 12.3 miles long. Cautions on DHN Charts No. 1645 and 1644 show the existence of submarine cables. It is forbidden to anchor within the marked area. While moving in the channel, all ships must keep their anchors secure above the sea level. Four light beacons, exhibiting yellow flashes, visible 5 miles, are fixed on the Terminal, two of them on wharf’s edge, one on the N.E. edge of the pier and another on the S.W. edge. Tidal Stream: The height of the tide in the port of Sao Sebastiao varies from (␤) 0.2 m. at LW and 1.5 m. HW, having an average level of 0.66 m. The tide runs either Northerly into the channel or Southerly with characteristics of permanent flowing as if it was a river following the orientation as given by the channel. The current attains considerable speeds which might prejudice the manoeuvring of vessels in the channel, specially at times of entrance of a cold front when winds also attain a significant force. Whiste: Vessels approaching the port, prior to coming to Araca Point, must give a long blast on the whistle as a warning. PILOTAGE: Pilotage is compulsory within the port limits for all vessels over 500 d.w.t. The request for Pilots for entering should be made through the ship’s Agents 24 hours in advance via Santos Radio Station (PPS) or Sao Sebastiao Radio (PTS) when the vessel’s ETA is given. The ETA should be confirmed 3 hours in advance through Channels 13 or 16 (VHF) to the Pilot’s Association of the Port of Sao Sebastiao. The positions for boarding and disembarking Pilots are defined by circles of 0.5 miles radius, centred at the following coordinates: (a) North Bar: Lat. 23␥ 42' 30" S., Long. 45␥ 21' W. (b) South Bar: Lat. 23␥ 53' 30" S., Long. 45␥ 29' 30" W. The Pilot’s Association functions at Rua Duque de Caxias No. 474, Sao Sebastiao. Tel: (012) 452-1332. Fax: (012) 452-1762. Also see ‘‘Shipmaster’s Report’’ dated February 2000. ANCHORAGES: (a) North Bar – Limited by alignments: Sao Sebastiao Lighthouse – Ponta das Canas Lighthouse – Ponta da Cruz – Quay of Ilhabela. Capacity of anchorage for 4 ships. Priority is given to vessels over 100,000 d.w.t., for those needing emergency repairs, waiting sailing program or those in need of shelter from storms. (b) South Bar – Limited by alignments Ponta do Araca – Ilha das Cabras – Ilha Toque – Toque – Ponta da Sela Lighthouse. Capacity of anchorage for 5 ships, with preference given to vessels awaiting berth. All ships can obtain permission to anchor in the areas defined by the North of Lat. 23␥ 42' S., and South of Lat. 23␥ 54' S., by asking Delegacia da Capitania dos Portos do Estado de Sao Paulo in Sao Sebastiao. Recreation and sport boats must anchor outside the dredged channel. Anchorage areas have a sand and mud bottom, providing good holding ground. However, special care must be taken in strong winds in the area, mostly from S.W., when the stream can reach a high rate. Manoeuvering Area: Limited by alignments: Ponta do Araca – Ilha das Cabras and Pontal da Cruz – Quay of Ilhabela. Anchorage prohibited in this area. RESTRICTIONS: The terminal normally operates around the clock. Ships are moored and unmoored at any hour except when an unexpected event arises, such as breakdowns, gales, heavy squalls, and so on. Safe draft for the dredged channel is 23 m. (75.5 ft.) day or night. However, at the discretion of the Pilot, vessels can use the channel with drafts up to 24 m. (78.7 ft.). These figures are not final, as they may change without notice. Remarks: The limitations mentioned above could result in rejection of the ship as being unsuitable for this Terminal. Speed: Max. speed in port limits is 4 knots. MAX. SIZE: Draft in Access Channel: South Bar Channel up to 23 m. North Bar Channel up to 10 m. Ship’s Drafts at Terminal: South Pier: PP1 Berth – 23.00 m. (76 ft.). PP2 Berth – 18.00 m. (59 ft.). North Pier: PP3 Berth – 19.00 m. (62 ft.). PP4 Berth – 13.00 m. (42 ft.) any tide.

We welcome all advice, updates and additions to this information.

BRAZIL HEALTH: Port doctor visits all ships on arrival and requires Maritime Declaration of Health, Derat Certificate, 2 Crew Lists. Vessels from another Brazilian port automatically receive Free Pratique and should not fly Quarantine Flag. If suspected disease or fever on board it is advisable to cable Agent before arrival. Derat Certificate: In case the Derat Certificate has expired and needs to be renewed, a radio message should be sent to the Agent a few days before arrival, so that they are able to make the necessary arrangements with the Sao Sebastiao Port Health Inspector. Renewal of Vaccination Certificates: For the same reason mentioned above, the Master should send, beforehand, a radio message stating how many vaccinations of each kind will be required. The vaccinator has to come from Santos. Free Pratique: See ‘‘General’’ before first port. RADIO: Vessels bound for Sao Sebastiao should advise their ETA 72 hours, 48 hours and 24 hours prior to arrival to Agent via PDR (Rio), PPS (Santos) or PTS (Sao Sebastiao). Communication with Agent via SSB radiotelephone through coastal stations of the area: Rio Radio, Santos Radio and Sao Sebastiao Radio. Once within VHF range, all vessels will also call Terminal or Pilot Control, in order to receive instructions. When sending ETA, message should specify whether it is local time or GMT. VHF: See ‘‘Radio’’ and ‘‘Shipmaster’s Report’’ dated February 2000. TUGS: Owned by Petrobras: 1␺3,170 b.h.p. – Bollard pull 40 tons (twin motors equipped with controlled pitch propellers – Seize). 2␺3,720 b.h.p. – Bollard pull 40 tons (twin motors equipped with Voith Schneider system). Privately Owned: 1␺2,170 b.h.p. – Bollard pull 32 tons (twin motors equipped with Schottel system). The tugs act under orders of the Harbour Pilot. Tugs are fitted with fire pumps and monitors (including foam to assist with firefighting. Instructions for Tug Service at Terminal Maritimo Almirante Barroso (TEBAR), published by Capitania dos Portos do Estado de Sao Paulo: All docking and undocking manoeuvres in normal conditions must be accomplished with at least the number of tugs mentioned in the table below. Number of tugs required for mooring and unmooring manoeuvres during pilotage operations in Sao Sebastiao Channel: Total Minimum D.w.t. Bollard Pull Number of Tugs (tons) tonnes Up to 2,000 2.5 2 From 2,001 to 2,500 3.0 2 From 2,501 to 5,000 7.0 2 From 5,001 to 7,500 9.0 2 From 7,501 to 10,000 11.0 2 From 10,001 to 12,500 14.0 2 From 12,501 to 15,000 17.0 2 From 15,001 to 17,500 19.0 2 From 17,501 to 20,000 21.0 2 From 20,001 to 25,000 25.0 2 From 25,001 to 30,000 28.0 2 From 30,001 to 35,000 32.0 2 From 35,001 to 40,000 36.0 2 From 40,001 to 45,000 39.0 2 From 45,001 to 50,000 42.0 2 From 50,001 to 60,000 46.0 2 From 60,001 to 70,000 51.0 2 From 70,001 to 80,000 53.0 2 From 80,001 to 90,000 55.0 2–3 From 90,001 to 100,000 56.0 2–3 From 100,001 to 110,000 58.0 2–3 From 110,001 to 120,000 60.0 2–3 From 120,001 to 130,000 62.0 2–3 From 130,001 to 140,000 64.0 2–3 From 140,001 to 150,000 66.0 2–3 From 150,001 to 160,000 81.0 2–3 From 160,001 to 170,000 83.0 2–3 From 170,001 to 180,000 86.0 2–3 From 180,001 to 190,000 87.0 2–3 From 190,001 to 200,000 89.0 2–3 From 200,001 to 210,000 90.0 4 From 210,001 to 220,000 91.0 4 From 220,001 to 230,000 93.0 4 From 230,001 to 240,000 95.0 4 From 240,001 to 250,000 96.0 4 From 250,001 to 270,000 98.0 4 From 270,001 to 290,000 101.0 4 From 290,001 to 310,000 106.0 4 From 310,001 to 330,000 110.0 4–6 From 330,001 to 350,000 114.0 4–6 From 350,001 to 370,000 118.0 4–6 From 370,001 to 390,000 121.0 4–6 Remarks: The bollard pull data shows the minimum value necessary for manoeuvres taking into account the non-existence of unfavourable currents. Notes: 1. When for the sake of safety the Pilot considers necessary a number of tugs beyond the number listed, he may act accordingly, justifying same, shortly thereafter, in writing to the Delegate of the Captaincy in Sao Sebastiao. 2. When sea conditions, wind strength or poor visibility stop operations, the Pilot’s Association should officially inform the Delegate of the Port Captaincy in Sao Sebastiao. 3. If a tug is not able to operate with all its bollard pull, the responsible Agent must report that incapability to the Delegate of the Captaincy in Sao Sebastiao and the Pilot’s Association, keeping the tug out of operation.

In case of non-agreement between the Master and the Pilot about the number of tugs to be employed, the Master’s decision should prevail. The Master will be asked to justify his decision in writing to the Delegate of the Sao Sebastiao, Port Captaincy, as soon as manoeuvres are completed. Orders for tug services are to be placed by Owners or representative Agent, according to Pilot’s request, but with the agreement of the Master. BERTHING: Commercial Quay: Length 150 m., depth 8.2 m. 6 bollards for berthing, spaced 30 m. apart. Fresh water available, 3 hydrants, capacity 10 cu.m.p.h. each. Fuel available by road tanker in small quantities. Warehouses/Open Storage Areas: The covered storage area available in the port area is 2,000 sq.m. and has a capacity of 12,000 cu.m. The open storage area for containers in the port area is 20,000 sq.m. and for heavy lifts 24,000 sq.m. The storage area outside the port area, covered and open, is 10,000 sq.m. and belongs to the Companhia Nacional de Armazens Gerais Alfandegados (National Bonded General Warehousing Company). There are no cold stores or silos on the quay. Stackers: 21␺2 ton – 13.5 ton. CRANES: 1␺25 ton (private), 1␺50 ton, 1␺22 ton, 1␺16 ton, 1␺12 ton and 4␺4.5 ton. MEDICAL: Medical treatment and/or hospitalisation, if required, is provided in the private local hospital. Dentists are available in the area. For emergency cases (serious illness or injury), first aid may be requested by the Master. If patient does not speak Spanish or Portuguese, an interpreter should accompany him. TANKERS: The Tebar Oil Terminal is located on the Western edge of the channel between the shore and Sao Sebastiao Island. Safe access for large tankers is possible through the South Entrance but smaller tanker of draft 35 ft. or less may enter through the North Entrance. The head of the jetty which is ‘‘T’’ shaped is 1,690 m. (5,544 ft.) from the shore, in position Lat. 23␥ 48.2' S., Long. 45␥ 23.3' W. The Terminal has 2 piers with 4 mooring berths. Minimum Draft for Safe Manoeuvring: Although the amount of ballast carried on vessels is at the Master’s discretion, the table below is recommended as a guide: Vessels of 30 – 40,000 d.w.t. draft for’d 16 ft. aft 20 ft. Vessels of 40 – 50,000 d.w.t. draft for’d 18 ft. aft 24 ft. Vessels of 50 – 70,000 d.w.t. draft for’d 20 ft. aft 28 ft. Vessels of 70 – 100,000 d.w.t. draft for’d 24 ft. aft 32 ft. Vessels over 100,000 tons should be ballasted to approximately one third of the vessel’s deadweight. North Pier: East Berth West Berth Name: PP-3 PP-4 Location: External side Internal side Length: 395 m. 395 m. Depth: 19.0 m. (62 ft.) 13.0 m. (42.6 ft.) Marine hoses: * Crude 2␺10 in. Crude 1␺10 in. D.O. (2␺8 in.) D.O. (2␺8 in.) D.w.t.: 150,000 65,000 Ship’s manifold maximum heights above wharf’s platform: 16.0 m. (52 ft.) 16.0 m. (52 ft.) * 12 in. hoses in November 1997 (Ship’s Officer’s Report). South Pier: East Berth West Berth Name: PP-1 PP-2 Location: External side Internal side Length: 510 m. 510 m. Depth: 23 m. (75 ft.) 18 m. (59 ft.) Crude 3␺16 in. Loading arms: Crude 4␺16 in. D.O. (1␺8 in.) D.O. (1␺8 in.) Bunkers 1␺10 in. Bunkers 1␺10 in. D.w.t.: 300,000 155,000 Ship’s manifold maximum heights above wharf’s platform: 21.5 m. (71 ft.) 17.8 m. (58 ft.) Constant Readiness: During the time the ship is berthed alongside, her engine and propulsion machinery should be in readiness to leave the berth on short notice. No repairs are permitted which would interfere with this requirement. Emergency Towing Wires: 2 towing wire ropes should be always hanging to the water’s surface so that the tugs can easily make fast should an emergency arise. Pipelines: 2␺34 in. diameter pipelines, 2,300 m. (7,500 ft.) link the South Pier to the shore tanks. 2␺24 in. diameter pipelines, 2,000 m. (6,500 ft.) link the North Pier with the shore tanks. Information required on Arrival: Name and vessel’s call sign. Country of Register. Cargo type and exact technical name. Cargo layout on board indicating which will be discharged and which will remain on board. For ships equipped with inert gas system, advise operational condition and status. Any damage to engines, machinery or hull affecting ability to manoeuvre. Draft on arrival. Draft after finishing loading/discharging. Any leaks in hull, bulkhead, valves or lines prone to provoke pollution or to affect operations. Any repair which may result in delay to the start of loading/unloading. Whether or not there will be crude oil washing. Manifold details, including type, diameter and connection material to be used. Quantity and type of slops and dirty ballast to be discharged into shore tanks.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL The time to issue Notice of Readiness is considered the time the vessel reaches Ponta do Araca. The Notice of Readiness will be presented at the time the tanker is in all respects moored and ready to operate. Also see ‘‘Shipmaster’s Report’’ dated February 2000. Bond Wire: Before the connection of shore hoses, the bonding wire will be connected, by a terminal employee, to ensure a good grounding electric contact. Ship’s Firefighting Equipment: At least 2 fire hoses should be connected to hydrants on main deck: 1 forward and the other abaft the cargo valves manifolds. A third hose with an NPU nozzle and 2 mechanical foam containers should be kept nearby the pump-room. The ship’s main fire-extinguishing system should be kept under constant pressure. CARGO OPERATIONS: Maximum Permissible Pressure: Both piers 10 kg./sq.cm. (150 p.s.i.). Receiving Capacity: Line Product Line Pier Rate Size No. (cu.m./hr.) (in.) Clean Products 01 (14) North Pier – P.4 4,000 24 Crude 02 North Pier – P.3 4,000 24 Crude 07 South Pier – P.1 9,000 34 Crude 08 South Pier – P.2 9,000 34 Diesel (Supply) 1301 North Pier/South Pier 500 8 Bunkers 1201 North Pier/South Pier 500 12 Bunkers 1202 North Pier/South Pier 500 12 Ballast North Pier/South Pier 1,600 16 Also see ‘‘Shipmaster’s Report’’ dated February 2000. BALLAST: Facilities for receiving dirty ballast are available. However, amount is dependent on space in shore tanks at the time. Capacity of tanks 12,000 cu.m. (75,000 bbls). The Terminal is particularly interested in having vessels complete the deballasting operation promptly in order to minimise time at berth. Simultaneous discharging/loading and deballasting/ballasting is encouraged on properly equipped vessels. POLLUTION: Brazilian legislation is extremely strict with regard to pollution prevention. The discharge of any type of material, debris, garbage, oil or polluting substances into the waters of the port is forbidden. Offenders face heavy fines or imprisonment. It is the Master’s responsibility to ensure that no oil, garbage or pollution material is pumped or spilled overboard from the vessel. All overboard discharge valves from cargo tanks and bilges are to be secured before any loading or discharging commences. All deck scuppers should be plugged to avoid harbour contamination should an oil spill occur. Oil Pollution: The Terminal is equipped with a system for oil pollution fighting in the sea. Compensation for oil pollution damage caused by tankers and cost of fighting pollution performed by Terminal are Owner’s liability. FRESH WATER: Fresh water can be supplied if necessary; however, supplies are limited to essential requirements (up to 400 tons). Rates: Minimum 90 t.p.h. Maximum 148 t.p.h. FUEL: The Tebar Terminal is equipped with blending equipment and is able to deliver bunker ‘‘C’’, fuel oil, marine gas oil, marine diesel oil and intermediates of any grade. The supply rates are about 300 t.p.h. for bunker ‘‘C’’, 180 t.p.h. for M.G.O. and 450 t.p.h. for intermediates. Orders for bunkers should be placed, with a minimum of 48 hours notice to: Divisao de Abastercimento a Navios – Departamento Comercial, Av. Republica do Chile 65, 19.␥ andar, Rio de Janeiro – Brazil. Telegraphic Address: Petrobrasecope. Telex: 031422 and 031423. Lubricating Oils: Orders for marine lubricants should be placed at least 15 days in advance and subject to confirmation to: Petrobras Distributidora, Praca 22 de Abril, 36, 4.␥ andar, Rio de Janeiro – Brazil. Telegraphic address: Petroedipe Telex: 031422, 031423 and 031424. Simultaneous Bunkering and Discharging Operations: Considering that the loading/discharging hoses cannot be crossed with bunkering hoses, the simultaneous bunkering and discharging operations will depend on the position of the ship’s bunkering manifold. If the ship has 2 bunkering manifolds – 1 on each side of cargo manifold – the bunkering and the discharging may be effected at the same time. However, if a tanker has only 1 bunkering manifold at each board (located to the aft part in relation to cargo manifolds), this simultaneous operation will only be possible if the ship, is berthed port side at position 3 or starboard side at positions 1, 2 and 4. Alternatively, upon completion of loading/discharging the ship will have to be shifted a few metres forward to receive bunkers. CONSULS: No consular representatives. REPAIRS: Some repairs of minor nature can be effected in Sao Sebastiao. When alongside pier, vessels must maintain engines and propulsion machinery in readiness to leave the berth under full power at short notice. No repairs are permitted which would interfere with this requirement. The ship repairing firms usually have branch offices in Sao Sebastiao which are able to undertake many kinds of small repairs. If necessary they can avail themselves of personnel from Santos or Rio de Janeiro branches. SURVEYORS: Petroleum Inspectors: None available in Sao Sebastiao. If required, arrangements should be made well in advance. A representative of Chas. Martin and Co. is based in Rio de Janeiro and E. W. Saybolt & Co. in Santos. Classification Societies: Located in Rio de Janeiro. GANGWAY/DECK WATCHMEN: Compulsory. All ships calling at Sao Sebastiao must provide a safe gangway. Authorities may refuse to board the ship if a safe gangway or accommodation ladder is not provided. At night, the pilot ladder must be adequately lit. The terminal is not equipped with platform ladder. The ship’s ladder must be used. CUSTOMS ALLOWANCES: For each Crew member, 2 packets of cigarettes and 1 bottle of wine or spirits. While the vessel is in port, Brazilian Custom’s Officials are assigned on board to ensure compliance with Customs Regulations. Meals must be supplied to these Officials during regular meal hours.

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Brazilian laws are strict in regard to smuggling and Masters are requested to instruct their crews not to take cigarettes or other articles ashore. Cigarettes in carton lots, cigars, tobacco, alcoholic drinks, souvenirs, etc., should be collected prior to arrival in port, listed with the items in the slop chest and placed in the custody of the Master for deposit in the slop chest or closet which will then be sealed for the duration of the vessel’s stay in port. By no means will any commercial transactions be tolerated, be it either among terminal employees, crew members or anyone else. Cigarettes or other stores in bond can be obtainable in Sao Sebastiao. REPATRIATION: Possible, but involves lengthy car journey to Sao Paulo or Rio de Janeiro. AIRPORT: At Sao Jose dos Campos and Sao Paulo. TIME: Local time is GMT minus 3 hours. HOLIDAYS: 20th January (Sao Sebastiao Day). National Holidays: By order of the local Port Authorities it is requested that all ships in port must be fully dressed on the following National Holidays: 7th September and 15th November. POLICE/AMBULANCE/FIRE: Police Tel: 190. Fire (Petrobras) Tel: 451-4113 or VHF Channel 16 to Tebar. TELEPHONES: No service at the Commercial Quay. At Tanker Terminal there are telephones in the control room. SHORE LEAVE: The access pier is 1,600 m. long. The crew can use it to get ashore, but special passes are required for this purpose. There is, however, a launch service provided by the Agent. GARBAGE DISPOSAL: Collection service is available; drums and plastic bags should be provided by vessel. Garbage services are contracted by Petrobras. Charge not relevant. Collections possible all days, must be requested through ship’s Agent. All vessels alongside or at anchor must place garbage or waste oil in proper closed containers, ready for collection and disposal by approved contractors. Garbage containers must not be hung overside or be placed in a position where the containers or their contents can spill overboard or into the water. Rubbish: Garbage bins are available at the Commercial Quay for berthed tankers and anchored vessels, garbage bins are available through boat acquired by Agent. Dry garbage facilities available for anchored and berthed vessels using boat acquired through Agent. WASTE OIL DISPOSAL: Petrobras Terminal receives waste oil from slop tanks of ships. Shore tank capacity 11,000 cu.m. Barges and tanker trucks not available in Sao Sebastiao, but in special circumstances can be arranged through ship’s agent. SEAMAN’S CLUBS: No seaman’s clubs in the port. Shops, international telephone, church services, football matches, dances and other facilities are available in the city. REGULATIONS: General Safety Rules: 1. Anchorage in the basin is prohibited. 2. Vessels going to anchorage in the proper area can stay there only for 15 days. Exceptional cases are to be decided by Delegacia da Capitania dos Portos. 3. Merchant ships not bound for the Terminal or commercial port of Sao Sebastiao are forbidden to navigate in the channel. 4. The simultaneous sailing of two or more merchant ships in the channel is prohibited. 5. Vessels navigating in the channel are not allowed to cross the bow of anchored vessels closer than 500 yards. 6. The access to the maritime port area at night is forbidden, except in crucial situations. In these cases, both Master and Pilot must send written notification to Delegacia da Capitania dos Portos, 24 hours in advance of moving, informing reason for the emergency. 7. Any manoeuvring by unloaded ships without the ballast conditions specified in the design is forbidden. 8. Any manoeuvre is liable to interruption, including loading and unloading operations, if the mooring ropes, valves, pipe system and equipment are said to be defective. In that case, the occurrence must be reported to Delegacia da Capitania dos Portos. 9. No berthing manoeuvre to moor any vessel at Terminal will be allowed if the channel current equals or exceeds 3 knots, or in case of stormy weather. WEATHER: Conditions in Sao Sebastiao are generally favourable, although strong winds and currents, heavy rainfall and cool weather are usual in Winter and Autumn. The Tebar Oil Terminal has a small meteorological station to collect data, such as wind speed and direction, atmospheric pressure, rainfall measurements, which are daily sent to DHN. The Terminal receives daily forecasts from DHN. Sea Conditions: In Sao Sebastiao Channel, there are no waves or swells high enough to affect a vessel’s manoeuvring. Wind: In this area, winds are difficult to predict for more than a few hours. Prevailing winds are from N.W. quadrant and become strong in Autumn and Winter. Lighter winds from the N.E. quadrant can also occur. On 26th June 1982, strong Southerly winds gusting up to 128 km./h. struck the area, unmooring a VLCC berthed at the PP1 wharf, causing heavy damage to the Terminal’s loading arms. Rainfall: The average annual rainfall is 2.0 m. Air Relative Humidity: During most of the year, the relative humidity is high, frequently exceeding 85%. Daily variations may be considerable, and may go down to 50% in the early afternoon hours. Temperature: The local temperature varies from 15␥C in July to 39␥C in January. Tides and Currents: The range of tide at Sao Sebastiao varies from 0.2 m. at low water to 1.5 m. at high water, with average level of 0.68 m. The range can increase to 2.0 m. at Spring tides. The direction of the currents in the Channel is dependent on prevailing wind conditions and become particularly strong with S.W. or N.W. winds. The currents tend to flow along the direction of the Channel. Local records for January to December 1994 show the following N.E. current intensities: July 2.5 knots; September 2.8 knots; November 2.2 – 3.2 knots and December 0.3 knots.

We welcome all advice, updates and additions to this information.

