a) The Terminal is situated in the Jose Oil and Petrochemical Industrial Complex, in the Bolivarian Republic of Venezuela , in the State of Anzoategui , within the Bay of Barcelona , 25 nautical miles southwest of Puerto La Cruz.

The position of the end of the dock is Latitude 10 ° 08' 22” North, Longitude 64 ° 52'15” West

b) The Terminal consists of one berth on the Jose Petrochemical Dock, the last section of which runs in a direction of 022/ 202 T.

This berth can accommodate vessels with a maximum LOA of 230 meters . The maximum designed draught in SW alongside the berth is 12.4 meters , but this draught may be varied by AIMVENCA from time to time, depending on actual water depths available, or in cases where the prevailing circumstances so require. The maximum permitted displacement for vessels when unberthing is 65,0000 MT, The berth is on the East side of the pier, about 800 meters from it's seaward end, and consists of 3 breasting dolphins, and 4 mooring dolphins (See plan in Annex B ). A dual orbital shiploader for dry-bulk cargoes, and a Chiksan – type loading arm for liquid cargoes are mounted on the midships line of the berth. The shiploader is designed to load gearless ships with a maximum total length over hatches (measured from the forward end of the first hatch coaming to the after end of the last hatch coming) of 170 meters, and a maximum beam of 32.0 meters . Ships with lengths over hatches, or beams, greater than these may have to be shifted during loading, or may be otherwise inefficient to load, and their nominations will only be considered on a case-by-case basis, with no obligation for AIMVENCA to accept them. Dry-bulk carriers of less than 25,000DWT, geared dry-bulk carriers, and tankers of less than 11,000DWT will also be considered only on a case-by-case basis The liquid cargo loading arm is mounted at the center of the concrete platform, with a 16- inch diameter loading pipe and is fitted with a hydraulically operated flanged coupler. Ships will approach with the berth on their starboard sides, and will then be swung and berthed port side to.

A shore gangway is available, but the vessel is responsible for shipping, unshipping, and tending the gangway at all times.

c) To approach the Terminal, vessels will use Pilotage and Tug services contracted directly through their Agents with the appropriate authority or service provider, and will enter through the Approach Channel and Turning Basins . If a berth is not available on arrival, vessels may be instructed to wait in a designated anchorage area.

Pilotage is compulsory, and is provided by the Government Pilotage Service, contracted directly by the vessels through their Agents. Masters and Owners should consult their Agents to obtain full details of conditions, procedures and tariffs for this service.

The pilotage agreement or contract is exclusively an agreement or contract between the vessels and the Government Pilotage Service, and AIMVENCA is in no way a party to such agreement or contract.

Tug assistance is compulsory for all vessels berthing at the Terminal. This service should be contracted directly by the vessels through their Agents, taking into account any requirements from the Government Pilotage Service, and using only tugs which have been previously approved by AIMVENCA.

Approval by AIMVENCA of any tug does not imply that any responsibility for any loss, damage, injury, death, delay, or any other consequence arising from any action of that tug, can be attributed to AIMVENCA.

The tug assistance agreement or contract is exclusively an agreement or contract between the vessels and the towage companies concerned, and AIMVENCA is in no way a party to such agreement or contract

The Guaraguao Marine Control, through the vessel agents, designates the anchorage area for vessels waiting to berth.

At the time of compiling these Regulations, the anchorage area is an approximately 4 NM by 4 NM square, situated within the following positions:

Before arrival, Masters should report to the agents and request confirmation of the correct position for anchoring.

Vessels must be capable of receiving cargo at the following maximum rates, without requiring the Terminal to stop or slow down loading for any cause, including for de-ballasting,

Before arrival, vessels must confirm that they can load at the rates given above. If, during loading, and for any reason, vessels cannot comply, any time lost during loading, through stoppage, or through reduction in rate, will be charged to the vessel at the hourly rate established.

Additionally, SINCOR reserves the right to refuse future nominations of vessels, which cause such delays.

The Terminal will normally work 24.hours per day, every day of the year, except for 1200Hrs. on 31 st . December until 0700Hrs. on 2 nd . January, when work will only be carried out at the Terminal's discretion.

• Before the acceptance of the nomination of any vessel to load at the Terminal, the Owner or Master must furnish SINCOR with details of the vessel, according to instructions received from SINCOR, and in a form provided by SINCOR for this purpose.
  
• On arrival at the Terminal, and before loading operations commence, vessels and their documentation will be inspected by a surveyor appointed by AIMVENCA, in order to verify the information given in the form mentioned in paragraph a), and to ascertain the general condition of the vessel. If, in the opinion of the appointed surveyor, the vessel is not in a suitable condition to load and / or to carry the nominated cargo, or if the details of the vessel as informed under paragraph a) are incorrect, or unsubstantiated, AIMVENCA and / or SINCOR may refuse to load the vessel.
  
