Vessels bound for pennington are required to advise their ETA to Pennington Mooring Master and Escravos Senior Mooring Master 72, 48 and 24 hours before arrival.
Pennington Mooring Master contacts:
e-mail: email@example.com (Preferred means of communication)
e-mail: L9esc15@chevron.com (all messages to be cc’d)
Phone 00-234-(0)1-3673370 (Escravos Senior Mooring Master) Fax 00-234-(0)1-3674725 (Escravos Senior Mooring Master)
Inmarsat fax 00-871-1772323 ( Attention Escravos Senior Mooring Master)
Inmarsat phone 00-871-1772324 (Escravos Senior Mooring Master)
GSM phone +2348055889024 (Escravos Senior Mooring Master)
GSM phone +2348055888431 (Pennington Mooring Master)
VHF Channel 10,16
Incoming tankers should make their approach from a westerly direction to a point not less than 2 miles westward of the SBM B.
At this location the Mooring Master will board the vessel.
The following pre-arrival information is required from the master, by the Pennington Mooring Master to assist with prompt inward clearance of the vessel:
1. Arrival time Pennington
2. Flag/Port of registry/year built/call sign.
3. Name of master/Nationality.
4. Summer deadweight
5. N.R.T/G.R.T & LOA
6. Last port of call
7. Next port of call
8. Owners name/address
9. Quantity of cargo required
10. Destination of cargo
11 Nationality of officers and crew
12. US B/L code if appropriate
13. Quantity cargo/Slops/Ballast in MT
14. Max. Sailing Draft
15. When will you tender NOR
16. Arrival drafts
17. Vessels VEF
Please confirm the following:
A. Vessel can maintain 30% SDWT throughout with minimum draft forward 5.0 meters.
B. Inert gas system is operational and tanks are below 8% oxygen.
C. Vessel is fitted with Bow chain stopper size 76 mm and minimum SWL 200 tons.
D. The vessel has no defects that could affect cargo handling or cause pollution or delays.
E. Suitable officer standard accomodation will be available for 1 Mooring Master, 2 National Mooring Technicians, 1 Cargo surveyor, 1 pollution inspector.
For your guidance we require on arrival:
For SBM A & SBM B operations:
- Starboard Crane/ Derrick (Min SWL 15 Tonnes)
- Starboard Manifold connection ready for 1x16" 150.0 ANSI cargo hose.
- For SBM A + B operations:
- Starboard side Crane/ Derrick (Min SWL 15 Tonnes)
- One starboard side manifold connection ready for 1 x16" 150.0 ANSI cargo hose
- One (1) bow stopper, SWL 200.0 mt suitable for 76.0 mm chain (3 inch).
- A helicopter landing area, compliant with Int Chamber of Shipping guidelines
- Ship’s crew to be fully conversant with Heliicopter/ Ship Operations and all associated ancillary safety equipment.
- Oxygen Analyser to determine O2 content of the cargo tanks.
- Manometer/ pressure gauge to be removed from one cargo manifold line, to allow a CNL supplied pressure recorder to be installed throughout the duration of the cargo operation.
- Pilot/Accommodation ladder combination, 1.5 metres above water on the lee side.
- 2 strong, buoyant messenger rope approximately 200 meters long (approx 65mm)
- Crowbar,Sledge Hammer, Large Axe and sharp knife
- Powerful Safety Flash Light (at night)
- Pail of grease
- Heaving line available to connect to the towing tug’s messenger line.
For your Information:
Pennington terminal consists of TWO SBM berths, Alpha & Bravo. The surrounding exporting field platforms that supply the terminal do not have any significant storage capacity. Subsequently, Pennington terminal operates on a ‘LOAD & GO’ principle, meaning that loading tankers are effectively acting as FSU. A typical loading operation can take anything between 28 and 35 days depending on the production rate. The Vessel Master must satisfy himself that the ship is adequately stored with fuel, water and provisions prior to arrival as there are no shore facilities available. Berthing and commencement of loading at one SBM is done in co-ordination with the topping off of a vessel already moored at the other. There is, in effect, a running change-over.
The majority of personnel/ documentation transfer will be conducted by helicopter. It is, therefore unlikely that a vessel without a pre-approved ICS compliant Helicopter Landing deck will be allowed to berth at Pennington Terminal.
On arrival contact Pennington Terminal on Channel 10/16 for instruction.
Anchorage position 2.5 miles SW of the SBM A
You will be advised as to which SBM you will be berthing on
Current loading rate is about 25-30k GBbls / day. A 997,500 Bbl lifting can take between 30 and 35 days depending on the daily production from the field.
The approximate. API 35.0 Temp 83oF
Cargo Nomination- 950,000 – 997,500 GBbls.
Mooring is by one hawser,, chain size 76mm.
Minimum water depth both SBM berths is 26.8 metres.
ISPS Current Security level - level..2..............
FSO Escravos Security Superintendent
Tel: +234 (0)1-2600600/2668002 (ext.73420), Fax: +234 (0)1-2600395, E-mail: L9ESC784@chevron.com
ARRIVAL AT PILOT STATION AND ANCHORAGE
Early advice will be given by the mooring master indicating method of embarkation. Customs & Immigration authorities, ship’s Agent and Mooring Master will most likely embark via helicopter, however adverse weather/ visibility could necessitate transfer by boat using a ‘Billy Pugh’ Personnel Basket (provided by terminal)
All personnel/documentation transfer will be conducted during daylight hours only.
The "Pennington Terminal - Terminal Information, Regulations and Conditions of Use" booklet, including the "Conditions of entry into and use of Pennington Terminal, Nigeria" and "Safety Requirements" will be presented to the master of the vessel and must be understood and receipt acknowledged in writing prior to the departure of the vessel from the pilot station or Anchorage and before commencement of berthing operations.
The vessel's notice of readiness will only be received provided the mooring master is satisfied that the vessel is in all respects ready to moor and load or discharge, as appropriate. Notice of readiness will not be accepted during a period when the port is closed due to adverse weather or when a vessel arrives before the date it is nominated to load or discharge, as appropriate.
Notwithstanding the aforementioned paragraph, in no event, shall a Notice of Readiness, whether previously received or not, be valid or binding on the Terminal unless the vessel, her tanks and equipments, are in fact, in every respect ready to load or discharge the cargo, as appropriate.
N.O.R. will be accepted when the ship is cleared by last loading permission as Customs/Immigration, DPR or NNPC Marketing.
The port derrick or crane, which must be of not less than 15.0 t SWL, should be rigged and ready on arrival.