BRAZIL Safety Precautions Bad Weather: (a) Wind speed in excess of 30 knots and/or current more than 3 knots. Permanent inspection of mooring system. Pilot, tugboats and longshoremen in readiness. 1 tug to be alongside ship berthed in PP-1 and another alongside ship berthed PP-3. Engine room-ready. Steam fed to winches. Reduce surface exposed to wind. Discontinue unloading and disconnect loading arms. (b) Wind speed in excess of 50 knots and current of more than 4 knots. Do not loosen winch brakes to try to run cables. Man manoeuvring station. Call Pilot, tugboats and longshoreman. Discontinue loading/unloading operation. Increase torque on brakes. Pass extra mooring lines. Disconnect loading arms. Remove gangways. GENERAL: Flag: See ‘‘General’’ before first port (‘‘Flag’’ and ‘‘Free Pratique’’). Watches: An efficient watch must be maintained on board the ship, deck and engine room and a sufficient number of crew members should always remain on board to cope with emergency or port operation situations. Ratguards: Ratguards must be placed on all mooring lines. Visit of Authorities: In case the ship enters and berths directly, the official visit of Authorities together with the Agents will take place as soon as she is tied up and the gangway is lowered. However, if the ship is not berthed immediately upon arrival (e.g. in view of the pier being occupied, or any other reason), the visiting party will proceed to the ship by motor-boat as soon as she drops anchor. If the ship arrives after 2100 hrs. it is possible that Authorities will decide to visit the ship next morning at 0800 hrs.; however, the ship is authorised to operate normally and crew members are allowed to go ashore. Passengers: Passengers will be permitted to disembark if in possession of the required visa and documents for identification. Visitors: Only the personnel duly authorised by Port Authorities may come on board the ships; this excludes all visitors. Relatives of crew members may obtain from Port Authorities a licence to go on board. Photography: The taking of photographs within the terminal is prohibited. Transportation of Stores, etc., from Shore to Ship: The terminal does not permit the carriage of items through the jetty. Consequently, the ship has to use the services of a motorboat, or a tugboat or of a floating craft (which is towed to the ship’s side). The motorboat or the tugboat may only approach the ship by the sea side. No derricks may be used, although the terminal has no objection to the use of the poop derrick or crane (sea side). Depending on the nature and the weight of items involved, they may be taken on board using the gangway (sea side). Provisions and Stores: Provisions and stores are supplied by shipchandlers contracted directly by Owners or Master or through the Agents. Usually they have to be brought from Santos, which requires a radio advance request, in view of the distance involved. It is hoped that in the near future provisions and stores in large quantities may be easily obtainable in Sao Sebastiao. Some items may be obtained in Caraguatatuba. Laundry Facilities: Available at Sao Sebastiao. Communications: Telex and telephone available at the Agencies and at the terminal. SHIPMASTER’S REPORT: April 1974. Pilotage: Vessels normally sail and arrive by the Southern Entrance. Anchorages: The holding ground for VLCCs is not very good, but appears good for smaller vessels. (We had 3 cases of ships dragging during our two and a half weeks stay, all VLCCs.) The current runs Northerly or Southerly depending on the wind. Tugs: 5 tugs normally used for berthing and unberthing irrespective of vessel’s size. Medical: Dental and routine medical matters available. Specialists are available some miles away. For inoculations the doctor comes from Santos. Fresh Water: Rates are dependent on number of vessels watering and can be as low as 10 t.p.h. Customs Allowance: 2 cartons cigarettes per man. Customs no longer stay on board the vessel. Repatriation: Is possible, but involves lengthy car ride to Santos or Rio de Janeiro. The best and nearest airport is outside Sao Paulo, where international flights are available. This is quicker than going to Rio. Telephone: Available in jetty control rooms. Shore Leave: When berthed the Agent can arrange a minibus service from the T-head of the jetty. Port Regulations: Vessels throwing or discharging anything into Brazilian waters are subject to a fine equalling 2% of the minimum Brazilian basic wage multiplied by the vessel’s gross tonnage. Garbage disposal is difficult to arrange and they will only accept dry garbage. General: Communications are poor, no telex and messages have to be telephoned to Santos. Best method is to use ship’s equipment when at anchor. SHIPMASTER’S REPORT: February 2000. Vessel: 150,000 d.w.t. Cargo: Condensate crude oil. Location: Petrobras Oil Terminal. Documents: The Port Authorities require: Harbour Master: 2 Crew Lists. 2 Ship’s Particulars. 2 Passenger Lists.

Immigration: 2 Crew Lists. 2 Ports of Call Lists. 2 Passenger Lists. 2 Narcotics Lists. 2 Arms/Ammunition Lists. 2 Stowaway Lists. Port Health: 2 Maritime Declarations of Health. 2 Vaccination Lists. 2 Crew Lists. 2 Passenger Lists. 2 Narcotics Lists. Customs: 2 Personal Effects Declarations. 2 Ports of Call Lists. 2 Bills of Lading. 2 Cargo Manifests. Agent: 2 Crew Lists. 2 Passenger Lists. 2 Bills of Lading. 2 Cargo Manifests. The list above was the official document requirement list faxed to the vessel before arrival at the port. In practice, the authorities only took half the documents, so it would probably be best just to make out the originals and photocopy them as required. The Agent was the first to board the vessel followed by Immigration. Customs arrived on board a few hours later to seal the Bonded Store, and finally followed by the Port Health Inspector. All vessels calling at Brazilian ports should ensure that all galleys and fridges are spotless and that no out-of-date food products are found on the vessel. The Brazilian Health Authorities are apparently imposing heavy fines for relatively minor hygiene and storage offences. Pilotage: The vessel entered via the South entrance to the port with draft 13.2 m. The pilot boat is fast and the Pilot instructed us to proceed from the Pilot Station into the channel at full speed. He boarded around the first set of channel markers, but the approach is relatively easy. Pilots were calm and confident. Berthing was smooth and trouble free. Full control of vessel maintained at all times by the tugs. On departure, the vessel left the port via the South entrance with draft of 9.0 m., but was offered the opportunity to leave via the North entrance if required. On departure from the port, another ship was entering via the main channel, so the Pilot took our vessel outside the marked channel to the West. There was no problem in doing this, as water depth is still 15.0 m. – 18.0 m. and it was quite safe to do so in a ballast condition. Anchorage: Our vessel did not anchor on arrival, but other vessels were anchored to the West and N.W. of the Pilot Station. Reported to be good holding ground. VHF: The Pilots, Terminal, Agents and service launches listen and answer on Channel 16. They have various working channels that they ask vessels to shift to after initially contacting them on Channel 16. We established contact with the Terminal 45 miles from the port. The Agent should forward a list of questions from the Port Health Authority that need answering prior to arrival. Also see Admiralty List of Radio Signals for Brazilian Waters Vessel Reporting System (SISTRAM). Berthing: It is standard practice to engage 4 tugs for our size of ship. All the tugs are big and powerful. Two tugs each used 2 ships’ polypropylene ropes. The other two tugs used their own lines. All 4 tugs were made fast with 2 forward and 2 alongside in front of the accommodation block. On this occasion, the vessel was moored port side alongside, but could be dependent on the currents passing through the channel (Reported to be unpredictable at the best of times) and the weather conditions. Our vessel berthed at Berth No. 3. Mooring lines at all berths are 4-4-2 fore and aft. The minimum requirement is 4-3-2 fore and aft, with mixed material mooring lines being allowed. The mooring lines are run by mooring boats. Once the vessel was in position, the Pilot left. The tugs held the ship in position while the vessel was secured alongside. The Master authorises their dismissal when mooring has been completed. Rat guards are mandatory. Cargo Handling Facilities: Jetty No. 3 has 4␺12 in. loading arms, but only 2 were provided. Discharge Rate: Discharge rate restricted to 10 kg./sq.cm. giving approximately 4,000 cu.m./hr. The Chicksan arms had leaking drains and swivel seals so the discharge rate was further restricted to 8 kg./sq.cm. Fuel: Bunkers can be supplied off the jetty via 1␺8 in. bunker loading arm. The loading rate was approximately 300 t.p.h. Gangway: There is no shore gangway available. There is no location on the central platform for landing one. There is space aft to land the ship’s gangway, if it is reasonably portable. Our gangway is not, so we were offered the use of a launch to transfer all personnel from the jetty to the offshore ship’s accommodation ladder. Petrobras supplied the launch on a 24 hour basis with no charge to the ship. Stores: The vessel loaded provisions from a barge that came alongside using the ship’s stores crane (Nothing is allowed to be loaded from the jetty). Fresh fruit and vegetables were of good quality, but the deck and engine stores were of poor quality. All ship’s stores, including Bonded stores, expensive. The cost of barge hire was $400 and stevedores $500 (Up to total of 2 tonnes can be handled for this fee).

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Shore Leave: The jetties are linked to the shore by a roadway. Petrobras operate a free bus service for crew members. Call the main office from the Jetty Control Building to request transport, when required. Shore Passes: Not required. General: National Flag: Apparently, all the Port Officials check to see if the Brazilian flag is the right way up. Failing to do this will lead to a big fine if spotted. Flags: We were not required to fly the ship’s call sign flags going in and out of port. Piracy: Piracy in the port, roads and anchorages is extremely rare (1 case in the last 10 years). AUTHORITY: Operator: Petroleo Brasileiros SA, Petrobras, Av. Republica do Chile 65, Centro, 20035-900 Rio de Janeiro, RJ, Brazil. Tel: ␣55 (21) 534-3100. FAX: ␣55 (21) 534-1246. WWW: www.petrobras.com.br Terminal: TEBAR/DEBAST, Av. Guarda-Mor Lobo Viana 1111, Centro, 11600-000 Sao Sebastiao, SP, Brazil. Tel: ␣55 (124) 52-1510. FAX: ␣55 (124) 52-2558.

SEPETIBA BAY, including Guaiba Island and Ilha Madeira: 22.56 S. 43.50 W. (See Plan) Also see ‘‘General’’ before first port. LOCATION: Approximately 60 miles West of Rio de Janeiro, is the site of a bulk iron ore terminal located off the S.E. end of Ilha Guaiba approximately 7 nautical miles due North of the bay entrance. Charts: DHN Brazilian Charts: 1600 – From Rio de Janeiro to Ilha de Sao Sebastiao. 1607 – Bay of Ilha Grande and Sepetiba. 1621 – Bay of Ilha Grande, eastern part. 1622 – Bay of Sepetiba. 1623 – Port of Sepetiba. U.S. Charts: ACO 24.150, BHA 24.156 and XHA 24.164. Admiralty Charts: B.A. Chart No. 1683 and 3970. DOCUMENTS: The following documents are required on arrival to be delivered to the different authorities during clearance inwards: 10 Crew Lists. 10 Passenger Lists. 3 Personnel Effects Declarations. 3 Stores Lists. 3 Bonded Stores Lists. 3 Narcotic Lists. 3 Arms/Ammunition Lists. 3 Port of Call Lists. 1 Maritime Declaration of Health. 1 Yellow Fever Vaccination List 1 Ballast Declaration. 1 Ballast Form. 1 EPIRB Form. 2 Signed copies of Bills of Lading. 2 Cargo Manifests. Photocopies of the following documents are also required: 1 Master’s Seaman Book. 1 Minimum Safe Manning Certificate. 1 Derat Certificate or Derat Exemption Certificate. The following documents must be ready to be produced to the authorities under request: Seamen Books. Vaccination Certificates. Statutory Certificates. Ship’s Particulars. On completion of unloading, the following documents will be submitted for Master’s approval and execution: Notice of Readiness. Statement of Facts. Good Unloading Certificate. APPROACHES: Access Channel: The access channel serves the Coal Terminal and the other existing terminals in the port, commencing approximately 22 nautical miles from the port, between Ponta dos Castelhanos (Ilha Grande) and Ponta do Arpoador (Ilha da Marambaia), where average depth is 25 m. In its first part, the channel follows in NW direction for a distance of 4.8 nautical miles, then curves towards the direction NE for 4.3 nautical miles, reaching the turning basin of Guaiba Island Terminal with depth of 22.5 m. and an operational draft of 20.4 m., referred to DHN Chart Datum. From the turning basin of Guaiba Island Terminal, the channel follows until the Buoys No. 11 and 12 with an operational draft of 15.5 m., following South of Martins Island with an operational draft of 14.6 m. until reaching the turning basin of Companhia Portuaria da Baia de Sepetiba (CPBS) Terminals where the operational draft is 17.6 m., as per Service Order DIRPRE No. 020/2000, dated 11th August 2000, published by Docas do Rio (Port Authority). Minimum width of the channel in all parts is 180 m. PILOTAGE: Compulsory for all ships entering the bay and berthing and unberthing at the ore facility. Pilots board in the vicinity of Lat. 23␥ 08' 39" S., Long. 44␥ 04' 36" W. A pilot ladder, boat rope, and gangway must be properly rigged with the landing platform of the gangway lowered to within 5 m. (16.5 ft.) of the water. Adequate lighting should be provided at night. Currently there are 2 pilotage companies at Sepetiba Bay: RIOPILOTS and SINDIPILOTS. The request for Pilots in Sepetiba Bay must be made to Mangaratiba Pilotage Office by Tel: ␣55 (21) 789 1379, 789 1422 and 9987 7035, or

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VHF Channel 16 at least 4 hours prior to requirement. The Office is open daily from 0600 hrs. to 1800 hrs. (including Saturdays, Sundays and holidays). More information may be obtained through the Harbour Pilot Office home page on the internet at WWW: www.riopilots.com or Email: [email protected] ANCHORAGES: The ship must await the Harbour Pilot in the anchorage position Lat. 23␥ 08' 39" S., Long. 44␥ 04' 36" W. Ships should not proceed beyond this point unless a Pilot is aboard and instructions have been received from Sepetiba Marine Operations to proceed. Brazilian authorities may board ships in the anchorage area to conduct formal clearance procedures. A proper accommodation ladder for this purpose should be made ready before the ship anchors. RESTRICTIONS: Vessels greater than 10.0 m. and/or deadweight in excess of 80,000 tonnes can only manoeuvre in the access channel from sunrise until 3 hours before sunset. This restriction is imposed by the Pilots. MAX. SIZE: Ore: Max. draft 21.98 m., max. air draft 21.6 m., max. beam 54 m. Ferteco Ore Terminal: Max. 180,000 d.w.t., draft 18.7 m. Coal Terminal: South side: Berth No. 101 – draft 14.2 m. Berth No. 102 – 15.0 m. North side: Berth No. 202 – draft 10.6 m. Tecon Container Terminal: Max. draft 14.5 m. HEALTH: Radio Pratique should be requested 72 hours prior to arrival by transmitting a quarantine message to the Port Health Authorities through the the ship’s Agent. This message should contain the following information: name and nationality of vessel; last port of call; number of crew and passengers; general conditions of health on board. Vessels due from ports considered ‘‘dirty’’ by the International Health Organisation and/or by the National Sanitary Agency, are subject to anchorage at Quarantine Area, before being allowed to berth at the Coal Terminal. Also see ‘‘General’’ before first port. RADIO: Pre-Arrival Information: Vessels bound for Baia de Sepetiba should send an ETA to their Rio Agents, 6 days, 48 hours, and 24 hours prior to arrival. Any significant change in this ETA should be corrected as soon as possible, but not less than 8 hours prior to arrival. Coal Terminal: Pre-Arrival Information: All vessels calling at the Coal Terminal must tender through their ship’s Agents the following prior to arrival: (a) On sailing from loading port (ETA date and cargo loaded). (b) 15 days prior to arrival (ETA date and time). (c) 10 days prior to arrival (ETA date, time and registration data). (d) 5 days prior to arrival (ETA date and time). (e) 72 hours prior to arrival (ETA date and time). (f) 48 hours prior to arrival (ETA date, time and Free Pratique request). (g) 24 hours prior to arrival (ETA date and time). On short voyages, the vessel must tender the first Notice of Arrival when leaving the loading port, then following the above requirements. After tendering the 10 days notice, any change in the ETA of more than 24 hours must be immediately reported. After tendering the 5 days notice, any change in the ETA of more than 12 hours must be immediately reported. After tendering the 72 hours notice, any change in the ETA of more than 6 hours must be immediately reported. Arrival Instructions: Masters shall inform their Agent at least 10 days prior to arrival or when leaving the port of origin, in the cases when passage is less than 10 days, giving the following information: Registration Data: (A) Vessel (only use units of the metric system): 1. Name and call sign. 2. Flag and Home Port. 3. IMO number. 4. G.r.t., n.r.t., d.w.t. and draft. 5. LOA, beam, depth, TPC. 6. Arrival and sailing drafts. 7. Position of the bridge and its distance to bow and poop. 8. Position of gangway. 9. Number of holds and hatches. 10. Size of the holds. 11. Size of the hatches. 12. Length from the forward coaming of the forward-most hatch to the after coaming of the aft-most hatch from which cargo is to be removed. 13. Distance from waterline to the first hatch to be unloaded. 14. Distance from ship’s side to the hatch opening. 15. Air draft. 16. Details and capacities of ship’s cargo handling gear. 17. Number and type of mooring lines. 18. P&I Club (full style and representatives in Brazil). (B) Cargo (only use units of the metric system): 1. Loading port and date of departure. 2. ETA. 3. Total cargo on board, per Manifest. 4. Cargo per customer. 5. Stowage Plan. 6. Suggested unloading sequence. Also see ‘‘VHF’’. VHF: Vessels are requested to contact Sepetiba Marine Operations directly when within VHF radio-telephone range. Channel 16 is the calling channel and 11, 12 and 13 are the working channels. Anchoring or berthing instructions should be requested 4 hours prior to arrival or when within VHF radio-telephone range. TUGS: Tug assistance is compulsory for all manoeuvring in the vicinity of the pier and 3 powerful twin screw tugs (4,000 h.p.) are available for this purpose. All ships should be equipped with a wire cable tow line with a nylon pendant. Radio-telephone communication is maintained between the tugs and the Pilots on Channel 6.

We welcome all advice, updates and additions to this information.

BRAZIL Tug Companies: Docenave. Tel: ␣55 (21) 688 9295/6. Mineracoes Brasileiras Reunidas SA. Tel: ␣55 (21) 534 8835, 534 8919. Metalnave SA. Tel: ␣55 (21) 621 9400. Saveiros, Camuyrano. Tel: ␣55 (21) 233 1076, 296 3992. Sulnorte. Tel: ␣55 (21) 518 4374, 263 4597. Tranship. Tel: ␣55 (21) 233 3346, 233 3168. BERTHING: See ‘‘Bulk Cargo Facilities’’. BULK CARGO FACILITIES: Ore: Guaiba Island facilities consist of a deep-water pier located about 400 m. (1,312 ft.) South of the island. The South Berth has a depth of 24 m. (78.75 ft.) alongside and the North Berth has a depth of 19 m. (62 ft.). A mooring dolphin at the West end of the pier provides an overall mooring length of 470 m. (1,541 ft.) alongside the South Berth. Bollards are spaced along both pier faces and quick release hooks and capstans are fitted for breast, bow and stern lines. Ferteco Ore Terminal: Operator: Companhia Portuaria Baia de Sepetiba (CPBS). Owner: Ferteco Mineracao S.A. Head Office: Rua Rodrigo Silva, 26-22 Andar, 20011-040 Rio de Janeiro, RJ, Brazil. Tel: ␣55 (21) 508 2616, 508 2634, 507 2375. Fax: ␣55 (21) 507 2198, 507 2307. Telex: FEMI BR 21-22177. Email: [email protected] WWW: www.ferteco.com.br Terminal Facilities: The Terminal is a modern iron ore facility, loading capacity 10,000 t.p.h. and storage capacity of 2,000,000 tons, covering approximately 700,000 sq.m. Also see ‘‘Berthing’’ and ‘‘Reports’’. Coal: Madeira Island. Operators: Companhia Siderurgica Nacional (CSN). VALESUL Aluminio SIA. Berth: All bulk cargoes are handled at the single pier, length 540 m. and width 39.25 m. There are 6 sets of fenders. Vessels calling at Berths No. 101 and 102, after turning at the CPBS Terminal turning basin, will start berthing manoeuvres bow heading approximately 270␥(T), in depths of over 14.5 m., a section with minimum width of 190 m., south of the pier. Limiting co-ordinates are Lat. 22␥ 56.30' S., Long. 43␥ 50.37' W. and Lat. 22␥ 56.30' S., Long. 43␥ 49.90' S. The pier has 4 berths (South side Berths No. 101/102 and North side Berths No. 201/202), allowing on the South side for the tying up of 2 ships of 65,000 d.w.t. each or one of 130,000 d.w.t., or one of 90,000 d.w.t. and another of 45,000 d.w.t., while on the North side 2 ships of 45,000 d.w.t. may tie up. Berth No. 201 is reserved exclusively for the discharge of alumina for VALESUL. Dolphins: Two mooring dolphins have been built to aid in docking. The West dolphin consists of 4 large piles 1.8 m. in diameter, 16 concrete-filled batter piles 0.8 m. in diameter, and a reinforced concrete structure. The East dolphin is similar to the Western one, with 6 large piles and 16 batter piles. Each dolphin is equipped with 2 quick-release hooks with a static capacity rating of 2␺100 tonnes, set back from the West and East faces at a distance of 60 m. Bollards: The South side of the pier contains 14 mooring bollards with static capacity of 150 tonnes each, located 40 m. apart. The North side contains 14 mooring bollards with static capacity of 100 tonnes each, located 40 m. apart. Fenders: 14 cylindrical rubber Yokohama fenders (9.0 m. ␺ 4.5 m.) on the South side, 14 cylindrical rubber Yokohama fenders (6.0 m. ␺ 3.3 m.) protect the North side. Both on the South and North sides, the fenders are located 40 m. apart. The South side has 4 unloading units: Pier Equipment: 2␺1,500 tonnes/hr., serving Berth No. 101 and 2␺800 tonnes/hr., serving Berth No. 102. If necessary, all of the unloaders can be put into operation at a single berth. Characteristics of Ship Discharging Equipment: Handling Rate Equipment Berth No. 101 Berth No. 102 Discharging Rate 1,500 tonnes/hr. 800 tonnes/hr. Gantry travelling distance 510.0 m. 510.0 m. From gantry to waterline 43.0 m. 40.0 m. Height of waterline to clam shell 31.0 m. 30.5 m. Air draft 25.0 m. 25.0 m. Clam shell transit distance 36.0 m. 26.0 m. Clam shell reach as of fender 31.5 m. 21.5 m. Clam shell capacity 26.0 cu.m. 14.0 cu.m. Maximum opening of clam shell 6.5 m. 5.2 m. Maximum width of clam shell 4.1 m. 3.5 m. total lift capacity 41.0 tonnes 21.5 tonnes Average clam shell weight 20.0 tonnes 10.0 tonnes Net lift capacity 21.0 tonnes 11.5 tonnes Ship Characteristics: Handling Rate Equipment Berth No. 101 Berth No. 102 Total length 270.0 m. 270.0 m. Moulded breadth 40.0 m. 32.0 m. Total displacement (tonnes) 130,000 130,000 Draft 12.8 m. 12.8 m. Air draft line) 24.0 m. 24.0 m. (hatch coaming ␺ water Density 1,021/1,022 1,021/1,022 Working hours 24 hrs. 24 hrs. Berth No. 202 does not have any installed equipment and is designed to handle only self-unloading ships. Alumina: 1␺300 tonnes/hr. sucker serves Berth No. 201. Conveyor Belt: 2␺4,500 tonnes/hr. for coal and 1␺300 tonnes/hr. for alumina. Piling Equipment: 2 stackers ␺ 4,500 tonnes/hr. each, 2 reclaimers ␺ 3,000 tonnes/hr. each, 1 train loading silo ␺ 2,000 tonnes/hr. Centralised Control: Equipment is controlled by an automated main Control Centre which supervises operations.