• The maximum sizes of vessels, which may be loaded at the Terminal, are described in Article 3. On a case-by-case basis, and at it's own discretion, AIMVENCA may consider vessels which exceed any of the given parameters.
  
• Dry-bulk carriers of less than 25,000 DWT, geared dry-bulk carriers and chemical tankers of less than 11,000 DWT will also be considered on a case-by-case basis, taking into account their loaded free-board, and their hatch and deck-gear configurations, amongst other points, to ensure that the fender arrangements in the berth, and that shiploader, or loading arm, access to the holds, or manifold, are adequate and safe. AIMVENCA may accept such vessels at it's own discretion.
  
• Other vessel requirements are:
  • Vessels loading dry bulk cargoes must be single-deck, self-trimming bulk carriers, , with no separations in the holds. General-cargo, multi-purpose, ‘tween- deck vessels or combination vessels will not be accepted. Vessels loading liquid bulk cargoes must be designed, constructed and equipped in all respects to carry the intended specific cargo, including all requirements regarding tank-coatings, ventilation, cargo condition monitoring, and all other conditions required by the Laws of the Bolivarian Republic of Venezuela, by the Laws of the Flag State, and by all international conventions and protocols applicable , as stated in Article 1, Paragraph I) of these Regulations. Adequate heating coils or devices must be fitted to ensure the proper flow of cargo through the piping on board, and in the tanks.
    
  • Vessels must be less than 20 years old.
    
  • All vessels must be fully classified with a Classification Society which is a member of the International Association of Classification Societies (IACS)
    
  • All vessels, their Masters, Officers and Crews, must be duly certified or licensed, with originals of all the required certificates or licenses on board, in all respects as required by the Laws of the Bolivarian Republic of Venezuela, by the Laws of the Flag State, and by all international conventions and protocols applicable , as stated in Article 1, Paragraph I) of these Regulations. Failure to comply with this requirement may result in AIMVENCA's refusal to load the vessel.
    
  • At all times during maneuvering in the vicinity of the Terminal, and during cargo operations, vessels must have at least 90% of their propellers immersed.Trim by the stern should not exceed 2 meters when maneuvering or 3 meters while alongside the berth.
    
  • Any overside ballast discharges above the waterline must be guarded or screened to avoid discharge of water onto ant of the Terminal installations or equipment
    
  • All ballast to be discharged at the Terminal must be in segregated, dedicated ballast tanks, and the ballast water must be clean. Masters must certify compliance with these conditions in writing, before commencing to deballast.
    
  • Vessels should have draught marks cut into the hull and clearly painted, on both sides, at the forward end, amidships and at the after end. All ship stability, tank calibration, tank-sounding, trim-correction and other tables and drawings required for carrying out draught surveys or calculations of cargo quantity through tank soundings, must be readily available and legible on board. A responsible officer must be appointed by the Master to accompany the Surveyor as soon as he boards the vessel, to jointly conduct soundings and readings during the draught survey. Any delays caused to the draught survey, or to cargo quantity calculations as a result of the vessel's failure to comply with any of these requirements will be for the vessel's account.
    
  • Vessels must have sufficient officers and crew available at all times during cargo operations to open and close hatches, to move derricks and cranes as and when required, to tend moorings and gangway, and in general to attend all the tasks required to ensure the safe and efficient management of the vessel.
    
  • Any vessel carrying cargo in transit for discharge at ports other than the Terminal must declare the type of cargo in the 72-hour ETA message form,(See Article 5.(d)) including any classification of such cargo as prescribed in the International Maritime Dangerous Goods Code (IMDGC). Vessels will not be permitted to berth at the Terminal if they have on board hazardous or dangerous cargo for other ports, and which, in the opinion of AIMVENCA, may cause safety, health or environmental risks in the Terminal.

• Arriving vessels must send an ETA message immediately after they have received their orders to proceed to the Terminal. This message should include the name of the vessel, the estimated date and time of arrival, and the type and approximate quantity of cargo to be loaded, and – if known – the name of the Agent who will be representing the shipowner and/or charterer at the Terminal.
  
• After sending the initial ETA message, vessels should update their ETA's if and when they vary more than 24 hours from the time and date originally given.
  
• 96 hours before arrival, the vessel must send her ETA at the Seabuoy.
  
• 72 hours before arrival at the Seabuoy, the vessel must send an updated ETA, using the standard format shown in Annex C. This format includes details of the vessel and the cargo to be loaded, as well as the ETA's and other information.
  
• 96, 48, 24 and 12 hours before arrival, the vessel shall confirm her ETA at the Seabuoy.
  