Storage and Warehousing: 500,000 tonnes of material can be stored on a 2.5 million sq.m. storage yard. Rear Stacking Area: Reserved for cargo (coal, ore, solid and liquid bulks) – 5,050,000 sq.m. Reserved for the administration, maintenance and services – 800,000 sq.m. Reserved for small industries associated with the port activities – 1,200,000 sq.m. General: Sepetiba operational system enables coal handling capacity in the order of 5.4 million tonnes/year and 160,000 tonnes/year for alumina. Sepetiba is also prepared to handle coke, scrap iron, zinc as well as other solids. One travelling shiploader serves both berths and has a boom clearance of 22 m. at shipside and max. outreach of 29.9 m. from fender line. Travel of loader 250 m. Ore is stacked in a storage area and is delivered to the shiploader by conveyor belt which is loaded by either of 2 stackers having an average capacity of approximately 7,000 tonnes/hr. each. Also see ‘‘Ship Officer’s Report’’ – dated August 1984. CONTAINER HANDLING FACILITIES: Tecon Container Terminal: Operator: Tecon SA. Tel: ␣55 (21) 688 9212, 688 9201. Fax: ␣55 (21) 688 9211, 688 9209, 688 9251. Email: [email protected] WWW: www.sepetibatecon.com.br Berth: The Terminal is located at Madeira Island and has a total berthing length of 810 m., operating Berths No. 301, 302 and 303. Working Hours: 24 hours a day, 7 days a week. Terminal Facilities: The Terminal has 2 post-Panamax portainer and 2␺65 ton (outreach 50 m.) super post-Panamax portainer gantry cranes, 2␺100 ton mobile harbour cranes, 11 reach stackers (capacity up to 45 tons), 20 tractor trailers, 12 forklifts, 2 weighbridges, 300 reefer points, 5,000 sq.m. container freight station (CFS) and further expansion area of 5,000 sq.m., totalling 10,000 sq.m., 9,000 sq.m. steel product warehouse. Total area of the Terminal is 400,000 sq.m. MEDICAL: Nearest hospital at Itaguai. POLLUTION: It is indispensable that ships’ Masters comply with the existing anti-pollution laws when in Brazilian waters. DENSITY: 1025. FRESH WATER: Available. FUEL: Coal Terminal: Supply of bunkers and lubricants to vessels alongside the berths are temporarily prohibited. Vessels may be supplied by barge when anchored inside Sepetiba Bay. AIRPORT: Santa Cruz. TIME: GMT minus 3 hours (February to October). GMT minus 2 hours (October to February). HOLIDAYS: No port work on 1st May and 2nd November. TELEPHONES: Connection possible on request. WASTE OIL DISPOSAL: The port of Sepetiba does not possess installations for receiving waste water, debris or contaminated material that is the result of the cleaning of a ship’s ballast tanks. Brazilian law categorically prohibits the introduction of contaminated material into local ports or in national territorial waters, with the infringing parties subject to penalties. Brazil is a signatory of MARPOL. WEATHER: Tidal Range: Max. 1.8 m. and the average is 0.69 m. Current: The currents in the region are characteristically tidal in nature, quite rapid in some locations, and can run at over 1.5 knots in the main channel. DEVELOPMENTS: CPBS Terminal Approaches: The section of the access channel, between the turning basin of Guaiba Island Terminal and the turning basin of CPBS Terminal is still being dredged. When completed and navigational buoys have been re-established, it is expected the minimum depth will be 18.7 m. with no restriction to night-navigation. SHIPMASTER’S REPORT: May 1980 (Updated 2002). Ore Berth: Agents: (a) Mineracoes Brasileiras Reunidas, (the operators and loaders), Av. Graca Aranha, 26, 17th Floor, Rio de Janeiro. Tel: 222 5171. Cables: ‘‘Brasilore’’. (b) Buarque & Cia, (ship’s Agent appointed by the Solmer contract), Rua de Rosario, 113, P.O. Box 1542, Rio de Janeiro. Telex: 2121300 BUCL. Cable: ‘‘Joarce’’. Tel: 221 2210, 221 9961. Arrival Telegrams: According to the charter party, telegraph ‘‘Brasilore’’ and ‘‘Joarce’’ when leaving the previous port of call, and repeat 72 hours and 24 hours prior to arrival. During the last 24 hours, a change of one hour or more in ETA must be reported. Radio clearance is requested through the intermediary of BUARQUE to whom it is necessary to quote in the 72 hours telegram the following: last port of call, number of crew members, passengers, state of health, date of Derat Certificate, name of Master. BUARQUE replies to the first ETA telegram indicating the possibilities of direct entry or waiting. As MBR remains silent, it is advisable to ask BUARQUE to confirm the tonnage to be loaded and the quantity, more or less, of each type of ore involved. Olinda/PPO (Recife) and Rio/PPR stations are normally used. Good easy connections and no delay. Olinda is particularly well placed for communications with vessels approaching from the North. If the crew members have no Brazilian pass (even if made out in another port) ask for a photographer. General Information: The Iron Ore Guaiba Terminal belongs to Mineracoes Brasileiras Reunidas (MBR). It is the maritime outlet for a group of mines located some 1,200 km. inland. Situation: The terminal is located at the S.E. end of the island of Guaiba, in the East part of the Bay of Ilha Grande (Large Island), some 50 miles to the West of Rio de Janeiro. The island is connected to the mainland by a railway bridge which brings the ore for shipment. The terminal administrative office is on Sai beach, 5 miles to the N.E. (and 120 km. from Rio by road).

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Local Time: GMT minus 3 hours. Pollution: Deballasting at sea only. The Authorities make pressing recommendations to avoid pollution, warning that fines are heavy and not alterable. Monetary Exchange: Only at the Agency can cruzeiros be obtained, but dollars are much sought after on land, even by small traders. Advantageous exchange rate. Navigation: Charts: Brazilian – 1601, 1602, 1603, 1608, 1610. British – 3970, 1683, 3970 American – HO 24155, 24164, 24160. Landfall: No difficulties, using the mountains which are around the entrance: Ilha Grande to the West (1,037 m.) and Ilha de Marambaia to the East (620 m.). Access: The approach channel, is in two straight parts, and is 7.6 miles long. Buoys are not very visible either by day or by night, but perfectly detectable on radar. The width of the channel varies from 280 m. up to Buoy No. 7; 580 m. at Buoy No. 9 (bend); 330 m. up to Buoy No. 13; and then widens out into a manoeuvring basin 1.8 miles long and 0.5 miles wide. Draft: The channel has been dredged to 22.5 m., and the manoeuvring basin to 24.5 m. Vessels drawing 21.5 m. have used it on sailing. The Pilots recommend drafts forward of 30 ft. and aft of 36 ft. for the entry for a vessel of the tonnage 122,000 d.w.t. Currents: Along the coast, coming from the East, weak and counter-clockwise. Inside, tidal currents may reach 1.5 knots. Tides: Twice a day but not equal every day. Tidal rise about 1 m. Times of entry and sailing: Night and day. Maximum vessel dimensions: Within the limit of the practicable draft of 21.5 m. No length restriction. Pilotage: Compulsory. The Pilot boards between 1 and 2 miles from the channel entrance. On sailing, he leaves the vessel between Buoy No. 8 and No. 6. The pilot vessel has a white hull, a red roof and shows an alternating red light by night. Max. speed 9 knots. Call up on VHF Channel 16, work on Channel 13. For embarkation, lower the accommodation ladder to 5 m. above the water, and the pilot ladder to 1 m. above the water. On leaving the vessel, he only uses the pilot’s ladder (if the vessel is fully loaded). Anchoring: When awaiting the Pilot, vessels can anchor in 24 m. of water, 2 miles to the South or S.S.W. of the channel entrance (unmarked wreck, at a depth of 19 m. 1.5 miles to the S.E. of the entrance). Whilst waiting to berth, the Pilot anchors the vessel, either to the North of the second part of the channel between Guaiba Island and Mangaratiba Lagoon, in 15 m. to 18 m. of water. (Four vessels of 150,000 tons would be able to lie there with ease). Or, to the East of Guaiba Island, outside the manoeuvring basin, in 25 m. to 30 m. of water. Holding is good in all these anchorages, but vessel exposed to the swell. Tugs: Three tugs of 4,000 h.p. available (MBR 1, 2 and 3). The tugs are taken at the entrance near Buoy No. 11. They are released on sailing, before Buoy No. 13. On entry and sailing, 1 tug forward and 1 astern, each taking 2 lines from the vessel. The third comes alongside amidships and passes 2 lines to the vessel. Communication with the Pilot is by walkie-talkie. Berths: The pier is 400 m. long and orientated 238␥/058␥. It is connected to the Island by a bridge approximately 300 m. long carrying the conveyor belt. Vessels can come alongside on the inside (N.N.W.) but for large ships only the outside (S.S.E.) is used. Berthing: Inside – starboard to quay Outside – starboard to quay after manoeuvring, or port side to the quay (according to the current). Fenders: Inside – two thicknesses of large tyres. Outside – metal panels fitted on thick rubber supports and shock absorbers. When heaving off, it is recommended not to slide against these fenders so as to avoid damaging them. Mooring lines: A strong swell is experienced at the quay, therefore good moorings are necessary. 4 lines at the bow, 2 to 4 amidships and 2 astern. Two launches assist in passing lines. There are windlasses on the quay. The wire lines are positioned afterwards. Height of Quay: 5 to 7 m. above the water, dependent upon the state of the tide. Gangway: This is only used after the vessel is fairly well loaded. Handling: Equipment: A single conveyor belt, movable through 360␥, 22 m. above water level. Personnel, installation and equipment belong to MBR. Advance Arrangements: Come alongside the quay with holds clean and open. Opening of hatches can be carried out during the approach manoeuvre. Inspection of tanks and slops takes place as soon as the vessel is alongside, and a gas-free certificate is issued. Working hours: 24 hours. Holidays: None. Capacity: The gear can supply 7,000 t.p.h. In reality, the nett capacity, with stops deducted was 3,100 t.p.h., and more than 40 hours had to be worked, stops and weighing included, to ship 120,000 tons. Weighing: As the weighbridge was not operating the only check therefore was reading the draft marks, fairly approximate as there was a swell, carried out by the Master and the draft surveyor (the latter issues the gas-free certificate). It appears that it is necessary to watch calculations closely, particularly as far as the incidence of sag on the deadweight (application on the MBR leaflets of the ‘‘Means of means’’ rule which is less favourable than the ‘‘two-thirds rule’’ generally applied elsewhere). Formalities: On arrival: The Agent comes on board with Customs, Health and Immigration. Whilst the photographer is working, and the inspector checks the holds, the following documents are handed over to the different authorities represented: 1 Manifest of Ballast. 9 Crew Lists.

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2 Passenger Lists. 5 Stores Lists. 4 Individual Declarations. 1 Health Declaration. 4 Notices of Readiness. Photographs for passes are brought back within 2 hours and the next morning where a night arrival is concerned. (May 1980 – done on the spot using a Polaroid). Customs: Seals placed on alcohol and tobacco. No individual limitations. On sailing the Agent delivers on board: 2 Gas-free Certificates 2 Visaed Notices of Readiness (Ship’s Copy) 2 Notices of Readiness (Agency Copy) 1 Sailing Pass 1 Embarkation Pass 2 Vessel Sailing Passes 1 Draft Survey Results 1 Weight Certificate per type of Ore Loaded 2 Cargo Manifests 2 Cargo Loading Statements 2 Cargo Distribution Plans. Facilities: Shore access: The nearest town is Mangaratiba (7,000 inhabitants). To reach it, show your pass at the gatekeeper’s office on leaving the port, take a bus (a few minutes) to the landing stage at the foot of the bridge between the island and the mainland. Take the launch (45 minutes) to Mangaratiba. From there, another bus goes to Rio (the bus company is EVAL) which takes about 3 hours, leaving every 2 hours. The first bus is at 0800 hrs. Price 18 cruzeiros. Last departure from Rio at 1800 hrs. (Bus station at the corner of the port, at the end of Avenida Francisco Bicalho). The Agent arranges the times of departure of the launches with vessels’ officers. Medical care: At Mangaratiba for urgent attention and minor treatment. More serious cases must be handled in Rio. Repairs: Small repairs possible using local personnel. For repairs of some importance, it is necessary to call in Verolme at Angra dos Reis or a shipyard in Rio. Stores: Some direct purchases possible in Mangaratiba. Limited choice. An order can be sent by telegram to the Agent who will make the necessary purchases in Rio, which will involve the cost of transport, and therefore high prices, particularly for small quantities. Bunkers: None available. Fresh Water: Available on the quay, but not drinkable. Output 60 t.p.h. Telephones: Connection possible on request to the land network. Lifeboat practice: After prior agreement of Port Captain. SHIP OFFICER’S REPORT: August 1984 (Updated 2002). Coal Berth. Anchorage: There are 3 main anchorages used by vessels awaiting berthing at Ilha de Madeira Terminal, Sepetiba Bay. The first is the main waiting anchorage which serves the Pta. do Leme Oil Terminal, Ilha Guaiba Ore Terminal and Sepetiba Bay. This is situated in the vicinity of Lat. 23␥ 08.8' S., Long. 44␥ 04.5' W. as marked on Chart No. 1683. Pilots will board here. The second anchorage is that which the Pilots prefer you to use as the waiting anchorage and is situated in the vicinity of Lat. 23␥ 03.7' S., Long. 44␥ 03.0' W. This area is also the preferred boarding station for the Pilot as vessels proceeding to Sepetiba Bay do not have the draft to require them to use the approach channel to Ilha Guaiba Ore Terminal. The third anchorage area is the main waiting area for vessels bound for Ilha de Madeira Terminal and lies to the South of Ilha Jurubaiba, North of the main channel, as marked on Brazilian Chart No. 1623, from the vicinity of No. 4 Buoy to the vicinity of the corner to the North of No. 5 Buoy Northwards to the Latitude of 22␥ 58.0' S. (Approx.). Pilotage: Pilotage is provided by the Rio de Janeiro Pilotage Authority who should be given the usual long-range ETA’s etc., ‘‘Sepetiba Pilot’’ should be called on VHF Channel 16/13 from about 4 hours before arrival off Pta. de Castelhanos (Lat. 23␥ 10.2' S., Long. 44␥ 05.5' W.) for instructions. Pilotage is compulsory for all ships using the deep water channel in Sepetiba Bay. Tugs: There are three powerful twin-screw tugs which serve the ports in and around Sepetiba Bay. They are ‘‘MBR I’’, ‘‘MBR II’’ and ‘‘MBR III’’. They are apparently based at Itacurca. At Ilha de Madeira Terminal they tie up one on the bow, one on the stern and the third assisting as required amidships, using ship’s ropes. Berthing: Ilha de Madeira Terminal is situated on Ilha de Madeira (Lat. 22␥ 56.15' S., Long. 43␥ 50.2' W.) and consists of a single long jetty lying approx. 086␥/266␥(T) with a connected dolphin each end. The Eastern dolphin is also connected to the shore by a bridge in the direction 357␥(T) (approx.) which carries the coal and alumina belts, service lines and the approach roadway. The main part of the jetty is 610 m. (approx.) long and can berth two ships on the outside which is protected by large pneumatic rubber fenders. These berths are served by 4 discharging gantries and two belts for the discharge of coal. At present only two of the gantries are operational but work proceeds on the other two and they should be ready in the near future. Ships berth port side at this jetty. There is a berth on the inboard side of the jetty at the Eastern end which handles alumina. The rest of the inboard side has bollards at the usual intervals but has no machinery serving it at present. The jetty was opened for use in February 1983 and development continues. Further development of the port is projected. The present limiting draft for arrival at Berth No. 101 is 14.2 m and Berth No. 102 is 15.0 m. Further dredging is projected to improve the approaches. Stevedores: Stevedoring appears to be under the control of: Servicos Maritimos e Portuarios Ltda., Matriz: Rua de Quitanda 191-5e andar, Rio de Janeiro – RJ. Tel: 253 8899 Geral. Telex: 21214915 SMP BR.

We welcome all advice, updates and additions to this information.

BRAZIL Repairs: All repair firms etc. are located in Rio de Janeiro, hence all major work must be done there. Minor work may be carried out in Sepetiba Bay. Divers, etc. would come from Rio if required. Supplies: All fuel must be obtained at Rio de Janeiro. Fresh water is supposed to be available on the berth but the berth is most unwilling to supply and only then in very limited quantities. The available hydrant is well forward and the shore will provide only sufficient hose to reach the deck. This hose is in extremely poor condition. Provisions are supplied by road from Rio and appear to be of good variety and quality. Bonded stores are available also. Services: All services are supplied through or at Rio de Janeiro. Communications: There is a good road to Rio de Janeiro and there is a rail link. The nearest airfield for international flights is at Rio de Janeiro. AUTHORITY: Madeira Island: Cia. Docas do Rio de Janeiro, Porto de Sepetiba, Ilha da Madeira, Itaquai, 23.825.410 RJ, Brazil. Tel: ␣55 (21) 2688 1402, 2688 2286, 586 1700. FAX: ␣55 (21) 2688 1287, 586 1708. Telex: (021) 36338 CDRJ. Contact: Port Manager. Guaiba Island: Mineracoes Brasileiras Reunidas S.A., Av. Graca Aranha 26, 17th Floor, Rio de Janeiro. Tel: ␣55 (21) 2222 5171. Cables: ‘‘Brasilore’’. Mineracoes Brasileiras Reunidas SA (MBR), Sepetiba Terminal de Minerios, Ilha de Guaiba, Mangaratiba, Rio de Janeiro State, Brazil. Tel: ␣55 (21) 789 1400. Telex: 21 21051. FAX: ␣55 (21) 789 1274. Harbour Master’s Office – Itacuruca: Praca Marcilio Dias 1, Itacuruca, CEP 23880-000, Rio de Janeiro. Tel: ␣55 (21) 680 7420. FAX: ␣55 (21) 680 7303.

SUAPE: 08.24 S. 34.57 W.

(See Plan)

LOCATION: The DTNEST/GENEST-I/Suape Terminal is situated near the extreme Eastern coast of Brazil, about 25 miles South of Recife (capital city of the State of Pernambuco), in position Lat. 08␥ 23' 50" S., Long. 34␥ 57' 30" W. PORT LIMITS: The port limits comprise the maritime area between Lat. 08␥ 22.0' S. and Lat. 08␥ 25.0' S., the line of reefs (natural breakwater) and Long. 34␥ 55.0' W. (Nautical Chart No. 906 – DHN). Charts: DHN: No. 900, 906 and 930. HO: No. 528 and 3978 (British Admiralty Charts). DOCUMENTS: Documents required for Clearance: 8 Crew Lists. 4 Stores Lists. 3 Personal Effects Lists. 8 Passenger Lists (if any). 2 Cargo Manifests. 2 Bills of Lading. 2 Health Declarations. 8 Narcotics List/Medicine Chest Lists. Clearance from the last port. The following information is to be sent to Agent prior to arrival: Call Sign. Gross and Net Tonnage. Ship’s Service Speed. Break Horse Power (BHP). Draft. Number of Crew. Master and Officers names. Time of Arrival. Port of Loading and Departure Date. Amount of Cargo for Suape. Amount of Cargo in Transit. Also see ‘‘Shipmaster’s Report’’ dated January 2001. APPROACHES: Approaches to the port can easily be made as very good land marks are available, and the entrance of the port can be safely reached from any direction. There is a lightbuoy marking the Sitiba Shoal, bearing 117␥ from the breakwater light head. Cape Santo Agostinho Lighthouse is an outstanding aid for navigators, as it can easily be identified from 24 miles. For details see List of Lights, Brazilian Navy publication DH-2. PILOTAGE: Inward or outward pilotage is compulsory for all vessels calling at Suape. Any movements within the port limits must also be made under pilot assistance. Pilots for Suape are available by request through the ship’s Agent 24 hours before vessel’s arrival. They can also be requested via VHF Channels 16 or 13. If vessel is provided with a cell/mobile telephone, the Pilot may be requested directly through Recife telephone number (081) 4245010. Pilot Boarding Station: Vessels either from the South or the North are required to wait at the pilot station in any position within one mile from breakwater head. Pilot boards 0.7 miles – 1.0 miles N.E. of breakwater head (Pilot waiting point Lat. 08␥ 23' 12" S., Long. 34␥ 56' 45" W.). Pilot Ladder: Vessels are required to have a clean and efficient pilot ladder fitted with spreaders and manropes safely and secured rigged, ready for the Pilot to immediately embark and disembark on the side of the vessel and of sufficient length to reach the Pilot’s boat. A lifebuoy with safety line and self-igniting light shall also be available at the pilot ladder head, and an officer in VHF contact with the bridge. Vessel shall afford a ‘‘Good Weather Lee’’, and shall reduce speed as directed by the Pilot, in order to effect the safe embarkation or disembarkation of the Pilot. Pilot ladder to be 1.0 m. above water. ANCHORAGES: There is no officially appointed site for anchorage. Vessels may anchor with Cape Santo Agostinho Lt. bearing 330␥ at a distance greater than one mile from the Suape breakwater head. Vessels are not allowed to drop anchor inside port limits. Also see ‘‘Safety’’. Notice of Readiness: N.O.R. is usually tendered at the time the vessel anchors in the anchorage area, or at the time the vessel is berthed – as soon as the last mooring line is made fast – whichever occurs first. Ultimately, the N.O.R. is accepted at the time the vessel is in all respects ready to operate.

RESTRICTIONS: Mooring operations are normally restricted to daylight hours. MAX. SIZE: Berth Length Depth* Max.Draft Max.LOA (m.) (m.) (m.) (m.) A (West) 162 14.0 13.00 190 B (East) 162 14.0 13.00 190 WR 224 15.0 13.90 250 * Current depths along both Berths (A (West) and B (East) still to be officially confirmed by DHN – Brazilian Navy Hydrographic Office. HEALTH: Vessels must keep the Quarantine flag ‘‘Quebec’’ hoisted until Free Pratique is granted by Port Health Authority. If any infection disease is suspected, ship’s Agent is to be advised before vessel’s arrival. VHF: The Terminal Communication Centre is located in the DTNEST Control Room with permanent watchkeeping on VHF Channel 16, and another designated channel previously agreed with Terminal Operators. Arrived vessels bound for the Terminal will inform time of arrival and anchor position, in event of berthing delay. Also see ‘‘Shipmaster’s Report’’ dated January 2001. TUGS: Tugs and towing services for assisting vessels arriving, departing, berthing and unberthing at Suape facilities are provided by a private towing company. Under normal operating conditions, 2 tugs are required to assist in berthing or unberthing on the pier. The use of 2 tugs is mandatory at the pier and at the LPG storage tanker for small vessels. For mooring large LPG carriers, 3 tugs are necessary, according to the local administration authority regulations. Two tugs are stationed at Suape on a 24 hour basis. Given sufficient prior notice, a third tug from Recife can usually be made available on request. Vessels should have good quality ropes, as tugs are not provided with their own towing gear. Two tugs will normally attend each berthing and each will have a minimum of 1,200 h.p. and a bollard pull of 15 tons. In accepting the service of supplied tugs, the Master of the vessel shall remain solely responsible for the safety and safe navigation of his vessel and for compliance with all applicable laws, rules and regulations. The following tugs are usually available: ‘‘Sagitarius’’, 1,680 h.p. (22.00 tons BP); ‘‘Taurus’’, 1,680 h.p. (20.72 tons BP); ‘‘Aquila’’, 1,010 h.p. (17.95 tons BP); ‘‘Saveiros’’, 1,200 h.p. (16.45 tons BP) and ‘‘Uranus’’, 1,200 h.p. (15.80 tons BP). All tugs are fitted with Kort Nozzles. Also see ‘‘Shipmaster’s Report’’ dated January 2001. BERTHING: The Terminal comprises 3 mooring sites, namely a product pier with 2 berths (‘‘A’’ West and ‘‘B’’ East), and the ‘‘WR’’ Berth which is an LPG floating storage facility, namely a fully refrigerated gas carrier moored to the sheltered side of the port breakwater. Products handled on Berths ‘‘A’’ West and ‘‘B’’ East: LPG, Ethanol, Petrol, Aviation Spirit, Diesel Oil, Paraffin and Jet Fuel. Products handled on Berth ‘‘WR’’: LPG. Also see ‘‘Shipmaster’s Report’’ dated January 2001. Mooring Priority: By and large, vessels which depend on tide to manoeuvre will proceed first, followed by the passenger vessels, oil tankers, chemical products carriers and general cargo ships. Berth ‘‘A’’: Location: Internal (inner berth) of the oil pier – West side. Length: 162 m. Depth: 10.5 m. Hoses: 3␺8 in. ASA 150 flexible hoses. Reducers: See ‘‘Appendix’’ below. D.w.t.: 30,000 tons. Loading Arms: 1␺8 in. for LPG Liquid (pressurised) (300 ASA). 1␺6 in. for LPG Vapour (pressurised) (300 ASA). 1␺12 in. for Jet Fuel (150 ASA). 2␺10 in. for Petrol, Diesel Oil, Paraffin, Aviation Spirit and Jet Fuel (150 ASA). 1␺10 in. for Ethanol (150 ASA). Remarks: All arms are fitted with quick release devices. Berth ‘‘B’’: Location: External (outer berth) of the oil pier – East side. Length: 162 m. Depth: 11.5 m. Hoses: 3␺8 in. 150 ASA flexible hoses. Reducers: See ‘‘Appendix’’ below. D.w.t.: 30,000 tons. Loading Arms: 1␺8 in. for LPG Liquid (pressurised) (300 ASA). 1␺6 in. for LPG Vapour (pressurised) (300 ASA). 1␺12 in. for Jet Fuel (150 ASA). 2␺10 in. for Petrol, Diesel Oil, Paraffin, Aviation Spirit and Jet Fuel (150 ASA). 1␺10 in. for Ethanol (150 ASA). Remarks: All arms are fitted with quick release devices. Berth ‘‘WR’’: Location: LPG Floating Storage Vessel ‘‘World Rainbow’’. Length: 224 m. LOA. Beam: 34.6 m. Manifold to Bow:108 m. Manifold to 115 m. Stern: Between 2.0 m. Manifolds: Manifold above 14.0 m. – 17.0 m. W/L: Fenders: 2␺Yokohama type 6.70 m. ␺ 3.30 m. 2␺Yokohama type 5.50 m. ␺ 2.50 m. Hoses: 2␺8 in. ASA 300 flexible hoses. Reducers: 2␺8 in. ASA 300 to 12 in. ASA 150. Cargo Fully refrigerated. Temperature Propane ␤42␥C. required: Butane ␤2␥C. Cargo Tank Below 0.06 kg./sq.cm. Pressure required:

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Discharge Rate: 700 t.p.h. each hose/grade simultaneously. Mooring: Avoid open fairleads. All wires should be provided with rope tails. In case vessels to be discharged are fitted with a booster/heater, they may eventually be requested to pump heated LPG straight to pressurised shore tanks (across the storage tanker manifold) through a 6 in. 300 ASA hose providing product at ␣5␥C against a back pressure of around 12.0 kg./sq.cm. Daylight berthing only, normally head-in, port side to. Also see ‘‘Shipmaster’s Report’’ dated January 2001. Auxiliary Mooring Gang Service: Terminal mooring gang is available for berthing and unberthing vessels on pier. Mooring of LPG carriers on the storage tanker is usually carried out by ship’s crew. Appendix: Reducers available on Berths ‘‘A’’ and ‘‘B’’: Quantity Diameter Pressure (in.) (p.s.i.) 3 10/8 150/150 1 6/4 300/150 2 8/4 300/150 1 4/4 300/150 3 8/6 300/300 1 8/8 300/150 1 6/4 300/300 1 8/4 150/150 1 10/8 300/300 1 8/6 300/150 1 12/12 150/150 1 8/6 150/150 1 10/10 150/150 1 6/6 300/150 1 3/3 150/150 1 4/3 300/150 CARGO HANDLING FACILITIES: There is a commercial quay to the West of Berths ‘‘A’’ and ‘‘B’’ with length 343 m. and depth alongside 14.0 m. on external side and 8.0 m. on internal side for vessels up to 80,000 d.w.t. Max. draft 14.0 m. Ro-Ro and refrigerated facilities for containers available. The quay is operated by Suape Port Authority, Suape-Complexo Industrial Portuario, Rod. Pe 60 km. 10, Engenho Massangana, 1 Pojuca – PE – Brazil, CEP 55.590.000. Cargo Operations: Procedures and Requirements on Arrival: The following information is required on arrival: Name and vessel’s call sign. Home port (flag). Cargo grades. Cargo layout onboard indicating which one is to be discharged and which one is to remain on board. If the ship is equipped with inert gas system, inform its operational conditions. Any damage to engine, machinery or hull liable to cause any delays to manoeuvres and safety of other ships, or affect the environment, personnel or property. Draft on arrival. Draft after loading/discharge is completed. Any leakage in hull, bulkhead, valves or pipework prone to provoke pollution or to affect operations. Any repair which may result in delay to the start of loading/unloading. Manifold details, including type, diameter and connection material to be used. The time to tender Notice of Readiness is considered the time the vessel reaches the anchorage area. The Notice of Readiness will be accepted at the time the tanker is in all respects moored and ready to operate. Products Transfer Device: Loading arms are to be connected by Terminal’s Operators with assistance from the ship’s personnel. Ship’s manifold flanges must be specified in accordance to international patterns. Flange’s faces, functions and gaskets must be clean and in good order. Effort must be made to avoid any kind of spilling through connections. All loading arms must be drained before being disconnected. Vessel’s mooring system must be well arranged and in good order, being frequently inspected to avoid movements which may exceed the operational limits of loading arms. Discharging/Loading Operations Procedures: Special attention should be given to Safety Tanker/Terminal Check List. Each item should be verified and continuously supervised while operations are underway. All doors and outer ports should be kept closed. Total vigilance on deck and engine room, as well as a sufficient number of crew men, should also be provided on board in regard to emergency situations or changes of operational conditions. At night-time, adequate display of light in the connection area of loading arms should be used. Two towing wire ropes should always be hanging at the water’s surface, so that the tugs can easily make fast, should an emergency arise. Prior to the beginning of any operation, at least 2 fire hoses should be connected to hydrants on main deck (one forward and the other aft of the cargo valve manifold). A third canvas hose with NPU nozzle and 2 mechanical foam containers should be ready near the pump room, preferably on the catwalk. The fire extinguishing main system should always be kept under pressure. Vessels at the Terminal must maintain engines and propulsion system in readiness to leave the berth under full power on short notice. Radio equipment and radar should not be used while vessel is berthed. Ship-to-shore communication has to be kept in perfect readiness and performed by VHF or telephone. All cargo tank lids and ullage ports must be kept closed while vessel is undergoing ballast operations. Ullage plugs must also be kept well closed, unless needed to be maintained open on account of operational reasons. In that case, flame screens must be kept over ullage plugs.

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Vessels equipped with inert gas system (IGS) should open their ullage plugs only when operations require. All entrances of the central air-conditioned equipment and the mechanic aeration system should be adjusted to avoid penetration of gases, if possible by means of air recirculation into all closed spaces. In case of stormy weather with electrical discharge, the unloading operation must be stopped, whether or not the vessel is inerted. During loading/discharge operations, as well as ballast operations, special attention should be paid to avoid all kinds of oil spilling by sea valves. Scuppers are to be well plugged, sealed and kept in that condition until the transfer operation and ship’s unberthing are completed. The number of boats alongside and their laying time are to be reduced to a minimum, according to ship-to-ship security rules. Likewise, the use of objects and tools which may cause sparks is also forbidden. No gas freeing operation is allowed while vessel is berthed. All guidelines and recommendations from ISGOTT (International Safety Guide for Oil Tankers and Terminals) are to be complied with. MEDICAL: Recife is well served by doctors and dentists. First aid can be obtained in the nearby town of Cabo de Santo Agostinho. Ship’s Agent to make arrangements. FRESH WATER: Fresh water can be supplied, with no restrictions, on Berths ‘‘A’’ and ‘‘B’’. Max. rate 70 cu.m./hr. FUEL: Bunker ‘‘C’’ fuel oil is not available. MGO/diesel oil may be supplied by truck in very small amounts. Orders for marine lubricants should be placed well in advance through the ship’s Agent, but subject to confirmation. CONSULS: Most maritime nations are represented in Recife. REPAIRS: Maintenance repairs or services which do not affect the safety of the Terminal can be effected, after agreement with the Terminal. The vessel must be ready to move by her own power in case of emergency. SURVEYORS: Petroleum Inspectors: SGS, Caleb Brett, Chas. Martin, Saybolt and other inspectors may be contacted through ship’s Agent. Classification Societies: Non-exclusive surveyors may be contacted through Classification Societies Headquarters in Rio de Janeiro or Santos. TIME: The local time is GMT minus 3 hours throughout the year. Daylight Saving Time (Summer time) is not applicable in this part of Brazil. HOLIDAYS: National Holidays: 1st January, New Year’s Day. 21st April, Tiradentes (Hero of Independence). 1st May, Labour Day. 7th September, Independence Day. 12th October, Our Lady Aparecida – Patroness of the Nation. 2nd November, All Soul’s Day. 15th November, Republic’s Day. 25th December, Christmas Day. Carnival: Normally occurs in February, sometimes in March. Holy week: Occurs either in March or in April. Corpus Christi: Occurs either in June or in July. STORING: See ‘‘Shipmaster’s Report’’ dated January 2001. SHORE LEAVE: See ‘‘Shipmaster’s Report’’ dated January 2001. IDENTIFICATION CARDS: See ‘‘Shipmaster’s Report’’ dated January 2001. GARBAGE DISPOSAL: Dry garbage may be discharged if vessels request the Agent to arrange collection and transportation. WASTE OIL DISPOSAL: There are no facilities for collecting waste oil from bilges in Suape. Overboard discharge of waste oil is strictly forbidden. WEATHER: Tides: The datum used is based on the Mean Low Water Spring Level, and all depths are quoted in meters. Locally, the diurnal tide rise is approximately 2.0 m. at Springs and 1.0 m. at Neaps. More detailed descriptions of tides can be found in Tide Tables (Brazilian Navy Hydrographic Office – DHN publication No. DH-29). Currents: Due to the configuraton of the coastline and port basin, currents prevail with flood tide setting toward South and ebb tide setting toward North. Sea State: Waves in the anchorage area result from the prevailing wind force, direction and duration. If the wind blows from E.S.E., the average wave height is about 1.0 m. – 1.5 m. Weather Conditions: Weather conditions is Suape and its vicinities may be considered as fair. During Winter, rain falls intermittently. Winds: The prevailing wind is from the East as Suape is located in the Trade Winds belt. Winds of any strength tend to create short steep seas which develop with the intensity and duration of the wind, specially those coming from the North. Rain: The period of the most rainfall concentration (Winter) is from March to June (maximum of 390 mm./month in June). In the Summer period (October to December), the rainfall decreases to about 48 mm./month in November (minimum). Atmospheric Pressure: Atmospheric pressure average is about 1012 mb. Relative Humidity of Air: Yearly average relative humidity of air is 80%. Temperature: Annual atmospheric temperature average is 26␥C, and varies from 17␥C (minimum) in the Winter to 35␥C (maximum) in the Summer. Visibility: Visibility is generally good to excellent, but can be severely reduced by rain. SAFETY: General Safety Rules: 1. Anchorage inside the port limits (evolution basin) is prohibited. 2. Under exceptional circumstances, vessels may anchor inside port area, but a formal permission from the local Navy Authority (Capitania dos Portos) must be obtained through the ship’s Agent 24 hours in advance. 3. Vessels arriving from abroad will be visited by Port Authorities (Health, Police, Customs) as soon as mooring is completed. 4. Vessels awaiting berth at anchor are not allowed to be cleared by Port Authorities. 5. Mooring of large LPG carriers (import vessels) are carried out during daylight hours only. Three tugs are necessary for this manoeuvre.

We welcome all advice, updates and additions to this information.

BRAZIL 6. All ship’s movements inside port limits, irrespective of ship’s size or type, must be performed under tug assistance. 7. Anchorage areas have sand and mud bottom, providing good holding power. Nevertheless, keeping a close watch is a sound practice, specially under strong E.S.E. stormy winds, when the current can be strong enough to make the anchor drag. GENERAL: Ballast Disposal: Brazilian laws are very strict as far as pollution is concerned. Heavy fines will be imposed on vessels for the violation of pollution laws. No dirty ballast shore reception facilities are available in Suape. Barges: There are no barges in Suape. Cash Advances: Can be obtained in local currency through ship’s Agent, if advised beforehand. Charts and Nautical Publications: Some nautical charts and publications are accessible at the local Brazilian Navy Office in Recife. Ship’s Agent is to be contacted in advance. Compass Adjusting: No compass adjusters are available at Suape. Derat: There are derat companies in Recife. Services are to be requested through ship’s Agent. Explosion and Fire: In case of explosion or fire onboard of a moored vessel, all steps should be adopted in accordance with the best evaluation by the Terminal and vessel’s representatives for emergency procedures. Usually in this case, the vessel must be unberthed. Inert Gas System (IGS): According to SOLAS 74/78 Convention and Amendments, vessels are requested to carry an inert gas plant. Cargo tanks must be fully inerted and pressurised with inert gas at a percentage of O2 below 8% before start of operations, and must keep such condition throughout the operation. The Terminal must be informed of any problem with the inert gas system. Oil Pollution: Brazilian laws are very strict with regard to the pollution of coastal waters. In case of any pollution or risk of spill by crude oil, bunker, diesel or other products, either from the ship or from the Terminal, vessel must give immediate alarm to the Terminal, which has the following equipments available for prompt use: 135 m. of floating barrier. 1 oil skimmer for recovering 30 cu.m. of heavy fuel per hour. 10 absorbing cylinders. 2 marker buoys. 1 pilot boat and 2 tugs on stand-by for any emergency. Call Channel 16 on VHF radiotelephone. All involved costs will be for the Shipowner’s expense, since there is no doubt which vessel has provoked the spill. To reach that goal, Petrobras will evoke to international laws and schemes whose purpose is to appoint responsibility for sea pollution oil damages. Likewise, injury to someone else and damage to environment will be penalised according to the same international schemes, including waste spilling and garbage release. The Port Authorities (DPC and Port Captaincy) will impose fines foreseen by law. Remark: Pollution presently is foreseen by Law No. 7347 of 24.7.85 as a crime, subject to imprisonment and heavy fines. Launch Service: Launch service is usually provided by the pilot boat. Services may be arranged through ship’s Agent if prior notice is given. For the gas storage tanker moored on the breakwater, a launch service is provided by the Terminal. Laundry Service: 24 hour laundry service is available in Recife. Ship’s Agent is to be contacted well in advance. Mail: The nearest post office is located in the city of Ipojuca, about 15 km. from the pier. Platform Ladder: The berthing pier is not fitted with a platform ladder. The ship’s accommodation ladder or gangway is to be used. Provisions: Local shipchandlers are available to supply limited quantities of provisions, and may be contacted through the ship’s Agent. Ship’s Stores: Deck, engine and cabin items can be requested in advance through the ship’s Agent. There are many ship suppliers in Recife. SHIPMASTER’S REPORT: June 1991. Vessel: LPG Vessel, LOA 210 m. Port: Suape is a relatively new port constructed in the late 1980’s, mainly for petroleum products, LPG, containers and Roll-on/Roll-off vessels. It is situated approximately 50 km. South of Recife. As such there are no British Admiralty Charts of the port, although the breakwater arm is shown on B.A. Chart No. 3978 as a correction. The Brazilian Hydrographic Office do publish a chart of the port, however, during our visit it was out of stock in Recife. Communications: The vessel had good and early communications with the agent in Recife. At our request the agent forwarded details of the port, pilotage and anchorage, as well as information gleaned from Petrobras regarding the installation and Receiver’s requirements. Approach: See B.A. Chart No. 3978. The plan was to approach the port from the N.E. on a course of 214␥ to pass Cabo St. Agostinho at a distance of 4 miles, then to alter course to 255␥ with Agostinho light bearing 285␥ by 4.5 miles to take us to the pilot boarding ground, 1.5 miles E.N.E. of the breakwater head. Position fixing on the approach was easily achieved by radar, Ponta de Pedros headland, North of Recife, was positively identified at 30 miles and Olinde Lt. sighted at 24 miles. Fixing continued by radar down the coast past Recife. Cabo Agostinho was picked up at 24 miles range and the light was clearly seen at 18 miles. Whilst passing Recife the vessel was called by Recife Pilot Station, on VHF Channel 16, requesting confirmation of ETA. Berthing at Suape is carried out by Recife pilots who travel down to the port by road then use the local pilot boat to board the ship. The breakwater arm at Suape was easily identified at 12 miles on the radar and no problems existed in making our alteration of course to approach the port. Our echo sounder confirmed the soundings on the chart. Approximately 5 miles from the entrance we were able to contact the pilot on VHF Channel 16, shortly after which he left the port to rendezvous with us, 1.9 miles E.N.E. of the breakwater.

The pilot cutter is red hulled, approximately 10 m. in length and well found. It was able to come alongside in a moderate Easterly swell at a speed of 5 knots. Once onboard the pilot discussed the intended berthing, in reasonable English, then continued into the port on a course of 255␥ at 6 knots, passing 4 cables North of the harbour arm. Berthing: Once inside the harbour entrance, the course was rapidly altered to port, the reef, which forms the Western part of the port, being only 1,100 m. ahead as the vessel enters the harbour. When on a course of 203␥, the engines were put full astern and the vessel stopped in the water to enable the tugs to make fast. Three tugs (2 from Suape and 1 from Recife) were employed for berthing. ‘‘Mercurius’’, 1,200 s.h.p., made fast forward on the port bow with one ship’s line. ‘‘Pegasus’’, 2,000 s.h.p., made fast aft through the centre lead with 2 ship’s lines. ‘‘Zeus’’, (from Recife) 2,000 s.h.p., pushed on the port side amidships. The vessel was then brought, using tugs and engines, towards the jetty to berth on the East side, starboard side alongside. When the bow was approximately abeam of the Chicksan arms, the port anchor was dropped and the cable paid out as the vessel came alongside. The anchor is used to assist with the unmooring operation. It soon became apparent that the vessel was longer than the extreme distance between the mooring bollards on the jetty and that the mooring arrangement to secure the ship would be somewhat unorthodox. Despite it being a new port, the shore mooring facilities were not modern. They consisted of standard bollards, no quick release hooks and no winches to heave lines ashore. However, the fendering on the main platform of the jetty was good, comprising 4 large sprung fenders. First lines were the spoolers to the furthest bollards fore and aft. Once these were ashore, the pilot competently brought the vessel alongside mainly using the tugs. Speed of approach to the jetty being controlled by paying out on the port anchor chain. Mooring took a long time due to the mooring gang, comprising 4 men, having great difficulty in manually lifting our mooring wires onto the jetty. The problem was resolved by the ship heaving its own lines ashore, using messengers, led around the bollards and back to our winches. Due to the size of the ship, head and stern lines had to be sent from our main deck and crossed with the springs, and breast lines led from the forecastle and poop (See ‘‘Plan’’). The reason for the second from aft shore bollard not being used is that it was utilised by a product tanker on the opposite side of the jetty. This meant that 5 lines had to be placed on the aftermost bollard, causing handling problems. Once secure, the vessel’s accommodation ladder was lowered onto the jetty for access. There being no shore gangway and no place on which to land our D.O.T. gangway. Formalities: Immediately the gangway was down, a large number of officials boarded (Customs, Immigration, Health, Agriculture, etc.). The official papers required, corresponded very closely to the list given in ‘‘Guide to Port Entry’’ under Brazil (‘‘General‘‘). Very little English was spoken by the officials, however, the agent’s runner spoke excellent English and was extremely helpful in ensuring that all went smoothly. No problems were experienced and after usual customs were observed, the officials left for the return journey to Recife. The agents’s runner then assisted the Chief Officer in his dealings with the officials from the Receivers (Petrobras), and the surveyors. All of whom spoke very little English. No problems were experienced during these discussions and the computer generated Custody Transfer Report was readily accepted. Once all the usual safety documents and check lists had been completed pipeline connection began. No samples were taken by the shore personnel onboard prior to discharge, in-line sampling being conducted ashore during the discharge. It appeared that the receivers greatest concern was whether the cargo contained a smell additive, which is a legal requirement in Brazil. Discharge: 6,500 tonnes of Butane were consigned to Petrobras at this port. Information received prior to arrival was that the cargo be discharged heated, at a minimum temperature of ␣5␥C and at a minimum pressure of 8 bar. At the berth there is one LPG Chicksan of 6 in. diameter with an 8 in. ASA 300 connection. This was coupled to the Booster Module discharge line, utilising our 6 in. to 8 in. 300 ASA reducer. Discharge was planned to pump first to 30␺52 tonne cylindrical shore tanks owned by Novogas, NOB and CIA. Once these were full the remainder was to be pumped to 3 spheres, each of 2,000 tonnes capacity, owned by Petrobras, situated at the termination of a 1.5 km.␺10 in. shore line. Pumping was from one ship tank utilising 2 pumps, each of 450 cu.m./hr. supplying 2 booster pumps in parallel and the booster salt water heater. Maximum pressure permitted on the shore system being 21 bar. Once the temperatures and pressures had been stabalised the discharge proceeded very smoothly with no stoppages or delays. The average discharge rate achieved being 212 tonnes per hour at a back pressure of 14 bar. Due to the many destinations of the cargo, rates fluctuated from 150 tonnes/hr. to 260 tonnes/hr. and pressures from 8 bar to 19 bar. Communications with the terminal was via ship’s VHF on Channel 9. However, this proved somewhat difficult until it was established that both parties were fluent in pigeon Spanish. Petrobras representatives boarded to check rates, quantities, temperatures and pressures every 4 hours. The two Caleb Brett surveyors, one from Recife and one from Santos, proved pleasant and helpful. Both lived ashore during discharge. On completion of discharge, the Chicksan was drained back to the tank onboard and to the sea at the shore end. Paperwork on completion, was finished within 75 minutes.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Sailing: It is normal practice at this port to order the pilot for 3 hours after completion of cargo. As the paperwork was completed quickly, this resulted in the vessel waiting for almost 2 hours before the pilot arrived. Unmooring went very smoothly once sufficient labour was organised ashore to lift the mooring wires off the bollards. Two tugs were employed, one secured each end as for arrival. When all lines were let go the tugs pulled the vessel astern off the jetty, assisted by heaving on the port anchor chain which was laid out on berthing. Once clear of the berth the stern was pulled to starboard, towards the reef, and the bow swung to port to line up for departure from the harbour. The pilot disembarked as the ship passed the breakwater head and course was set for Santos, avoiding the isolated rock, least depth 11.5 m., marked by a buoy, 3 cables East of the breakwater. Other Points of Interest: LPG ships of greater than 35,000 tonnes displacement normally berth at the container jetty which is approximately 100 m. longer than the product jetty. A discharge line, contained within the jetty, and flexible hoses to the ship’s manifold are used. This line was out of use on the vessel’s visit. The fendering on the container jetty only comprises of truck tyres. The depth on this berth is 15 m. at M.L.W. as opposed to 12.5 m. on the products jetty. The prevailing winds at the port are S.E. throughout the year, however, on this occasion winds were N.E. Force 6 which caused a moderate swell to enter the harbour, causing minor ranging problems on the products jetty. This would not have been a problem had the vessel berthed at the container jetty with a proper mooring configuration. The ship took no stores or provisions at Suape although we were visited by a ship chandlers representative from Recife. The Chandler, Exportadora Star Ltda., Rua Do Apolo, 43 Recife., telex: (38) 811352, purports to belong to ISSA and is also a representative for Unitor. The agent suggested that they are reasonable. During our stay the agency was available during office hours direct on VHF Channel 13. SHIPMASTER’S REPORT: May 1992. Vessel: L.P.G. vessel. LOA 171 m. Chart: Brazilian Chart No. 906. Location: About 22 miles South of Recife. Development during 1987 and opened early in 1988 to handle mainly hydrocarbon products for the Pernambuco area. Protected by breakwater constructed of rough rock which is radar conspicuous. From the North, Recife is prominent and Cabo de S.Agostinho Lighthouse is conspicuous about 3 miles to the North of Suape Breakwater. Cabeco Sitiba Bank about half mile to East of breakwater is marked by a buoy. About 30 ships a month call at the port, of which half are foreign flag. Pilot: Pilot comes from Recife. Berthing and unberthing possible throughout 24 hours. Minimum notice of 3 hours for arriving and departing is required. Order pilot through Agents. When pilot is not on station, call Recife Pilot Station on Channel 16, working Channel 13. Pilot boards from small red launch about 0.5 miles N.E. of breakwater and departs inside breakwater. Pilotage is not particularly difficult. Pilot launch remains at Suape. We used the same pilot inward and outward, and he spoke good English. Tugs: Two moderate powered tugs on station at Suape, and seem to be permanently manned. Ship’s lines used. Both tugs were used inward and outward. The tugs berth on the S.W. corner of the Hydrocarbon Jetty. Anchorage: N.W. of breakwater head. Exposed as are all Brazilian East Coast Anchorages. Small vessels can safely anchor inside breakwater. Jetties: Two jetties available, one is used for petroleum products, to the East, and the other for dry cargo and containers (no cranes) to the West. Maximum draft is 9.0 m. The dry cargo pier has a Ro/Ro facility on its Eastern base. The petroleum jetty can take vessels up to 200 m. length, draft 12.0 m. maximum on the Eastern side and 11.0 m. on the Western side. Vessels can berth either side too, both sides of jetty, depending on their connection requirements. Ship’s amidships accommodation gangway can be landed on jetty, either side. The effective berthing flat face is 95 m. both sides. Fenders are good, rubber shock type. Moorings are fair. For maximum length ships, the leads will have little angle ahead and astern. Moorings handled by pilot boat. We used 3,2,2 each end. Both berths handle same products. Some swell inside harbour and open to S.E. wind. Pilot reported that weather rarely stops berthing/unberthing. Cargo: Petroleum Jetty handles LPG at ␣5␥C through 6 in. Chicksan and 4 in. Vapour Return Chicksan. Numerous storage tanks in different facilities about 1 mile away. Bunker C heavy fuel for power stations handled through 12 in. Chicksan, aviation gasolene handled through 2␺8 in. Chicksans and gas oil handled through 8 in. Chicksan (same Chicksan also handles gas alcohol outwards and for export). Jetty also sends fresh water outwards to other Brazilian areas, through manifold just inshore of Chicksans, through hoses. LPG surveys are long and tedious, take about 2 to 3 hours inwards and outwards with many surveyors from the different receivers. Use 20␥C with own SG. Pumping rate for LPG about 250 t.p.h. at 10 to 12 bar back pressure. Frequent stops due to full storage tanks. Terminal representative in control cabin on North end of jetty. Communication not very good. Difficult to find out pumping requirements.

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General: Fresh water: Through meter for both berths on jetty. Ship’s hoses used. Good rate. Agent: Difficult to contact other than through local Radio Station (ALRS), or if you have Brazilian coins for pay phone. Telephone: Public pay phone at base of jetty near gate. It is possible to dial direct (UK Operator 0008044). The line was clear. Stores: Available from several ship chandlers in Recife. We used Adriatico, who were fair. If payment is U.S. Dollars cash, Brazilian produce is good value, especially meat. Nearest that stores truck is allowed is about 200 m. from ship’s side. Chandlers provide some labour, but still awkward. Repairs: We had compressor shaft repaired with stainless steel and new bearings by Metalurgica Industrial Recife. A good job was done within 24 hours at reasonable price for U.S. Dollars (cash). Through invoicing, it would have cost 30% more. Authorities: Ship came coastwise from Fortaleza, so had ‘Riding’ papers. Even so, Immigration, Customs and Harbour Master boarded. In addition to coastwise papers, they required 6 copies Crew List, 1 copy Personal Effects List and 1 copy Stores List. Harbour Master sighted SISCONTRAM report messages and all ships papers. He also complained about Brazilian flag being wrapped around halyard. Shore Leave: No passes issued. No restrictions. Port is a long way from anywhere, and it is difficult to get a taxi. SHIPMASTER’S REPORT: January 2001. Vessel: 78,000 cu.m., LPG carrier. Cargo: Butane, 20,000 tonnes. Documents: The inward clearance party consists of 2 Customs Officers, 1 Immigration Officer, 1 Port Health Officer and ship’s Agent. Documents required for inwards clearance are: 8 Crew Lists. 3 Stores Lists. 3 Passenger (Nil) Lists. 3 Bonded Stores Lists. 3 Provisions Lists. 3 Narcotics Lists. 1 Vaccination List. 1 Maritime Health Declaration. Additionally, a Ballast Declaration form and a GMDSS Status form are required to be completed on arrival. Crew Lists must be prepared with Seaman’s Book numbers included (either nationality or Flag is acceptable), not passports. For those persons not holding a valid Seaman’s Book, such as supernumeraries (crew members’ wives), passport with a valid Brazilian Visa must be available, otherwise a fine of approximately U.S.$450 per person will be enforced. A valid working contract is also acceptable in lieu of the Seaman’s Book or Visa. Though much has been written about the strictness with which inward clearance is carried out at Brazilian ports, it would seem that this has been over-emphasised. Neither the Yellow Fever books or the extremely detailed List of Spare Parts (3 copies) that had been prepared, were scrutinised. There was no accommodation inspection, sanitary inspection or verification of ‘Nil’ expired food on board, check carried out. Bonded Stores: Even though one complete set of papers is attached to the Outward Clearance papers, there is no restriction on use of Bonded Stores en route to next Brazilian port. A fresh declaration can be made at the next port. Approaches: Our vessel approached from the S.E., which is straightforward, with the breakwater clearly identifiable on the radar PPI, at a range of 12 miles. Pilotage: Pilot boards at the anchorage from a small but well handled red hulled pilot cutter. The Pilot spoke good English and is competent. Anchorages: Our vessel anchored in a position with the end of the breakwater bearing 281␥(T) ␺ 1.6 miles, in depth of 17.0 m. Draft: Our vessel’s max. draft was 10.5 m. VHF: Contacting the Pilot Station on arrival was not possible. We found out that it is only manned when a vessel is expected to berth at the port. Contact was possible with receiving vessel ‘‘Al Bida’’, about 1 hour prior to our arrival (ETA), through whom our ETA was passed on to Port Control. Tugs: 3 tugs are used for berthing operations, one either end of the vessel using ship’s lines and one pushing. Storage Vessel: A storage vessel is normally moored starboard side to the inside of the breakwater, at the Berth ‘‘WR’’ (named after the vessel ‘‘World Rainbow’’ which originally performed this duty). Shuttle tankers berth port side alongside the port side of receiving (storage) vessel. Berthing: Though the approach is fairly straightforward and handled competently, actual mooring operation can be a time consuming and frustrating process, due to lack of availability of adequate messenger lines and handling crew on receiving vessel. It may be faster to use own messenger lines, passed around the bitts on the receiving vessel and heaved back on board as was done on our vessel. Final mooring line tie-up was 4-0-2, all wires. Discharging Operations: Cargo sampling and analysis takes approximately 4 hours. Only 1␺8 in. hose could be provided for the discharge, due to the receiving vessel only being able to locate 1␺150/300 ASA type reducer. On a previous call to the port by our vessel, the receiving vessel provided 2 compatible reducers. Discharge proceeds smoothly if the receiving vessel’s tanks are well prepared. If the shuttle tanker is equipped with heaters and a booster pump, the cargo can be discharged directly to shore tanks via the receiving vessel’s manifold. On this occasion, there was a stoppage delay of 14 hours to

We welcome all advice, updates and additions to this information.

BRAZIL allow the receiving vessel to create an ullage in their cargo tanks by pumping cargo ashore. Our total stay at the berth was 54 hours for discharging 20,000 tonnes of butane, at an average discharge rate of 660 tonnes./hr. Time: GMT minus 3 hours throughout the year. Gangway: The receiving vessel provides a ladder for access. Shore Leave: There are no restrictions on shore leave. Nearest town is Recife. Identification Cards: No shore passes required. Currency: Cash in U.S. Dollars (USD) can be provided, if the ship’s Master personally collects the cash from the bank. Storing: Provisions and Bonded Stores are available and very reasonably priced. AUTHORITY: Port Authority of Suape, Complexo Industrial Portuario, Rodovia PE-60, Km. 10, Engenho Massangana, CEP 55590-000, Ipojuca, Pernambuco, Brazil. Tel: ␣55 (81) 3527-5000. FAX: ␣55 (81) 3527-4220, 4026, 4336. Email: [email protected] Contact: Sergio Kano, President. Gilberto Barreto da Costa Pereira, Port Director. Operator: Petroleo Brasileiro S.A. – Petrobras, Rodovia PE-60, Km. 10, s/n, Suape, Ipojuca, Pernambuco, CEP 54500-000, Brazil. Tel: ␣55 (81) 3527-5000. FAX: ␣55 (81) 3527-4220, 3527-4026, 3527-4336. Email: [email protected] WWW: www.suape.com.br Contact: Richard Ward, Superintendent of DTNEST.

TRAMANDAI: 29.59 S. 50.08 W.

(See Plan)

LOCATION: Access to the Terminal: Tramandai SPM Terminal (TEDUT) is located 6 km. from the tourist seaside resort Tramandai, which is 113 km. from Porto Alegre, capital of the state of Rio Grande do Sul. The road is good. Airport is available for small aircraft only (35 minutes by air cabs from Porto Alegre to Osorio). Buoy Positions: The Buoys (SBMs) are positioned 1.9 miles and 3.7 miles from the shore, and their geographical co-ordinates are: Buoy 1 (West): Lat. 30␥ 00' 40" S., Long. 50␥ 05' 42" W. Buoy 2 (East): Lat. 30␥ 01' 52" S., Long. 50␥ 04' 36" W. IMPORTANT FEATURES: 1. The Terminal consists of 2 berths (Single Point Moorings) designed for unloading crude oil and/or naphtha, in order to supply Alberto Pasqualini Refinery (REFAP), located at Canoas, near Porto Alegre, in the state capital. Unloading of vessels is effected by 2 submarine pipelines, whose total lengths and diameters are: Buoy 1 (West): 3.8 km. – 2 lines of 28 in. Buoy 2 (East): 6.3 km. – 2 lines of 34 in. 2. Mooring Masters moor, unmoor and supervise hose lifting, connecting and the movements of all craft in the vicinity of the SPMs. 3. Ship’s windlass (warping heads, brakes, wildcats, etc.) must be in perfect operational condition, so that ship’s haul-in line/messenger can be heaved. 4. Maximum permitted draft for the Terminal is 16.0 m. at Buoy 1 and 19.0 m. at Buoy 2, in order to ensure a safe U.K.C., even under extreme operating sea conditions. 5. Amidships, derrick or crane effective capacity must be not less than 5 tonnes, so that hose can be hoisted and connected. 6. Minimum free distances between forward roller/fairlead sheaves must be 0.28 m., in order to allow the pass of the triangular plate and chafing chain. 7. The distance from bow to centre manifold must not be larger than 140 m. for mooring to Buoy 1 (West), or 180 m. for mooring to Buoy 2 (East). 8. Ship’s manifold should be equipped with flanges ANSI B 16.5 150 p.s.i. 9. Any emergency signal should also be immediately transmitted by radio on VHF Channel 16 or on 2182 kHz (AM or SSB). Notes: (a) Non-compliance of just one of the above stated conditions (Items 3, 4, 5, 6 or 7) could result in rejection of the ship as being unsuitable for the SPMs in Tramandai. (b) SPM Terminal is an offshore Single Point Mooring for tankers, connected to shore by a submarine pipeline. DOCUMENTS: Health: The following documents have to be submitted to the boarding Health Officials: 1 Vaccination List. 1 Certificate of Derat Exemption. 1 Maritime Health Declaration. 1 List of Drugs and Narcotics. 1 Passengers in Transit List. 1 Passenger List. Immigration and Maritime Police: The following documents have to be submitted to the boarding Maritime Police Officials: 3 Crew Lists. 1 General List. 3 Passenger Lists. 3 Passengers in Transit Lists. Customs: The following documents have to be submitted to the boarding Customs Officials: 1 Crew List. 3 Spare Parts Lists. 3 Stores Lists. 3 Provisions Lists. 1 Cargo Manifest. 1 Bills of Lading. 2 Passenger Lists. 2 Passengers in Transit Lists. 3 Crew Personal Effects Lists. 3 Passengers Personal Effects Lists.

NOTE: Supplies, stores, cigarettes, cigars, tobacco, alcoholic beverages, arms, ammunitions, souvenirs, playing cards, drugs and narcotics, medicines (not in use), etc., must be kept under lock and key. The doors of the storage rooms will be sealed by the Customs Officials, and the seal must be kept unbroken throughout the vessel’s stay in port. Any goods or personal effects omitted from the lists may be confiscated. Extracts of Sea Protest drawn out from the Log Book must be submitted to the boarding Customs Officials, in case of accidents which have caused damage or loss of the cargo or part of it. Ship’s Agent: The ship’s Agent will need the following documents: 3 Passenger Lists. 3 Passengers in Transit Lists. 3 Crew Lists. The Agent will take care of necessary steps in order to grant the Disembarkation Cards. Leaving Clearance: Masters must appoint their ship’s Agent at Porto Alegre and have their International Safety Certificates in force. It is also necessary for vessels Leaving Clearance: Leaving Permit from Customs. Leaving Permit from the Captain of the Port. Leaving Permit from the Maritime Police. Leaving Permit from Brazil Mail (Passe da ECT). Notes: 1. The Customs flag (blue with a white star) must be flown from the vessel’s mast or yard upon the visit throughout the vessel’s stay in port. 2. Special licence from the Captain of the Port must be granted for passengers bound for foreign countries. Therefore their names must be given and their Passports delivered to Agents at least 48 hours before application for the vessel’s Leaving Permit. 3. The number of disembarking passengers must be radioed to Agents at least 24 hours before the vessel’s expected time of arrival. APPROACHES: Evolution Basin: It extends to the East of the buoys in the open sea. Water depths range from 20 m. – 25 m. in the area of the SPMs. Isobatic lines run parallel to the coast. 50 m., at about 20 miles. 25 m., at about 5 miles and 20 m., at about 2 miles from shore. Current: The currents crossing the area are of about one knot. Wind: The dominant winds are N.E. during all seasons of the year. Winds West/S.W. are stronger and last longer in Autumn and Winter. Note: Manoeuvring within the Evolution Basin is safe, even at night-time. Charts and Publications: (a) Brazilian Charts: 2.000 and 2.010 (Brazilian Navy Hydrographic Office). (b) Foreign Charts: No. 24.110 of the U.S. NOO (Old No. 2.495) and No. 3969 of the B.A. (UK). (c) Brazilian HO Publications: Sailing Directions DH 1-8. List of Lights DH 2-11. Radio Aids DH 8-8. Landing Approaches: There are 3 conspicuous water towers: Tourist, Agrimer and Tramandai. There is also a small radar and meteorological watch steel tower, near the pier positioned at Lat. 29␥ 58' 32" S., Long. 50␥ 07' 18" W. Navigational Aids: (a) South of Tramandai there is a light – International No. G 0607,4. Position: Lat. 30␥ 00' 27" S., Long. 50␥ 08' 04" W. Characteristics: Gr. Fl. (3) W. 12 sec. Height of Light: 25 m. Range: 15 miles. Description: Cylindrical brick tower painted in white and black squares – Radar reflectors are also provided. Reference: List of Lights (Brazilian Navy HO publication DH 2 – Lista de Farois). (b) Radio Beacon: Signal letters: FB (Fox Bravo) Frequency: 300 kHz. Range: 300 miles. Position: Lat. 30␥ 00' 34" S., Long. 50␥ 08' 08" W. (c) SPMs Lights: Characteristics: Buoy 1 – SBM: 1 period 3 sec. 1 flash 0.3 sec. 1 eclipse 2.7 sec. Buoy 2 – SBM: 1 period 3 sec. 1 flash 0.3 sec. 1 eclipse 2.7 sec. (d) Conspicuous Landmarks: 3 water towers (Tourist, Agrimer and Tramandai) and one watch tower. PILOTAGE: (a) There are no Pilots services available at Tramandai. (b) Pilotage is not compulsory in the area of the SPM, either when making for it, mooring at it or clearing the SPM. TEDUT provides a duly trained Mooring Master to assist Masters of vessels operating at the SPM. His services are presently rendered without charge. Upon arriving at one of the anchorage sites appointed by the Mooring Master, the Master of the vessel starts being duly guided by the Mooring Master. For approaching manoeuvres, and after mooring to the SBM, the Master of the vessel will be assisted by the Mooring Master who boarded the vessel in the proper site and will help the Master of the vessel as far as the operational activities in the area are concerned, such as mooring, hose connection, discharge, hose disconnnection and unmooring, as well as control of small craft that render assistance to the vessel.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL It is the responsibility of the Master of the vessel to notify the Mooring Master of any special conditions, difficulties or peculiarities of the vessel, such as defective navigational equipment, mooring lines, tackle gear, helm, engine or boiler deficiencies or lack of necessary equipment which might impose hazards in connection with handling, mooring, unmooring and actually operating the vessel. The Mooring Master must immediately be advised about any acts or facts which may jeopardise the safety of the vessel or the system, as well as operational events which may possibly alter the existing conditions. The vessel must be moored to the entire satisfaction of both the Master and the Mooring Master. The Mooring Master will remain on board the vessel throughout the vessel’s stay at the SPM and will notify the Terminal Superintendent about any operational failures; and the vessel may be ordered off the SPM and refuse to be accepted in future, unless corrective action by the ship is immediately taken. The Mooring Master will notify the Master of the vessel, in writing, about disregard of the operational requirements established upon arrival of the ship. Mooring Master’s Station and Launch Pier: The Mooring Master’s station and the Launch Pier are located on the left edge of the Tramandai River – PETROBRAS concessionary area – 400 m. up from the bar’s entrance. The bar is shallow and narrow; only small, powerful craft handled by an experienced crew are able to enter the mouth of the river safely. No outer breakwater exists to serve as an immediate refuge harbour for small craft in heavy weather (seas). The general lay-out of the Terminal is shown on Brazilian Navy Hydrographic Office Chart No. DHN 2010. ANCHORAGES: (a) The advisable anchorage site is 2 miles N.E. of the Buoy 2 (East). Geographical position: Lat. 29␥ 59' 39" S., Long. 50␥ 03' 34" W. Depth: 23 m. Seabed: Fine sand and mud. (b) Mooring Master will board arriving tankers in this area. (c) Due to the peculiar conditions of the Terminal, mooring should be undertaken only at daylight. (d) Sometimes the leaving of launches seawards depends on the height of tide and the strength of the waves upon the shore. Thus, tankers will have to wait for favourable weather conditions so that mooring may safely be started. Important: As requested by Petrobras, vessels are not to anchor less than 1 mile from the buoy, and under no circumstances are tankers to drop anchor in the stretch of the area between the buoy and the shore, due to the existence of submarine pipelines. RESTRICTIONS: Mooring/unmooring is always performed during daylight. Discharging takes place during daylight, although it is also permitted at night, subject to weather conditions. When wind force reaches approximate Beaufort Scale 8 and wave height is 3.5 m. high, emergency disconnecting operation will take place even at night-time. MAX. SIZE: The SBM system is suitable for following tanker’s sizes and drafts: Buoy 1 (West): Designed for 200,000 d.w.t. tankers, maximum draft 16.0 m. (52 ft.) in depth 20.0 m. Buoy 2 (East): Designed for 200,000 d.w.t. tankers, maximum draft 19.0 m. (62 ft.) in depth 25.0 m. NOTE: The size of the vessel is limited by the structural resistance of the buoys. However, Tramandai local depths are ultimately the actual limitation. HEALTH: Display of quarantine signal ‘‘Quebec’’ flag on approach to Tramandai must be maintained until Free Pratique is granted. The national Brazilian flag should remain hoisted throughout vessel’s stay in the Terminal. Also see ‘‘Documents’’. Free Pratique: Vessels bound for TEDUT, when entering the SPM or anchorage area, are inspected by Health, Customs and Maritime Police Officials. Ship’s Agent must apply beforehand for these visits. Special visits may sometimes be granted at TEDUT ground facilities. Any and every document issued or otherwise related to ship’s clearance at the last port of call is required for immediate inspection by the boarding Officials. RADIO: Pre-Arrival Radio Procedures: Vessels bound for Tramandai should advise their ETA 48 hours prior to arrival to their Agent (through ‘‘PPR’’ Rio Radio). In turn that station will send messages to the Terminal. Confirmation or change of ETA should be cabled 24 hours before arrival. Vessels may also contact TEDUT radio telephony station, either in AM or SSB on the following channels and frequencies: VHF conventional frequencies: Channels 11, 13, 14 and 16 on 156.55/165.65/165.70/156.80 MHz respectively. SSB frequencies: 2,182/2,815/4,383.38/8,770.8 and 2,647/ 4,078.8/8,120.8 kHz for listening. Also see ‘‘Agent’s Report’’ dated April 2000. Note: All ETAs should indicate whether it is Local Time or GMT. VHF: See ‘‘Radio’’. TUGS: Launches: Mooring, unmooring and connection operations are assisted by the Terminal’s launches. While rendering such assistance the boats act under orders of the Mooring Master. Usually 2 service boats are at his disposition. Besides operational assistance, they undertake transportation of Mooring Masters, personnel, Agents, ship chandlers and Port Authorities.

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BERTHING: Buoy (SPM): Both SBMs are equipped with lights and radar reflectors. Mooring System: The mooring system consists of: (a) Two berths (single point mooring: sea buoy with turntable). (b) Two nylon floating hawsers for each buoy for bow mooring, which are permanently attached to the buoys. Each 16 in. and 53 m. long hawser (braided or twisted strings 3␺3). This set is kept from sinking by the sustaining buoy. (c) Two main floating unloading hoses 16 in. for dirty petroleum products and 12 in. for clear petroleum products at each buoy. Average Operations Times: (a) Approaching the SPM: 1 hour. (b) Placing mooring and connection equipment aboard ship: 20 minutes. (c) Mooring: 20 minutes. (d) Hose lifting: 5 minutes. (e) Hose connecting: 90 minutes. (f) Hose disconnecting: 60 minutes. (g) Unmooring: 5 minutes. (h) Removal of personnel: 10 minutes. (i) Ballast of the vessel is performed during unloading. Mooring Turn (Arrival): Arrival time is considered to be the instant the vessel reaches the anchorage area or the time the Mooring Master boards the vessel, whichever occurs first. However, Notice of Readiness will not be considered as the time of arrival unless the vessel is in all respects ready to discharge. In the event berthing is delayed by weather conditions, tankers will be unloaded in turn. If however, the weather is so bad that the port is closed and vessels awaiting discharge have to go out to sea, TEDUT may discharge another vessel bound for the Terminal if it arrives before the return of the delayed vessel. More rarely, the Terminal Superintendent may grant priority to a particular vessel out of turn, in special circumstances only. Exceptionally, and at the discretion of the Terminal Superintendent, two tankers will discharge at the same time. Occasionally, on account of weather or operational conveniences, tankers are diverted to other ports either fully or partially loaded. These orders usually come from Charterers or Agents. The Terminal only conveys these instructions. Mooring: The Mooring Master will advise on the method of securing the ship. Tankers are usually moored by 2 bow nylon hawsers with 16 in. ␺ 53 m. length and 2 chafing chains which are permanently fastened to the buoy’s turntable. Vessel’s haul-in/messengers nylon lines are then shackled, one at a time, to the pick-up wires of the chafing chains by the launch crew and hove in (through the vessel’s windlass warping bollard) until the length of the chafing chains are brought over the vessel’s roller chocks/fairleads. Eventually, ship’s engine will help the lead-in ropes (vessel’s messenger) in coming up to the SPM. The following items must be observed: (a) Anchors must be well at home and secured with stoppers and brakes. (b) Tankers must have steam on deck and crew ready at stations (6 men on the forecastle head, at least). For pulling the ship near the SPM, 2 good eye-spliced (3 in. at least) nylon haul-in lines must be ready, at each side, on the forecastle head, to be given to the launch which in turn will shackle them to the hawser’s pick-up wires (marked by small spar buoys). On the near approach to the SPM and after the vessel’s haul-in line is shackled to the pick-up wire, that line will be heaved aboard. When the chafing chain is brought over the vessel’s roller chock fairlead (the triangular plate being on the forecastle deck), this plate will be secured, by means of a 2 in. joining shackle, to a set of chain stoppers with Senhouse slip which, by that time, must have been tied to the vessel’s bitts through a wire strop. After the joining shackle is properly attached, the weight of the vessel can be fully taken on chain stopper/Senhouse slip/wire strop set by slacking off the haul-in line around the warping bollard of windlass. Note: As a member of the SPM FORUM, PETROBRAS has been attending to the meeting of improving and standardising gear, mooring arrangements, self-mooring, etc. In future time, when fitted, Smit’s mooring/towing bracket will be utilised. Unmooring: The Mooring Master will convey a message to the Launch Station stating the estimated time for the completion of discharge and asking the launches to unmoor the vessel. Then, hose disconnecting is undertaken aboard ship. For unmooring, the vessel must wait for the arrival of the launch that will leave her station as long as weather conditions permit, and if there is enough light, so that the ship can safely unmoor. After unmooring takes place, the launch comes alongside ship so that all material and personnel (Terminal and Agent’s representatives, Port Officials) can be transferred. The vessel is then ready to leave the Terminal. Remarks: Whenever the previously established limits (wind and wave) are reached, the vessel will be instructed to interrupt pumping cargo and let go lines as soon as possible, during all the time the vessel is moored to the SPM she must be ready to clear berth under her own power immediately (stand-by). MEDICAL: Medical treatment and/or hospitalisation, if required, are provided at Tramandai or Osorio private hospitals. Serious illness will usually be treated in Porto Alegre. Dentists are also available in Tramandai. For emergency cases (injury, etc.) TEDUT first medical aid may be requested by the Master. As usual, Agent will make such arrangements. CARGO OPERATIONS: Floating and Submarine Hoses: Two lines of floating hoses for discharge provide the oil flow connection between the tanker and each SPM. Also 2 lines of submarine hoses connect the bottom of the buoy to the pipeline ending manifold. The outer floating line of Buoy 1 consists of 16 sections of 16 in. hose and 5 sections of 12 in. hose. Its inner floating line consists of 15 sections of 20 in. hose and 5 sections of 12 in. hose.

We welcome all advice, updates and additions to this information.

BRAZIL The outer floating line of the Buoy 2 consists of 21 sections of 20 in. hose, and its inner line consists of 20 sections of 20 in. hose and 5 sections of 16 in. hose. The total length at Buoy 1 is 220 m. and at Buoy 2 is 240 m. Both lines can support a working pressure of 7 kg./sq.cm. Pumping flow rates for oil viscosity 60 SSU are 5,500 cu.m./hr. (34,500 bbl./hr.) at Buoy 1 with 2␺28 in. pipelines and 2␺12 in. floating lines. At Buoy 2, pumping flow rates are of 7,660 cu.m./hr. (48,100 bbl./hr.), with 2␺16 in. floating lines and 2␺34 in. pipelines. Hose Connection: The Mooring Master will guide the Terminal’s workmen in lifting, connecting and lowering the hoses. Immediately after the vessel is securely moored, the 16 in. (Buoy No. 2) and 12 in. (Buoy No. 1) floating hoses (derived from the main 20 in. hose by means of a ‘‘Y’’ piece) must be individually lifted to the rail by the ship’s gear (5 ton minimum). Sundry hose securing and connecting equipment (strops, gaskets, nuts, bolts, wrenches, etc.) will be supplied by the Terminal and put aboard the ship just after arrival. Hoses will be lifted by ship’s derrick preferably on the port side. Note: When wind force reaches about 8 on the Beaufort Scale, and waves are 3.5 m. high, emergency disconnecting operation will take place, even at night-time. Unloading: At the beginning of and during the unloading operation, tankers are requested to observe the following: (a) Pumping must not be started without permission of the Mooring Master. (b) The maximum allowable pressure is 7 kg./sq.cm. (c) While the vessel is moored, the vertical angle formed by the nylon hawsers and the sea level should not exceed 30␥, for safety of the SBM’s turntable. When due either to excessive pitching or for being trimmed too much by the stern (uneven keel condition) because of oil that has been discharged from the fore tanks, pumping of ballast must be concentrated in these tanks, even if interruption of unloading becomes mandatory. So the Mooring Master may require cargo to be discharged, in certain stages, either from aft or for’d compartments. (d) As a rule, when unloading is over, the ship should have on board at least 40% of her total d.w.t. tonnage. (e) A lookout by a responsible crewman on the forecastle head and at the manifold area to keep watch on the mooring and connections. (f) Besides the Mooring Master himself, some Terminal workmen stay aboard ship during the whole operation time. Therefore, rooms and meals for one officer and 6 crewmen should be supplied. (g) During inclement weather conditions, unloading must be stopped according to Mooring Master. (h) Upon completion of discharge, the Mooring Master will require the ship to pump sea water through the submarine pipelines to displace the remaining oil. BALLAST: No slop facilities are available for dirty ballast. Brazilian laws are very strict with regard to the pollution of coastal waters. Vessels are not allowed to discharge dirty ballast into the water. Heavy fines are imposed for violations. Tramandai is the largest Rio Grande do Sul seaside resort and any pollution of the sea in this area will cause damage to the beaches. Hence, no dirty ballast or any oily residues must be pumped overboard within a range of over 50 miles, if no safer alternative exists. POLLUTION: Brazilian Laws are very strict with regard to the pollution of coastal waters. Vessels are not allowed to discharge dirty ballast into the water. Heavy fines are imposed for violations. All overboard discharge valves from cargo tanks and bilges are to be secured before discharge starts. Transferring cargo is to be conducted with the greatest care and vigilance in order that errors or delays in handling cargo valves may not result in overflows. All deck scuppers should be plugged so as to avoid contamination of water if such an oil spill occurs. Similarly, any hull leakages will be subject to equal restrictions. Tramandai being the largest Rio Grande do Sul seaside resort, any pollution of the sea in this area will cause damage to the beaches with disastrous effects. Therefore, vessels are requested to avoid any possible pollution of the local waters by crude oil, bunker, diesel or bilge pumped or spilled overboard. Hence, no dirty ballast or any oily residues must be pumped overboard within a range of over 50 miles, if no safe alternative exists. The scope is the complete elimination of the willful and intentional operational pollution of the seas by oil and noxious substances other than oil and the minimisation of accidental spills. Remark: Pollution presently is foreseen by Law (7347 of 24107185) as crime, subject to reclusion and heavy fines. FRESH WATER: Not available. FUEL: Not available. CONSULS: No consular representatives are reported to exist in the area; however, there are consulates of most maritime nations in Porto Alegre. SURVEYORS: There are no Classification Societies surveyors in Tramandai, but they may attend the vessel if requested by the Agent. Petroleum Inspectors: Petroleum inspectors are not available in Tramandai. Nevertheless, if arranged in sufficient time, they may be requested from the foregoing addresses: SGS (Rio Grande), Av. Atalaia 1822, Rio Grande – RS, CEP 96203-000. Tel: (0532) 302200. Fax: (0532) 302236. SGS (Poa), Rua Largo Visconde do Cairu, 12-14 andar, Porto Alegre – RS, CEP 90030-110. Tel: 227-5711. Fax: 226-0033. Caleb Brett (Pelotas), Av. Duque de Caxias 726, Pelotas – RS, CEP 96030-002. Tel: (0532) 71-2098. CUSTOMS ALLOWANCES: Customs Requirements: Brazilian laws are strict with regard to smuggling and Masters are requested to instruct their crews not to retain cigarettes in carton lots, cigars, tobacco, alcoholic drinks, drugs, souvenirs, etc. These should be collected prior to arrival, listed with the items in the slop chest and placed in the custody

of the Master for deposit in the chest or closet which will then be sealed for the duration of the vessel’s stay at the mooring. By no means will any commercial transactions be tolerated, be it either among terminal employees, crew members or anyone else. TIME: GMT minus 3 hours. GMT minus 2 hours in Summer. SHORE LEAVE: Not allowed. GARBAGE DISPOSAL: Not available. WASTE OIL DISPOSAL: Not available. SEAMAN’S CLUBS: None. GENERAL: Provisions and Stores: Provisions and stores are ordered through the ship’s Agent or direct through ship chandlers; the majority of items come from Porto Alegre, but some of them may be obtained in Tramandai or Osorio. Lubricating Oil: Supplies of lub oil are expensive and available in emergencies and in very small quantities only. Purchase and delivery are difficult. Ship’s Agent should be advised by radio as soon as possible. Cash Advance: No cash advances are effected by the Terminal. As a rule, the Agent will be able to handle this service when previously requested by radio. Mail: There is a post office in Tramandai. Letters should be sent care of the ship’s Agent. In turn, he will deliver the letters to the ship upon arrival. Radio and Radar Repairs: Minor radar and radio repairs may be undertaken in Tramandai, provided that prior notice has been given to the ship’s Agent. Laundry: Laundry facilities are available in Tramandai. Bonded Stores: Cigarettes, beverages or other goods are not available in Tramandai. Charts and Sailing Directions: No supply of charts, sailing directions or other publications are available in Tramandai. However, if orderd in advance to Agent, they may be obtained through him. Visitors: Visitors to ships are prohibited, except for Company’s employees, Port Officials, Surveyors, etc., whose duties require their presence on board. Watches: An efficient watch must be maintained on deck and in the engine room; a sufficient and qualified number of men must be able to move the moored vessel in emergency situations. Seamen Left Ashore: In case of seamen left ashore for hospitalisation, repatriation or other reason, all expenses are for the ship’s account. General Information: Although vessels can safely discharge and disconnect hoses by night, so far the same does apply to mooring and connecting operations which may only be commenced at daylight. Nevertheless, exceptions may be made at the discretion of the Terminal Superintendent. Constant Readiness: Since moorings are in open roadstead, vessel’s engines and gear must be ready with full power for immediate use through the period the vessel is moored and the ship must be able to clear the mooring immediately on the advice of the Mooring Master or Superintendent of the Terminal. Whenever necessary, vessels may use their own power to prevent riding upon the SBM. SHIPMASTER’S REPORT: July 1994. Berth: Petrobras/DT Sul – SBM. Cargo: Discharging naphtha. Connection: Hoses. General: SBM very open to weather, and vessel may be delayed in berthing or may have to vacate berth (2 SBM’s operational). AGENT’S REPORT: April 2000. Location: This open sea Terminal is owned and operated by the National Oil Company Petrobras, located offshore of Tramandai, 135 km. East of Porto Alegre. Geographical Position: Buoy No. 1: Lat. 30␥ 00' 34" S., Long. 50␥ 05' 42" W. Buoy No. 2: Lat. 30␥ 01' 52" S., Long. 50␥ 04' 35" W. Pilotage: Pilots board the vessel 3 to 5 miles East of the buoys, and outbound disembark East of the buoys, with the vessel heading for the open sea. Petrobras charge either Owners, Charterers or Agents for mooring/unmooring gangs and Pilots used at their Terminal. Approaches: There is a lighthouse and a radio beacon located at Lat. 30␥ 00' 27" S., Long. 50␥ 08' 04" W. The lighthouse is 25 m. above sea level and made of bricks with black and white losangles painted on it. The light beacon produces 3 white flashes every 12 sec. with a range of 15 miles. Max. Size: Buoy No. 1: Max. 105,000 d.w.t., max. draft 16.0 m. Buoy No. 2: Max. 200,000 d.w.t., max. draft 19.0 m. Vessels of any length are allowed to operate in the basin. Radio: The radio beacon transmits on frequency 300 kHz with range of 300 miles and the characteristic signal letters ‘‘FB’’. All incoming vessels, when approaching the Evolution Basin, must establish early contact with the Terminal, calling Petrobras-Tramandai on the following frequencies: VHF Channel 14 2182/2182 2638/2638 4125/4125 4084.6/4379.1 8216.7/8740.7 Also see ‘‘Approaches’’. Vessel’s Clearance: Master can request radio Free Pratique, addressing the cable 72 hours prior to arrival to the Agent. This will allow vessel to commence discharge without delay.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL AUTHORITY: Petrobras/Detran/Dicop, Av. Republica do Chile 65, 2101 H, Centro, Rio de Janeiro, R.J., CEP 20035-900, Brazil. Tel: ␣55 (21) 534-2470. FAX: ␣55 (21) 534-6301. WWW: www.petrobras.com.br Contact: Eugenio Koslinski, Manager Operations and Transport. Terminal: Petroleo Brasileiro, S.A. – PETROBRAS, TEDUT, Rodovia Cristovao Pereira de Abreu 103, CEP 95520-000 Oso’Rio-RS, Brazil. Tel: ␣55 (51) 627-1088. FAX: ␣55 (51) 477-3924. WWW: www.refap.petrobras.com.br Contact: Luiz Vicente M. Costa, General Manager.

TUBARAO, including Praia Mole: 20.17 S. 40.15 W. (See Plan) LOCATION: The port is located in the State of Espirito Santo, in the City of Vitoria on the North side of Espirito Santo Bay, Ponta de Tubarao. Tubarao Port: Lat. 20␥ 17' 35" S., Long. 40␥ 14' 51" W. Coal Terminal: Lat. 20␥ 17' 52" S., Long. 40␥ 14' 12" W. Nautical Publications: The following Brazilian charts will prove useful: DHN Charts No. 1401 and 1410. For passage planning along the Brazilian coast, DHN ‘East Coast Routing’ covers Tubarao Port. PORT LIMITS: Tubarao Port: Tubarao port limits are defined by the following geographical co-ordinates: (a) Lat. 20␥ 17' 35" S., Long. 40␥ 14' 51" W. (b) Lat. 20␥ 17' 53" S., Long. 40␥ 14' 53" W. (c) Lat. 20␥ 19' 39" S., Long. 40␥ 14' 23" W. (d) Lat. 20␥ 19' 41" S., Long. 40␥ 14' 35" W. (e) Lat. 20␥ 17' 27" S., Long. 40␥ 15' 17" W. (f) Lat. 20␥ 17' 00" S., Long. 40␥ 14' 51" W. Praia Mole Coal Terminal: The Coal Terminal limits are defined by the following geographical co-ordinates: (a) Lat. 20␥ 17' 52" S., Long. 40␥ 14' 12" W. (b) Lat. 20␥ 17' 47" S., Long. 40␥ 14' 15" W. (c) Lat. 20␥ 17' 34" S., Long. 40␥ 13' 52" W. The Coal Terminal navigational limits are defined by the following geographical co-ordinates: (a) Lat. 20␥ 17' 52" S., Long. 40␥ 14' 12" W. (b) Lat. 20␥ 18' 12" S., Long. 40␥ 14' 47" W. (c) Lat. 20␥ 19' 39" S., Long. 40␥ 14' 23" W. (d) Lat. 20␥ 19' 41" S., Long. 40␥ 14' 35" W. (e) Lat. 20␥ 18' 13" S., Long. 40␥ 14' 19" W. (f) Lat. 20␥ 17' 34" S., Long. 40␥ 13' 52" W. APPROACHES: Tubarao Port Access Channel: The access channel is length 3,800 m., width 285 m. and dredged to 22.5 m. and runs in a 344.5␥-164.5␥ direction. The beginning of the channel is marked by a red light buoy in position Lat. 20␥ 19' 42" S., Long. 40␥ 14' 24" W. and a white light buoy in position Lat. 20␥ 19' 42" S., Long. 40␥ 14' 36" W. (See DHN Chart 1401). Turning Basin: The Turning Basin in Tubarao Port is radius 300 m., centred on the geographical position Lat. 20␥ 17' 30" S., Long. 40␥ 15' 03" W. Praia Mole Access Channel: Vessels destined for the Coal Terminal at Praia Mole Port, located on the Northern edge of the access channel to the port of Tubarao, use this channel as far as slightly ahead of Buoy No. 5 (LF. ev. 3 secs.) turning to the N.E. to enter the terminal manoeuvring basin. The channel length is 4,100 m., minimum width 150 m., and max. operational depth 18.0 m. Turning Basin: The Turning Basin at the Coal Terminal is radius 250 m., centred on the geographical position Lat. 20␥ 17' 53" S., Long. 40␥ 14' 30" W. Tides: Tidal variation is small, on average, tide height average 1.2 m., there being 2 high tides and 2 low tides each day. The coastal current generally runs to the South with an average speed of 1 km./hr. The current is less constant in May and June. The maximum size of wave is 1.5 m. with wind coming from N.E. and 2.5 m. with S.W. wind. Manoeuvring Area: The manoeuvring area for berthing and unberthing has a width of 150 m. along the whole length of the quay, the manoeuvring basin has a diameter of 600 m. and depth of 14.0 m. Anchoring is prohibited in the access channel and the manoeuvring area without permission of the Tubarao Port Administration. PILOTAGE: Pilotage is compulsory between the anchorage and the berth. Port Operators (CVRD) make request for the Pilot 2 hours in advance (minimum). The vessel should indicate the time of arrival of the vessel at the entrance and from which point pilotage is required. Pilot may be contacted on the following VHF Channels: 16 for constant listening and 10, 12, 14 and 74 for conversations. Compulsory pilotage area is from the anchorage area where the Pilot embarks the access channel, the manoeuvring basin and the existing piers in the port. After a Pilot receives advice of vessels arrival it takes 50 minutes for the Pilot to embark, this is done by a launch of the Vitoria Pilot Service. No difficulties are encountered when embarking except when the sea is very rough and there are strong winds. In such cases if necessary, Masters are motivated to make a lee on embarking ship’s side. Requirement for 2 Pilots: It is compulsory for ships to carry 2 Pilots: (a) If the ship is 100,000 d.w.t. and larger with bridge wings not extending to the full width of the ship. (b) Berthing at the Praia Mole Coal Terminal and draft is greater than 15.5 m. and/or LOA exceeds 300 m. Pilotage Area: The inner maritime area is limited by the circumference of 2.5 miles radius, centered on the Tubarao South Light in the sector included between 340␥ and the island Boi, as far as the berth. ANCHORAGES: There is one inner and 2 outer anchorages. The outer short stay anchorage is bounded by the following co-ordinates: (a) Lat. 20␥ 17' 30" S., Long. 40␥ 13' 26" W. (b) Lat. 20␥ 18' 24" S., Long. 40␥ 13' 19" W.

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(c) Lat. 20␥ 19' 01" S., Long. 40␥ 14' 01" W. (d) Lat. 20␥ 18' 06" S., Long. 40␥ 14' 13" W. The outer long stay anchorage is located in position Lat. 20␥ 19' 18" S., Long. 40␥ 13' 42" W. The inner anchorage is the Turning Basin, which can only be used as a temporary anchorage and is subject to the Port Administration’s discretion and with Maritime Authority’s agreement. Vessels in quarantine must anchor in an optional area indicated on Chart 1401. RESTRICTIONS: Port operates 24 hours. Ships in Ballast Condition: Vessels in light ballast condition shall not have a forward draft that is less than 35% of their aft draft. For manoeuvring operations while in the ballasted condition, propeller and rudder total immersion shall be observed as far as is practicable. MAX. SIZE: Tubarao Port: Max. draft in the channel is 20.0 m. and in the Turning Basin 14.0 m. plus tide height. Praia Mole Port Coal Terminal: Max. draft in the channel is 16.0 m. and in the Turning Basin 15.5 m. plus tide height. Also see ‘‘Berthing’’. HEALTH: Free Pratique may be obtained by radio, the message being sent to the ship’s Agent by radio via PPO (Olinda), PPJ (Juncao), PPR (Rio) or PPL (Belem), or by Inmarsat, at least 72 hours prior to the vessels arrival. Declaration of Health must be prepared and typed in order that it may be delivered to the doctor when he comes on board. Any contagious diseases or symptoms of that, detected on board, must be clearly declared by Master to the Port Health and Sanitary Authorities. RADIO: Preparation of Cargo Plan: Cargo plans must be addressed to Tubarao Port Operations, and must be sent not less than 7 days in advance of expected arrival date to the Port Administration. VHF: Vitoria Radio Station operates on Channels 16 and 70. The general calling frequency for the port is Channel 16. The Pilot Station operates on Channels 14 and 74. Pilot inter-ship, Terminal and manoeuvring communications are conducted on Channels 10 and 12. The port’s Terminal Inspectors communicate with ships on Channels 6 and 13. TUGS: Two tugs of at least 1,500 h.p. are used when proceeding from the entrance to the manoeuvring area off the berth. When berthing 4 tugs and 1 launch assist. The tugs will meet the vessel near Buoys No. 3 and No. 4 in the access channel. Name H.P. Bollard Pull Aries 2,170 34.0 Atlas 4,426 58.6 Carajas 2,540 30.7 Eridanus 1,830 27.1 Guarapari 4,000 51.3 Helio Ferraz 3,360 31.8 Lynix 2,170 29.6 Trombetas 2,540 21.9 Tubarao 2,000 35.3 Ursa 1,830 29.4 Abais 4,000 51.3 BERTHING: Should a vessel be departing at the same time as another vessel is entering, the vessel which is leaving has priority and the vessel which is waiting to enter must wait outside the entrance channel. Vessels are not permitted to pass each other in the channel or the manoeuvring basin. The decision to manoeuvre will be taken by the Pilot who may decide to change the manoeuvring to a more convenient time, if the weather conditions are poor, visibility restricted or too dark for the vessel to berth or unberth. Vale Do Rio Doce Co.: Pier 1 – North Side: Length 390 m. Usable berthing length 340 m. Depth 18.0 m. Vessel Restrictions: LOA 320 m. Breadth 44.0 m. – 55.0 m. (dependent on cargo). 200,000 d.w.t. Air draft 16.5 m. Sailing draft 17.0 m. plus height of tide (average 1.2 m.). Min. hatch size 14.0 m.␺10.0 m. Pier 1 – South Side: Length 390 m. Usable berthing length 340 m. Depth 17.0 m. Vessel Restrictions: LOA 280 m. Breadth 43.5 m. 170,000 d.w.t. Air draft 16.5 m. Sailing draft 15.5 m. plus height of tide (average 1.2 m.). Min. hatch size 14.0 m.␺10.0 m. Shiploaders: Shiploaders No. 1 and No. 2 can load vessels on both sides of the pier. Shiploader No. 1: (Positioned at the centre of the pier). North and South sides of the pier: Max. outreach of loading boom: 18.38 m. Min. horizontal outreach of loading boom: 7.93 m. Clearance between shiploader and max. HW: 16.90 m. Max. longitudinal movement of the shiploader: 270.00 m. Shiploader No. 2 (Positioned on the left side of the pier). Max. longitudinal movement of the shiploader: 270.00 m. North side: Max. outreach of the loading boom: 24.55 m. Min. horizontal outreach of loading boom: 12.55 m. Clearance between shiploader and max. HW: 16.83 m. South side: Max. outreach of the loading boom: 30.80 m. Min. horizontal outreach of loading boom: 18.80 m. Clearance between shiploader and max. HW: 16.43 m. Max. length between extreme hatches: 240.00 m. Manoeuvring Restrictions for Vessels Berthing at Pier No. 1, South Side: Ships’ LOA 242 m. and longer shall berth starboard side to being turned for berthing in the Turning Basin. If ships are berthed at Piers No. 3 and No. 4 of the New Diverse Products Terminal (TPD), vessels shall berth starboard side to regardless of ships’ LOA. The ships’ overall width including cranes shall not exceed 76.0 m. in the interface while manoeuvring between Pier No. 1 and TPD Piers No. 3 and/or No. 4.

We welcome all advice, updates and additions to this information.

BRAZIL Pier No. 2: This pier is parallel and inshore of the existing pier (No. 1). Vessels berth on seaward side, starboard side to. Shiploaders (operating one at time) are swivelling type. There are 4 dolphins, each with 2 hooks, and 4 dolphins, each with 3 hooks. Length 400 m. Usable berthing length 350 m. Depth 23.5 m. Vessel Restrictions: LOA 350 m. Breadth 63.5 m. 365,000 d.w.t. Air draft 26.0 m. Sailing draft 20.0 m. plus height of tide (average 1.2 m.). Min. hatch size 14.0 m.␺10.0 m. Shiploaders No. 3 and No. 4: Max. outreach of loading boom 50.0 m. Nominal capacity of shiploaders 14,000 t.p.h. to 16,000 t.p.h. Clearance between shiploader and max. HW 26.0 m. Max. longitudinal movement of the shiploader 150.0 m. Combined longitudinal outreach of shiploaders No. 3 and No. 4 290.0 m. Manoeuvring Restrictions for Vessels Berthing at Pier No. 2: Ships berthing at Pier No. 2 shall preferably berth starboard side to being turned in the Turning Basin. Iron Ore – Storage Area: Old area 2 million tons, new area 4 million tons, and pelletising plant area 1.7 million tons. New Diverse Products Terminal (TPD) – Grain and Container Piers: ‘‘Terminal de Produtos Diversos – TPD’’ dedicated for exporting grain from ‘‘Cerrados Agriculture Plantation Project’’ and import/export goods in containers, general cargoes and fertilisers. TPD Pier No. 3: Operation started in October 1998, for bulkers up to Capesize loading grain for export, mainly soya flour and pellets from ‘‘Cerrados Plantation’’. Length 300 m. Usable berthing length 280 m. Depth 16.0 m. Vessel Restrictions: LOA 280 m. Breadth 43.5 m. 150,000 d.w.t. Air draft 25.0 m. Sailing draft 14.7 m. plus height of tide (average 1.2 m.). Shiploaders No. 5, 6, 7 and 8: (Conspicuous 4 towers). Clearance between shiploader and max. HW: 25.0 m. Max. outreach of loading boom: 38.0 m. at 45␥ elevation. Nominal capacity of each shiploader: 3,000 t.p.h. Longitudinal movement of shiploaders: 72.5 m. Combined longitudinal movement of shiploaders: 200.0 m. Max. length between hatches: 200.0 m. Grain storage: 2␺20,000 tonne and 3␺55,000 tonne silos. Manoeuvring Restrictions for Vessels Berthing at Pier No. 3: Ships’ overall width including cranes shall not exceed 76.0 m. in the interface while manoeuvring between Pier No. 1 South side and TPD Pier No. 3 and/or TPD Pier No. 4. Ships’ LOA 242 m. and longer shall berth port side to being turned in the Turning Basin. Ships berthing at Pier No. 1 South side and/or TPD Pier No. 4 shall berth port side to regardless of ships’ LOA. TPD Pier No. 4: Operational since December 1997, handling cargoes for container ships, Ro-Ro’s, general cargo ships and Handy-size and Panamax bulkers for fertilisers. Length 240.9 m. Usable berth length 230 m. Depth 12.5 m. Vessel Restrictions: LOA 225 m. Breadth 32.5 m. 50,000 d.w.t. Air draft 19.0 m. Sailing draft 11.3 m. plus height of tide (average 1.2 m.). Movable crane along the pier. Max. outreach of loading boom: 38.0 m. Nominal capacity of crane: With spreader: 18.0 m. – 64.0 tonnes; 38.0 m. – 25.1 tonnes. Clearance between crane boom and max. HW: 19.0 m. With grab: 18.0 m. – 34.7 tonnes; 38.0 m. – 17.8 tonnes. Storage: 1,400 TEU. Manoeuvring Restrictions for Vessels Berthing at Pier No. 4: Ships’ overall width including cranes shall not exceed 76.0 m. in the interface while manoeuvring between Pier No. 1 South side and TPD Pier No. 3 and/or TPD Pier No. 4. Ships shall berth port side to. Ships which due to particular characteristics require to be berthed starboard side to shall be specially evaluated and subject to the agreement of the Port Administration and Vitoria Pilots. During manoeuvring operations, restrictions regarding vacancies at Pier No. 1 South side and/or TPD Pier No. 3 must be observed. Praia Mole: The port is located on the North side of the Bay of Espirito Santo in the approximate position Lat. 20␥ 17' S., Long. 40␥ 14' E., close to the Port of Tubarao. It is 12 km. from the centre of the town of Vitoria, capital of the State of Espirito Santo, connected by an ashphalted road. It is an artificial port in the reclaimed area, functioning mainly to receive metallurigal and power generation coal and the shipment of metal products for export. The Praia Mole Port includes a coal terminal owned by Companhia Vale do Rio Doce, CVRD, and the steel products terminal owned by the Praia Mole Consortium. The port has a separate Port Administration. Praia Mole – Coal Terminal: Built for the movement of 8 million tons/year in its first stage and 10 millions of tons/year in its second stage. The pier length 730 m. with 730 m. of usable berthing has 2 berths, with storage yard capacity of 1,000,000 tonnes, silos capacity 500 cu.m. or 2,000 t.p.h. Berth No. 1: Length: 330 m. Depth alongside: 17.0 m. Vessel size: Max. LOA 270. m. Max. breadth: 50 m. Max. draft (Berth No. 2 empty): 15.5 m. plus height of tide (average 1.2 m.). Max. draft (Berth No. 2 occupied): 13.5 m. plus height of tide (average 1.2 m.). Max. air draft to top of hatches: 20.0 m. Max. air draft mast head: 32.0 m. Max. d.w.t.: 170,000 tonnes Min. hatch longitudinal length: 9.0 m.

Berth No. 2: Length: Depth alongside: Vessel size: Max. LOA: Max. breadth: Max. draft:

400 m. 18.0 m.

300 m. 50 m. 16.0 m. plus height of tide (average 1.2 m.). Max. air draft to top of hatches: 20.0 m. Max. air draft mast head: 32.0 m. Max. d.w.t.: 250,000 Min. hatch longitudinal length: 9.0 m. Min. freeboard berthing: 4.0 m. Cargo Handling Equipment: The Terminal has 2␺2,200 t.p.h. stackers, 1␺2,000 tonnes reclaimer and 3 cranes rated at 1,800 t.p.h., with boom outreach 31.0 m. and clearance between grab and max. HW 38.0 m. Storage Facilities: The discharged coal is transported via 2 lines of conveyor belts or storage in the port’s Coal Storage Area or taken directly to CST or CVRD. The Coal Storage Area will have a capacity of 11 million tons, with 520,000 tons at present. In the Coal Storage Area, for stocking and recovery of coal are planned 3 stackers and 2 recovery units, with capacities per machine of 2,200 t.p.h. and 4,400 t.p.h. respectively. The coal recovered from the area will be sent to CVRD’s pelletising plants, also to CST, Usiminas and Acominas, by loading wagons on the railways system with a capacity of 2,000 t.p.h. Praia Mole – Metal Product Terminal: Steel Slabs Terminal. Built for moving 3 million tons/year in its first stage and 4.5 million tons/year in its second stage. It comprises a 638 m. long quay with depth of 14.5 m. for taking vessels from 15,000 d.w.t. to 70,000 d.w.t. On quay, 4 shiploader cranes with capacity of 40 tons each, handling metallurgical products. In the rear part of the quay, the storage area and handling products, with an area of 60,000 sq.m. This storage and handling area with rolling bridges with a capacity of 35 tons and served by railway lines along the quay. The railway lines are interconnected CVRD Railways. Pig Iron Terminal: The Pig Iron Pier has: Pier: Pier LOA (usable length): 160 m. Depth alongside (without floating fenders): 9.0 m. Depth alongside (with floating fenders): 10.0 m. Shiploader No. 1: Max. outreach of loading boom (permanent): 16.0 m. Clearance between shiploader and max. HW: 12.0 m. Max. longitudinal movement of the shiploader: 120.0 m. Max. capacity of shiploader: 1,000 t.p.h. Vessel Size: Max. LOA: 242 m. Max. breadth: 32.3 m. Max. draft: 10.0 m. plus height of tide (limited to 10.67 m.) Max. air draft to top of hatches: 12.0 m. Max. d.w.t.: 75,470 tonnes Also see ‘‘Shipmaster’s Report’’ dated June 1997. STEVEDORES: Services of stevedores available through local Agent, which are not required at Tubarao ore loading terminal and also at TPD Pier following Private Port Facilities Law. Crew can open ship’s hatches. Stevedore services are required only for sweeping cargo in ship’s holds and/or if extra cargo trimming is required by ship and/or Terminal. MEDICAL: Four hospitals are available for major urgent medical assistance. TANKERS: Liquid Bulk Terminal, Pier No. 5 (TGL): The terminal for liquid bulk cargo is called ‘‘Terminal de Graneis Liquidos (TGL)’’ and is located between Piers No. 1 and No. 2. This new terminal was designed for handling cargo in liquid bulk, such as oils, gasoline and other flammable liquids. In the future, the terminal will handle other materials, such as ‘‘Pig Iron’’, ‘‘Caustic Soda’’, by simply adding extra structure for loading facilities. The Terminal is owned by Vale do Rio Doce Co. and operated by Petrobras. Length 181 m. Usable berthing length 124.5 m. Depth 12.5 m. Vessel Restrictions: LOA 181 m. Breadth 30.0 m. 40,000 d.w.t. Draft 11.35 m. The Terminal has 2 pipelines (1␺12 in. with 8 in. reducer for clean products and 1␺14 in. with 8 in. reducer for fuel oil). There is a 2.5 in. line for fresh water supply. Manoeuvring Restrictions for Vessels Berthing at Pier No. 5: During manoeuvring operations, restrictions regarding vacancies at Piers No. 1 and No. 3 must be observed. BALLAST: No dirty ballast facilities at present. Investments are provided to install those facilities under ISO 14,000 Rules and Environmental Protection and Preservation Measures. Ballast to be discharged must be clean water and environmentally compatible with local marine species and free of any unwanted pathogenic organisms, according to MARPOL’s new environmental guidance for ballast management. Deballasting is not allowed over the port’s piers due to the consequences of flooding the pier, damaging electronic equipment and machinery, besides environmental aggression due to dumping into the sea of water mixed with iron ore. Environmental Policy: Port General Management is moving to be certified under ISO 14,000 Rules in 1998. This policy makes environmental measures much more strict on pollution (sea and air), provoked by ships calling at Tubarao and Praia Mole Port. Harbour Master may impose heavy fines, if any pollution happens. Following the world’s movements, eventually, local authorities may impose criminal penalties beyond civil responsibilities and reparation penalties. Ships are motivated to take extra care with this matter, and not be involved in any undesirable circumstances.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL FRESH WATER: Available at all quays of the terminal, maximum quantity per vessel 150 tons. Requests for water must be made by Ship’s Officers immediately on berthing. If quantity greater than 150 tons is required, 48 hours notice must be given in order to establish whether or not the additional quantity is available. FUEL: Diesel oil in quantities up to 100 tons can be supplied by Petrobras in road tankers at the berths, or by barge. Vessels at Praia Mole bunkered by barge. Vessels bunkering while berthed alongside must complete bunkering operations by the time cargo operations are completed. Exceptional considerations can be taken into account by the Tubarao Port Administration, so long as the request is made prior to berthing. Terminal Rates: Diesel oil: 100 t.p.h. – 100 t.p.h. Fuel oil: 200 t.p.h. – 250 t.p.h. Mixture (slop): 60 t.p.h. – 80 t.p.h. REPAIRS: There is a naval repair shop in Vitoria City, able to carry out normal repairs, underwater inspection, minor hull and steel emergency repairs, ultrasonic gauging and others. Contact local Agent. AIRPORT: 8 km. from the port with connections to other cities within the country. Journey from Victoria to Rio de Janeiro takes around 50 minutes by plane. The road distance is 550 km., so a trip from Rio de Janeiro takes around 7 hours by car. Crew members embarking on ships calling at Port of Tubarao, E.S., must be guided to fly to Vitoria, E.S., using Rio de Janeiro or Sao Paulo flight connection. Mistakes can be caused due to far away city also called Tubarao in Santa Catarina State in the Southern part of Brazil. HOLIDAYS: New Year, January 1st; Carnival (4 days) movable (February/March); Passion Friday movable (March/April); Nossa Senhora da Penha, movable; Tiradentes, April 21st; Labour Day, May 1st; Independence of Brazil, September 7th; Our Lady of Vitoria, September 8th; Death’s Reverence Day, November 2nd; Proclamation of the Republic, November 15th; Christmas, December 25th. POLICE/AMBULANCE/FIRE: See ‘‘Telephones’’. TELEPHONES: Not available for placing on board. Local Agent can provide cellular telephones. CVRD Tubarao Terminal: Main Telephone line 3335 5000 Main Gate 3335 5232, 5900, 5131 Carapina Entrance Security 3335 5292, 4020 Geops Office 3335 5617, 5008 Safety Department 3335 4268, 5631 Environmental Affairs Department 3335 4113, 5945 CVRD Security Personnel 3335 5900, 5232 Medical Assistance 3335 5233, 5400 Fire Brigade 3335 5193 Brazilian Federal Police 3227 9000 Naval Police 3334 6447, 6438 Brazilian Port Health 3335 8172 Brazilian Customs 3222 8788, 3228 0678, 3352 Brazilian Immigration 3246 8000, 3246 8034 Tubarao – Pier No. 1 3335 4578, 4105 Tubarao – Pier No. 2 3335 4380, 5933 TGL Terminal 3328 1411 – Line 232 TPD Terminal 3335 5083, 5639, 4614, 3334 4405 Praia Mole – Coal Pier 3335 5624, 5780, 5069 Praia Mole – Coal Pier Security 3335 5470, 5119 Iron Ore Terminal 3335 5793, 5671, 5772 Airport 3327 0811 BANKS: The following banks have branches in Vitoria City: Banco do Brasil S.A. Banco do Estado do Espirito Santo S.A. Banco Bradesco S.A. Banco Itau S.A. Banco Unibanco S.A. Banco Bandeirantes S.A. Banco de Desenvolvimento do Espirito Santo S.A. GARBAGE DISPOSAL: Available. Contact ship’s Agent for service. WASTE OIL DISPOSAL: Available. Contact ship’s Agent for service. GENERAL: Notice of Readiness: Vessels entering the port may tender their Notice of Readiness once the Port Officials have issued the vessel with it’s Ship’s Clearance papers. Smoking: Smoking on tankers and OBO vessels may only take place in compartments specified and as indicated by the Master of the vessel. Readiness: Vessels must be able to unmoor immediately in cases of emergency. Unmooring is done with the aid of tugs. Repairs: No repairs that may impede emergency or unexpected unmooring. In special cases, after expressed permission given by the Terminal, ships can carry out repairs which will not interfere on cargo movement operations. Hot Work: No hot work repairs are allowed on ships while alongside CVRD’s berths. Special authorisation may be granted, if applied for in advance time of intended work, including details of hot work necessity and all measures for managing the event. The document should be submitted to Port of Tubarao Administration for decision. Written permission must be presented by ship, in event of routine search. Deballasting: Discharge of dirty ballast is strictly prohibited. Failure to comply with this rule will result in fines being applied by Harbour Master and environmental government authorities. Firefighting: The ship’s firefighting equipment must be kept in readiness at all times. Rubbish: Disposal of rubbish and oil waste or residues are available through a specialised collecting company. Deratting Service: Available through local Agent.

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Stores: Specialised firms in the district. Orders must be placed at least 24 hours in advance. Specialised stores like a hardware or repair teams remain closed on weekends (Saturday and Sunday). Advance notice is required for weekend emergency necessities. Degassing and Unloading: (A) All ore/oil and oil/bulk/ore vessels must have their holds and tanks in gas free condition, a valid gas free certificate is compulsory before port operations take place. (B) Ore/oil vessels carrying oil residues in slop tanks must keep those tanks in inert gas condition. Their cargo holds must be in gas free condition in order to be ready to receive ore cargoes and be free of any explosive gas/mixture. (C) The Terminal must receive, through boarding inspector, prior to start loading or unloading, a valid Chemist’s certificate stating that the vessel on berthing is free of explosive gases or mixture and that this condition will be maintained during all time on Terminal and/or port area. (D) The operation of gas freeing or inerting is not permitted when the vessel is berthed or in areas deemed to be dangerous by the Terminal authority. SHIPMASTER’S REPORT: February 1991 (Updated 1998). Documents: 10 Crew Lists. 10 Passenger Lists. 3 Crew Effects Declarations. 3 Stores Lists (including Bonded Stores). 1 Maritime Declarations of Health. 1 Vaccination Lists. At all Brazilian ports, wives and children have to be on Passenger List. Indian wives and children require visaes to go ashore. All crew must be in possession of valid Seaman’s Books (Provisional documents are not accepted). Gangway: Piers No. 1 and 2 do not have shore gangways. If ship’s accommodation ladder does not reach one of the dolphins at Pier No. 2, then shore boat has to be used. Call ‘‘El Cinco’’ on VHF Channel 16. SHIPMASTER’S REPORT: June 1997. Loading of Steel Slabs at Praia Mole: General Information: Vessel docked at Praia Mole with the assistance of 2 tugs and was starboard side alongside. Before docking, vessel was turned around in the basin and approached the berth with engines going astern. Time to turnaround was checked and found that it took about 9 minutes for the vessel to swing around. In this turning basin, there is enough sea room for the vessel to swing. There are no draft restrictions. Whilst docking, the winds were from Southerly direction. The harbour is well protected by breakwater, but docking could take more time and be difficult if the winds are from the North. Unlike Vitoria, vessel here can sail anytime day or night. Vessel made fast at 1330 hrs. on 21st June, and loading commenced at 1440 hrs. on 21st June. Cargo Operations: Steel slab loading commenced with Holds No. 3 and No. 7 at 1440 hrs. As discussed with supercargo, stowage of this cargo was transverse at the forward and aft end of the holds upto 3 rows and fore and aft in remaining part. Slabs are winged out onto the sloping plates of hoppers and stowed with interlocking/stepping configuration. Before loading, dunnage of 100 mm. ␺ 50 mm. ␺ 1.0 m. was laid on the tank top at a distance of 1.0 m. Adequate dunnage of size 100 mm. ␺ 100 mm. ␺ 1.0 m. was placed between the cargo and the side shell/hopper plating. Considering the dimensions of the steel slabs (i.e. 6.0 m. – 8.0 m. long and weighing about 15 tons to 20 tons), at least 3 or 4 pieces of dunnage is placed. At certain areas like the hold ladders, care was taken to avoid damage due to the stowage of steel slabs by adequate dunnaging. Where the gap between the ship’s side and the cargo is more (due to the curvature of the vessel), especially in Holds No. 1 and No. 7, gaps are covered by putting more pieces of above mentioned dunnage. Dunnage between the slabs comprises of round sawn tree trunks of diameter 150 mm. – 200 mm. and 100 mm. thick, so as to withstand loads of upto 50 tonnes a piece. Also dunnage of 100 mm. ␺ 100 mm. ␺ 1.0 m. is being used between the slabs. Stowage and dunnaging seems to be satisfactory, and ship’s staff very closely monitored the stowage of the cargo and ensured adequate dunnage is put wherever required. Stowage plan had been changed for steel slabs, although total weight in the holds remain the same. The steel products are loaded from open stacks, and following remarks made on the Mate’s Report ‘‘Light rust found all over on steel slabs and many slabs covered with oil stains’’. We completed loading of steel slabs at 2150 hrs. on 24th June. Securing of steel slabs completed at 2200 hrs. on 24th June. Securing steel slabs by choking the cargo and lashing to top tier in the style of‘‘Olympic lashing’’ as the cargo in Hold No. 1 was not levelled. For your guidance, in all other holds the cargo is levelled, only choking and tomming of top tier of cargo is done. In Hold No. 4, a well was made by 3 high slabs to accommodate ingot moulds. The surrounding slabs were choked and lashed. Two wires used to lash 3 high blocks of slabs forming the well. Weight of each ingot loaded is 22 tons and total of 24 pieces loaded. All loaded ingots are loaded in Hold No. 4 only. In the well (as mentioned above), they are tommed and lashed in ‘‘Olympic style’’ with wires. In Holds No. 3 and No. 7, no lashing/choking of slabs was done as steel billets were loaded over the steel slabs and all cargo is for same discharge port. All lashing/choking/tomming was done finally in all these holds upon completion of steel billets. Total of steel slabs loaded was 36,416 tonnes. We commenced loading billets in Hold No. 3 at 1340 hrs. on 24th June. Billets are loaded in bundle of six, weighing 7.2/8 tons and lengths of about 9.0 m. These steel products are loaded in Holds No. 3, 5 and 7 and on top of the steel slabs. Dunnage used is 80 mm. ␺ 80 mm. and 1.0 m. long, 3 pieces of this dunnage are placed between each tier and between the cargo and the ship’s structure. In Holds No. 3 and No. 5, nine rows of bundles were stowed transversely, followed by 2 rows of bundles stowed longitudinally in the remaining part of the hold. A gap

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BRAZIL of free space is left at the after end of the hold. In order to avoid shifting of cargo during sea passage ‘‘Olympic wire’’ lashing has been taken on the after ends of the billets. In Hold No. 7 in the forward section, 4 rows of transverse stow of billets surrounded on 3 sides by 2 rows of longitudinal stow in the remaining part of the hold. Choking/tomming and lashing of steel billets was completed at 1200 hrs. on 25th June. Total amount of steel billets loaded was 10,165 tonnes. Remarks on Mate’s Receipt made ‘‘Cargo loaded with light rust and few metal bands broken’’. At 0820 hrs. on 25th June, we commenced loading wire rods in Hold No. 3. The wire rods seem to be a finished product and are very well covered with nylon sheets. The weight of the wire rod is about 2 tons each. The cargo was loaded in Holds No. 3 and No. 5. The stowage was transverse in both the holds and upto 2 high. Flat dunnage on the bottom and cardboard and flat dunnage is used between the ship’s side and wire rods. Steel wire rods lashed with Sisal rope (‘‘Spanish windlass’’ type lashing) ‘‘Olympic style’’. Total wire rods loaded was 1,041.552 tonnes. Following remarks made on the Mate’s Receipt for wire rods ‘‘Plastic wrapping torn in places, few straps broken, condition of contents unknown’’. Completed loading of wire rods on 25th June. AUTHORITY: Port of Tubarao Administration, Companhia Vale do Rio Doce, Av. Dante Micheline No. 5500, Jardim Camburi Ponta do Tubarao, Vitoria City, Estado do Espirito Santo, Vitoria, Brazil. (Postal address: PO Box 8001, ZIP 29090-900). Tel: ␣55 (27) 3335 5000, 3335 4421, 3335 5268. FAX: ␣55 (27) 3228 0612, 3335 5429. Telex: (38) 272517. WWW: www.cvrd.com.br Contact: Cesar Benfica, Port Captain (Email: [email protected]). Eugenio Nunes Mamede, Port General Manager. Fabio Costa Brasileiro da Silva, Tubarao and Praia Mole Programming Manager. AGENT: See ‘‘Vitoria’’.

VILA DO CONDE: 01.33 S. 48.45 W.

(See Plan)

LOCATION: Situated on the right bank of the River Para, in the district known as Vila do Conde, Municipality of Barcarena/Pa., about 40 km. from Belem. The port is an integral part of the industrial port complex built in the region of Barcarena, in conjuction with the two aluminium companies, Albras and Alunorte. DOCUMENTS: See ‘‘Miramar’’. APPROACHES: The access channel to the port is the same as for the port of Belem with a draft of 9.0 m. – 10.5 m., as far as the front of the Island of Mosqueiro. From there onwards, vessels proceed to the Port of Vila do Conde via the Bay of Marajo, no restrictions of depth in this stretch. They pass to the side of the islands of Cotijuba, Arapiranga and Carnapijo. PILOTAGE: Pilotage is compulsory. Pilot usually ordered through vessel’s Belem Agent. ETA at least 48 hours in advance and confirming not less than 24 hours prior to arrival. Vessels can apply direct to Pilot Station (on condition that local radio station is operating). Telegraphic address ‘‘Praticagem – Salinopolis’’, call sign of Salinopolis (or Salinas) Radio Station is ‘‘PPL’’. Pilot Station Fax: ␣55 91 823-2141. Pilot boards at a point 7 miles North of Salinas Lighthouse (Lat. 00␥ 29' 06" S., Long. 46␥ 23' 01" W.); a red motor launch is used. Launch carries a red flag with a black ‘P’. It also has a black ‘P’ painted on each side and on cabin roof. If pilot boat not in position on arrival of vessel, 7 miles North of the light there is a safe anchorage. Masters who do not know area should approach Salinas with caution. Also see ‘‘Radio’’. ANCHORAGES: Co-ordinates: 01␥ 32' 00" S. and 48␥ 46' 00" W. Depths of 15.0 m. – 22.0 m. Bottom of mud and sand. Turning Basin: 4 km. wide and 15.0 m. – 25.0 m. of depth. No marked buoys at present. RESTRICTIONS: The area of the manoeuvring basin is free of any obstacles and has a great depth at all times. However, the inner berth should only be used during H.W., owing to the peculiar geographical situation. MAX. SIZE: 60,000 d.w.t., max. draft 20.0 m. external berth and 16.0 m. in the internal berths. LOA 250 m. at Berths No. 101 and 201, 210 m. at Berth No. 102 and 150 m. at Berth No. 202. HEALTH: See ‘‘Belem’’. VHF: Salinopolis Pilot Station on VHF Channel 16, working on Channel 11, operates 24 hours. RADAR: Not available. TUGS: Not available in Vila do Conde. BERTHING: No. of Berths Length Cargo Handled (m.) (m.) Left Pier 2 291 20 and 16 General cargo and solid bulk. Right Pier 2 127 20 and 16 General cargo and liquid bulk. The pier is connected to the land by a bridge 450 m. in length. The external piers are used for handling bulk dry cargo and general cargo (depth 20.0 m.). The internal piers are used for general cargo (depth 16.0 m. at low tide.). The height of the dock surface from the water level is on average 6.58 m. at low tide and 3.5 m. at high tide. The quay can take vessels up to 60,000 d.w.t. CRANES: One Veb-Krambau portico crane for 12.5 tons capacity. BULK CARGO FACILITIES: Stackers of 3 tons and 7 tons, Moega of 35 cu.m.; conveyor belts.

STEVEDORES: Port Operators: Transnav Ltda., Av. Marechal Hermes s/n, Armazem 09, Altos, 66053-150, Belem, PA, Brazil. Tel: (91) 241-2200. Fax: (91) 222-2320. Contact: Mr. Paulo Brandao. Wilport Operadores Portuarios S/A, Rua Municipalidade 2042, 66050-350 Belem, PA, Brazil. Tel: (91) 244-7424. Fax: (91) 244-6900. Contact: Mr. Nardino Viana. MEDICAL: Not available in Vila do Conde. Several hospitals in Belem. Please contact Agent prior to arrival in case of health emergency for hospital indication. There is a small first aid facility 10 km. from the port. TANKERS: No facilities. DENSITY: About 995 alongside berth. FRESH WATER: Available at berth. Supply rate 50 t.p.h. FUEL: Not available. Contact Agent or Port Operator. FIRE PRECAUTIONS: One tank truck capacity 4,000 litres of water and 250 litres of foam. One small pick-up with foam dispensers. Hydrants and fire hoses at the pier. CONSULS: Available in Belem. REPAIRS: Welding, boiler repairs and other small repairs can be done at the small shops nearby. DRY DOCKS: Not available. SURVEYORS: Marine surveyor representing Lloyd’s and several other companies: Francisco Blasques, Rua Manoel Barata 718, sala 1007, 66019-000 Belem, PA, Brazil. Tel: ␣55 (91) 224-0710, 981-1520. Fax: (91) 242-6224. GANGWAY/DECK WATCHMEN: The employment of gangway watchmen is recommended. Watchmen alongside and at anchorage area can be arranged through the Agent with private companies. OPENING/CLOSING HATCHES: Hatches normally opened and closed by crew. CUSTOMS ALLOWANCES: The quantity permitted is not fixed. It is compatible with the duration of the trip. Customs Authorities do not normally search ship’s crew, and reasonable quantity can remain in the possession of crew members. However, no attempt should be made to take more than a reasonable amount ashore. CARGO GEAR: See ‘‘Berthing’’ and ‘‘Bulk Cargo Facilities’’. REPATRIATION: Belem Airport connects with Recife and Rio de Janeiro for direct international flights to Europe and U.S.A. AIRPORT: International airport 9 km. from port. See ‘‘Repatriation’’. The port has a landstrip for small aircraft daylight take-off and landing, duly certified by the Brazilian Air Force Authority. TIME: Local time is GMT minus 3 hours. HOLIDAYS: New Year (January 1st); Holy Friday (variable, usually in April); Tiradentes (April 21st); Labour Day (May 1st); Corpus Christi (variable, usually in June); Independence Day (September 7th); N.S. Aparecida (October 12th); Memorial Day (November 2nd); Proclamation of the Republic (November 15th) and Christmas Day (December 25th). POLICE/AMBULANCE/FIRE: Police and Fire Brigade: ␣55 91 754-7216, ext. 216. Ambulance: ␣55 91 754-1123. EMERGENCY CO-ORDINATION CENTRE: Port Police: 754-7216 and 754-1176. TELEPHONES: Contact local telephone company Telemar. BANKS: Bradesco. Tel: 754-1428. Currency exchange in Belem only. STORING: Available from Belem. Must be arranged through the Agent. SHIP SUPPLY SERVICE: Arranged through the Agent. SHORE LEAVE: No restrictions. Nearest small towns are Sao Francisco (20 minutes) and Vila do Conde (10 minutes by car). Port Agent Transnave provides minibus. Belem is one hour from Sao Francisco by speed boat and 2 hours by regular boats. IDENTIFICATION CARDS: Passport is required for entering/ exiting port. GARBAGE DISPOSAL: The Agent provides through private companies. WASTE OIL DISPOSAL: The Agent provides through private companies. SEAMAN’S CLUBS: There is no seaman’s club operating at the port. REGULATIONS: The Port of Belem is regulated by the ‘Regulamento de Exploracao dos Portos de Belem, Vila do Conde and Santarem’, approved by the Port Authorty Council. DELAYS: Any delays to vessels alongside can usually be put down to lack of official clearances in case of loading export cargo, rain or power failure. DEVELOPMENTS: Liquid bulk pier was extended and is now 70 m. longer. SHIPMASTER’S REPORT: November 1986 (Updated 1992). Vessel: 38,100 d.w.tonnes. Berth: Albras Terminal. Location: Lat. 01␥ 32' S., Long. 48␥ 45' W. Pilotage: Call Salinopolis Pilots on VHF Channel 16. Pilots available 24 hours and board on arrival. River Pilot will berth vessel. Same river pilotage for Belem and Vila do Conde. Approaches: Best approach to Salinopolis Pilot Station (Lat. 00␥ 31' S., Long. 47␥ 22.5' W.) is a course 167␥ heading for lighthouse. Pilot will board on bearing 167␥ and 8 miles from the lighthouse. A strong current sets in a Westerly direction. Radio: PPL (Belem Radio) provides reliable services. Berthing: One berth for Alumina-in-bulk discharge. Length about 210 m. It is not possible to berth if wind greater than Force 4 as no tugs available. Whilst waiting to berth, vessel can anchor about 1 mile off the berth. There is sufficient sea room for turning around. Customs, Immigration and Health officials may board while at anchor. Berthing usually starboard side alongside, using one anchor. Jetty well fendered, but standby with fenders aft. Discharging: Cargo work possible throughout 24 hours. Two evacuators for discharging, can reach all hatches. Total capacity 600 t.p.h. For the last 800 tons in each hold rate is 150 t.p.h. Density: About 995 alongside berth. Fresh Water: Available at berth. Fuel: Available at Belem.

See guidelines on how to compile and submit information to us (page vi).

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BRAZIL Watchmen: Two port watchmen compulsory, to be accommodated on board. Repatriation: Belem Airport well connected with Recife and Rio de Janeiro, for international flights direct to Europe and U.S.A. Time: Local time is GMT minus 3 hours. (Summer time no longer kept). Shore Leave: No restrictions. Nearest small towns are San Francisco (20 minutes) and Vila do Conde (30 minutes) by car. Port Agent Transnav provides mini-bus. Belem in one hour from San Francisco by speed boat and two hours by regular boats. Provisions: All fresh provisions and bonded stores available from Belem ship chandlers only, can be ordered by telephone. The transportation costs added to the provisions bill. AUTHORITY: Companhia Docas do Para, Av. Presidente Vargas 41, 66010-000 Belem, Para, Brazil. Tel: ␣55 (91) 216-2002. FAX: ␣55 (91) 216-2046. WWW: www.cdp.com.br Contact: Carlos Acatauassu Nunes, President. Kleber Menezes, Technical Director (Email: [email protected]).

VITORIA: 20.19 S. 40.17 W.

(See Plan)

DOCUMENTS: See ‘‘General’’ before first port. APPROACHES: Length of access channel 3.5 miles, width 120 m., depth 10.6 m. Maximum speed allowed 5 knots. PILOTAGE: Compulsory. Vessel approaching port should communicate with Agent through local radio station, giving date and hour of arrival at Pilot Station (20␥ 20' S., 40␥ 14.8' W.) so that they can arrange for a Pilot to be at the roads on arrival. Communicate direct to Pilot Association through VHF Channel 16. Pilots maintain 24 hour watch. ANCHORAGES: The official limits of the port are: Arc of a circle of 1 mile radius, seaward, with centre at Santa Luzia Lighthouse. Notice of Readiness is accepted as at time the Master radios advising vessel has anchored, SHINC, lay time starting 3 hours afterwards (subject to C/P). No draft limitations at anchorages. Anchorage Area: Latitude Longitude 20␥ 20' 30" S. 40␥ 15' 00" W. 20␥ 19' 00" S. 40␥ 15' 00" W. 20␥ 19' 00" S. 40␥ 16' 00" W. 20␥ 20' 30" S. 40␥ 16' 00" W. RESTRICTIONS: All sailings are to take place on a rising tide. Vessels of up to 205 m. can enter day or night. Vessels from 205 m. to 242 m. can enter during daylight hours, weather permitting. Vessels of this length must be assisted by 3 tugs, 2 of which must be of at least 1,000 h.p. and the other of at least 400 h.p. For turning in the manoeuvring basin, 2 tugs are required, one to be of at least 1,000 h.p. and the other of at least 400 h.p. Restrictions: Approach Channel: Max. dimensions for vessels entering the channel making for Vitoria: Daytime Night-time Max. LOA 242.0 m. 205.0 m. Max. beam 32.4 m. 32.4 m. Max. draft* 9.5 m. 8.5 m. Water density 1008 – 1018. * It is permitted to use the tide variation to increase the max. draft up to the limit of 10.67 m. Max. draft for vessels using Turning Basin: Vessels under 185 m. LOA: FWD 9.0 m. plus tide variation (up to 10.67 m.). AFT 9.3 m. plus tide variation (up to 10.67 m.). Vessels 186 m. to 205 m. LOA: FWD 8.35 m. plus tide variation (up to 9.85 m.). AFT 9.3 m. plus tide variation (up to 10.67 m.). Vessels 206 m. to 225 m. LOA: FWD 7.45 m. plus tide variation (up to 8.95 m.). AFT 9.3 m. plus tide variation (up to 9.75 m.). Vessels 226 m. to 242 m. LOA: FWD 7.0 m. plus tide variation (up to 7.6 m.). AFT 9.3 m. plus tide variation (up to 9.4 m.). MAX. SIZE: 35 ft. draft at HW and 32 ft. at LW. Also see ‘‘Tankers’’. Free Pratique obtained by radio to Agents, addressed for HEALTH: ‘‘Saportos Vitoria’’. The message to ‘‘Saportos Vitoria’’ 72 hours prior to arrival should contain the following information: Master’s name. Last 5 ports and dates of sailing. Number of crew. Number of passengers. Date/place of Derat Certificate issued. General sanitary conditions. Any death on board. Any sickness on board. Any rodents found dead. Any medications used during voyage. Any mosquitos/roaches/rodents on board. Volume of fresh water on board. Place where fresh water lifted last. Quantity/place where ballast pumped onboard. Confirm that no sewerage will be pumped out within 12 miles from coast and that valves have been adequately sealed to avoid any leakage. Describe method used for sewerage treatments. Inform capacity of sewerage tank. Inform disinfectants used for treatment. The Port Doctor usually arrives onboard some time after the visit of Authorities and it is important to have the Health Declaration ready for handing to him by a responsible person (to avoid a fine). Crew vaccinations (Yellow Fever) are done free. VHF: Request Pilot on Channels 16 and 12, 1 hour prior to arrival. Upon notice it then takes Pilot 40 minutes to reach vessel.

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TUGS: Tugs join vessels at anchorage. Ship’s lines used. Tugs have no lines on board. The lines given to tugs should be without wire as the swell usually prevailing causes severe sudden stresses on the tow lines. 2 tugs of 1,680 h.p., (20 tons) and 4 tugs of 1,600 h.p. (22 tons). Vessels up to 2,000 g.r.t. require 1 tug, up to 10,000 g.r.t. require 2 tugs and over 10,000 g.r.t. require 3 tugs for berthing. Vessels up to 2,000 g.r.t. require 1 tug and vessels over 2,000 g.r.t. require 2 tugs for unberthing. Also see ‘‘Restrictions’’. BERTHING: Commercial Quay: No restrictions for vessels berthing at Nos. 4 and 5 Warehouse, entrance and sailing at any stage of tide. Max. drafts are: No. 5 Warehouse – 23 ft. 08 in. (with pontoons 26 ft. 06 in. – 30 ft. 02 in.), max. length 582 ft. No. 4 Warehouse – 23 ft. 08 in. (with pontoons 27 ft. 02 in. – 30 ft.), max. length 572 ft. No. 3 Warehouse – 25 ft. 08 in. (with pontoons 25 ft. – 29 ft.), max. length 396 ft. – 25 ft., max. length 297 ft. No. 2 Warehouse – 15 ft. 04 in., max. length 402 ft. Vessels at Nos. 2 and 3 restricted to sail on flood tide only. Paul Quay: Pig iron loading: Max. draft 35 ft. 06 in. (with pontoons 39 ft. 09 in., for discharge limited to 32 ft. at next ebb tide), max. length 853 ft., limited to entry only at beginning of ebb tide; sailing at any stage of tide. Discharge by 3 mechanical grabs, daily unloading rate 15,000 long tons. Capuaba Quay: Length of quay: 2,145 ft. Depth: 30 ft. – 35 ft. General cargo warehouse of 4,000 sq.m. Open storage area of 120,000 sq.m. Road and rail access: Length of roadway: 10,236 ft. Width of platform: 52 ft. Length of bridge over River Aribiri: 413 ft. Length of railway: 2,165 ft. Vertical silo with capacity 30,000 tons in the first phase and 90,000 tons in the final phase, and the horizontal silo of 40,000 tons. Export cereals (soya, maize, etc.), Ro-Ro, Various products, importation of wheat and containers. Operational speed: 2 towers of 600 t.p.h. (loading) and 300 t.p.h. (discharging). Cells: 28 ft. diameter and 115 ft. high. Tower elevator: 276 ft. high. Belt transport: 2,625 ft. Cranes: 2 electric gantry cranes 6.3 tons capacity. 2 electric gantry cranes 12.5 tons capacity. 2 electric gantry cranes 32 tons – 40 tons capacity. Transtainer: 1 electric gantry transtainer 30.5 tons capacity. Atalaia Quay: The Quay is an extension of the grain berth at the Capuaba Quay. Max. draft 33 ft. (35 ft. with pontoons). max. length 364 ft. Vessels berth and sail on flood tide. Dolphins: Max. draft 31 ft. 09 in. max. length 394 ft. Flexibras: Max. draft 22 ft. max. length 426 ft. Ro-Ro: Max. draft 30 ft. max. length 485 ft. Pig Iron Berths: Paul Quay: (Also see ‘‘Shipmaster’s Report’’ – February 1986). Max. draft 35 ft. length 524 ft. There is one loading area with a capacity of 600/900 t.p.h. depending on type of ore. Max. reach beyond quay edge, 49 ft. Width of pontoon, 14 ft. CRANES: 13 electric gantry cranes 1.5 – 12.5 tons capacity, 2 mobile cranes 15 – 27 tons capacity and 1 heavy lift crane 200 ton capacity. BRIDGES: Bridge constructed in position Lat. 20␥ 19' S., Long. 40␥ 17' W. STEVEDORES: On ETA cable general cargo ships should include number of gangs required. Working Hours: Priority berths (Containers/PCCs/grain): 0700 – 1300, 1300 – 1900, 1900 – 0100 0100 – 0700 (No work Sunday after 1300). Other berths: 0700 – 1300, 1300 – 1900, 1900 – 0100 (No work Sunday after 1700). Overtime: Monday – Friday night 50% Saturday after 1300 hrs. 30% Saturday night 95% Sunday day 100% Sunday night 200% Holiday day 100% Holiday night 200% Main Commodities: Main commodities handled at Vitoria/Capuaba are coffee, steel products, granite, grains, marble, cars and general cargo (bulk or containers). MEDICAL: No advance notice of required medical attention. Hospital facilities available. TANKERS: Esso and Shell Terminal: Berthing and unberthing can take place during day or night period, provided vessels draft does not exceed 22 ft. max. length permitted 531 ft. 5 in. with max. draft of 27 ft. Vessels must enter on ebb tide and sail at high tide. DENSITY: Average density at Vitoria 1025, but lower during rainy season. FRESH WATER: Fresh water available at Commercial Quay, Vitoria Iron Ore Berths, Paul Quay and Esso Terminal. Rate of delivery 30 t.p.h. A barge with capacity of 50 tons may be adapted to carry water. FUEL: Bunker facilities available ex-barge provided stem arranged by Owners directly with Petrobras. Owing to shortage of availability of fuel oil locally, it is recommended that Owners confirm stem earliest possible to secure bunkering accordingly. Price of bunkers will vary depending on the international market as well as quantity and location of delivery of same, therefore price is only informed upon placing stem. CONSULS: Consular representatives available in Vitoria REPAIRS: Minor deck and engine repairs possible.

We welcome all advice, updates and additions to this information.

BRAZIL GANGWAY/DECK WATCHMEN: Compulsory at Commercial Quay in Vitoria. OPENING/CLOSING HATCHES: By crew. CUSTOMS ALLOWANCES: Each Crew member allowed 200 cigarettes out of the bond. One bottle, wine or spirits opened, for each crew member. REPATRIATION: There are flights daily from Rio de Janeiro to Vitoria. AIRPORT: Airport located 8 km. from centre of town and is served by daily flights to principle cities in Brazil. TIME: Local time GMT minus 3 hours. HOLIDAYS: January 1st; April 21st; May 1st; September 7th and 8th; October 12th; November 2nd and 15th; December 25th; Good Friday; Nossa Senhora da Penha and Corpus Christi. Only holiday when no stevedore work is possible is Good Friday; exception made to iron-ore loading. POLICE/AMBULANCE/FIRE: Police Tel: 190. Maritime Police Tel: 3223 5000. Radio Patrol Tel: 3227 2111. Ambulance Tel: 3222 4646. Emergency Hospital Tel: 3223 0203. Fire Brigade Tel: 193. TELEPHONES: No facilities for placing telephones on board. IDENTIFICATION CARDS: Required with photographs to enable officers and crew members to go ashore. Agents supply forms. DELAYS: The port of Vitoria is frequently congested owing to the lack of berths, consequently it is recommended that Owners obtain coverage for any eventual berthing delay (Detention Clause, etc.). SHIPMASTER’S REPORT: June 1997. Loading of Pig Iron at Paul Quay: General Information and Requirements: Vessel berthed at Paul Quay starboard side alongside. Before berthing, vessel was turned around in the basin with the assistance of 2 tugs. The maximum clearance at both ends, i.e. forward and aft, was about 30 m. each. Vessel was safely docked at Paul Quay with 4 lines and 2 springs forward and aft. Condition of the fenders is not good, and vessel to take adequate precautions in this regard. Photos were taken so as to avoid claims from the Terminal later on. Fresh water is available at Terminal at a very reasonable rate ($0.80 per ton), although vessel did not take any fresh water at this port. Terminal personnel were cooperative, and allowed ship’s crew to use fresh water for washing ship’s side before painting. Vessel had to dock with full ballast in order to meet the air draft requirements. Although the ballast was all full, the loading arm could hardly reach the hold. Vessel had all tanks and Hold No. 4 full upon berthing. The dock has a draft restriction of 35 ft. brackish water (about 1022). After docking, the On-Hire Survey was conducted by M/S Zenith Marine Vitoria, and also hold inspection was carried out. All holds passed without any problems. Loading Operations: Before loading operations started, Draft Survey was conducted, and there were about 7 surveyors on board representing different parties, such as Shippers, Receivers, Agents, etc. It took a good 3 hours before the draft survey was completed, and loading commenced at 1550 hrs. on 17th June. Vessel started loading with Hold No. 2 and the loading rate was about 900/950 tonnes/hr. Before the loading started, sacrificial pallets are placed over the tank top in order to have a cushioning affect and thus avoid damage to the tank top. Once sufficient amount of cargo is loaded, the remaining cargo is piled upon the previously loaded cargo. Vessel had to make changes to the stowage plan prepared by the Port Captain for trim reasons. For your information, the Sub-Charterers have employed a supercargo to assist the vessel in loading operations at both ports (Vitoria and Tubarao). He was of little assistance and used to come on board only once in awhile. This was my first time loading such a cargo. The physical dimensions of the cargo are as follows: Shape ‘‘Pyramid’’ base: 10.5 cm., height: 7.0 cm., flat top: 5.0 cm., weight about 3 kg. each piece. Although vessel loaded 6 different grades, they all looked the same. Upon completion of each lot/consignment, stevedores made a separation in the following manner. The pile of the cargo requiring separation was covered by means of polythene and then flat strong dunnage was placed in fore and aft and awarthships manner and finally nailing the whole lot (covering about 70% – 80%) of the pile. The separation is put in to avoid mixing two grades. I hope the stevedores at the other end take proper care while discharging this cargo, or there will be mixing-up of any two grades. I have taken enough photos, recording each stage of the loading, thus making it very clear how the whole operation was carried out. The cargo at the end of the final loading was well spread out and thus making it impossible to shift. Seen from above, it is like any other high density cargo. The maximum height of the cargo is about 6.0 m. Upon completion of each consignment, a Marine Draft Survey was conducted to fix the quantity loaded and later the Mate’s Receipt was signed by the vessel with suitable remarks. Cargo is brought in via railway wagons to the Loading Terminal and is washed with fresh water before loading, as per Agents, this is done to avoid pollution due to dust. However, we sent telexes to all parties that vessel will be clausing the Mate’s Receipt saying ‘‘Cargo loaded in wet condition’’, same remarked in Mate’s Receipt. Cargo loading has been in patches, at times no cargo work for several hours due to non-availability of cargo and other times due to mechanical failure of the loader. Due to air draft restrictions, at times, the loader was not able to reach certain areas of the loading hold and thus causing a list. Overall, loading conditions were satisfactory and stresses (shearing forces and bending moments) closely monitored at all times. Cargo loading completed at 0805 hrs. on 21st June. Draft Survey was conducted from 0805 hrs. to 0920 hrs. Cargo loaded as per Draft Survey 19,591 tonnes. Deballasting Sequence: Deballasting had to be done in a very controlled manner as we had an air draft restriction keeping the stresses to minimum. Corresponding tanks to the loading holds were completely stripped, and the other tanks were deballasted as required for trim and stress conditions. Departure Vitoria: Vessel shifted out of Paul Quay at 1105 hrs. on 21st June and proceeded to Tubarao (Praia Mole) – see ‘‘Tubarao’’.

AGENT’S REPORT: 1998 (Updated 2002). Agent’s advice to Master: Please telex Saportos c/o our office requesting Free Pratique 48 hours prior to arrival. No garbage to be thrown into the sea while in port, and same to be adequately bagged (plastic) and kept in covered drums accordingly. Kindly prepare Yellow Fever Vaccination List and Narcotics List together with Health Declaration and keep yellow flag hoisted until vessel is cleared alongside. Rat guards to be positioned on lines immediately after berthing. Please ascertain no expired medicines are on board. In the event of same, please segregate said medicines and deliver them to Port Health immediately upon berthing in order to avoid fines/penalties. General Cargo/Multi-Purpose (Vitoria): 4 berths available at Commercial Quay with following mean depths alongside: Berth 101: 8.1 m. (9.2 m. with fenders). Berth 102: 8.25 m. (9.15 m. with fenders). Berth 103: 7.6 m. Berth 104: 7.1 m. 6 berths available at Capuaba with following mean drafts: Berth 201: 8.68 m. (10.67 m. with fenders). Berth 202: 10.67 m. Berth 203: 10.67 m. Berth 204: 10.67 m. Berth 205: 9.14 m. Berth 206: 8.25 m. (9.75 m. with fenders). AUTHORITY: Companhia Docas do Espirito Santo – CODESA, Av. Getulio Vargas No. 556, Vitoria, Espirito Santo, CEP 29020-030, Brazil. Tel: ␣55 (27) 3321 1311. FAX: ␣55 (27) 3222 7360. Telex: (027) 2118. Email: [email protected] WWW: www.portodevitoria.com.br Contact: Jose Carlos Joacaba Teixeira, Director-Presidente (Tel: ␣55 (27) 3321 1238. Fax: ␣55 (27) 3222 6576. Email: [email protected]). AGENT: Wilson Sons Agencia Maritima Ltda., Avenida Princesa Isabel 599, 9th Floor, CEP 29010-361 Vitoria ES, Brazil. Tel: ␣55 (27) 3223 9422. Fax: ␣55 (27) 3222 1297. Email: [email protected]

See guidelines on how to compile and submit information to us (page vi).

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