• Failure to send any of the ETA messages may result in loss of the vessel's berthing turn.
  
• If a vessels ETA is expected to change more than two hours with respect to the 12-hour ETA, she must inform the Terminal immediately. Any vessel which arrives at a time differing more than two hours from the 12-hour ETA without giving reasonable notice of this change may lose her berthing priority, and may have her NOR accepted at a time after her actual arrival, at the discretion of AIMVENCA.
  
• A vessel is considered to be an arrived ship when she arrives at the anchorage area designated by the Captain of the Port, or, if the vessel is ordered to berth on arrival, when she passes the Sea-buoy. Notice of Readiness (NOR) may be tendered after arrival. Any day, between the times of 0700 hrs and 1800 hrs Local Time. Either by vhf radio, telex, fax or e-mail from the vessel, or in writing from the ship's Agents. Radio advice of NOR must be confirmed in writing when the vessel has berthed. NOR will be accepted by the Terminal, whether the vessel is in free pratique or not, unless the relevant Charter Party states otherwise. However, if the vessel is later found to be unready to load for any reason whatsoever, including, but not limited to refusal of the Authorities to grant free pratique, unclean holds, machinery defects, incomplete documentation or certification of vessel, officers or crew, non-compliance with these Regulations, or any other cause whatsoever, the NOR will be rescinded and invalidated, even if it had previously been accepted by the Terminal, and the vessel will be required to tender a new NOR when she is ready to load.
  
• NOR's should be sent to the Terminal as follows:
  By VHF Radio: To Aimvenca Radio , Calling Channel 16, Working Channel 11
  By E-mail: To SINCOR Terminal,
  In writing: To SINCOR Terminal, Att. Operations Superintendent, Admin. Building , Jose .
  

• Unless instructed by the Terminal to berth on arrival, vessels should proceed to the designated anchorage area, as described in Article 3 c) of these Regulations, or as directed by the Port Authority.
  
• When the vessel has anchored, she should inform AIMVENCA Radio (Channels 16/11 VHF) and should maintain continual radio watch on these channels, or on any other channel which may be agreed with Aimvenca radio after initial contact has been made.
  
• The Customs, Port Health, Maritime and other Authorities may board the vessel at the anchorage to carry out the official visit for Free Pratique, or Free Pratique may be given after the vessel has berthed. Masters should contact their Agents to determine which procedure will be used in each case.
  
• Before arrival at the Sea-buoy, Masters should obtain from their Agents all the information necessary to complete the documentation required by the Authorities to grant Free Pratique.
  
• Anti-Drugs Inspection
  
• At the present moment, the Company AIMVENCA is submitting for consideration a signed agreement with the port authorities of the United States of North America and the BASC (business Anti-Smuggling Coalition) in Venezuela , regarding the traffic of illegal drugs on board the vessels at Sincor Terminal.
  
• These agreements by law do not exempt shippers, charters, shipowners and terminals of Legal Liabilities, that in case that port authority detects illegal drugs on board vessels.
  
• AIMVENCA on behalf of SINCOR will perform the antidrugs inspection in conjunction with Venezuelan National Guards.
  
• Berthing Safety limitations
  
  Wind force
  Factors influencing this force are relative velocity to the vessel, angle of attack and exposed ship area. The greatest wind force to contend with is when the wind is abeam with the vessel in ballast conditions.
  .- Theoretical Conditions: 30 Knots
  .- Practical Conditions : 20 Knots
  
  Current Forces
  This resistance is assumed to be entirely due to the form and is the pressure of water current acting against a motionless hull resistance to lateral motionless hull or hull resistance to lateral motion relative to the water. This force is a function of the density of the water, Speed of the current and underwater area of the vessel. The greatest current force to content with is when the current is abeam with the vessel in loaded condition.
  .- Theoretical Conditions: 0.5 Knots
  .- Practical Conditions : 0.5 Knots
  
  Ship resistance/ breasting motion forces
  This is the force applied to the ship by the tugs to overcome the inertia of the vessel and accelerate it laterally through the water or to overcome the momentum of the laterally moving vessel and decelerate it. This force must also take into account the “ added mass “ effect of the water, which moves with the ship. The greatest force to contend with is when the tugs are abeam with the vessel in the loaded condition. This force is a function of the vessel mass, acceleration and stopping distance.
  .- Theoretical Conditions: 0.75 Knots at 100 meters
  .- Practical Conditions : 0.75 Knots at 100 meters
  
  Wave (swell) forces
  Because of the swells experienced at the terminal Jose, is necessary to take into account those swell forces acting on the vessel when berthing and unberthing, the greatest swell force to contend with is when the swell is abeam and the vessel is in the loaded condition.
  .- Theoretical Conditions: 6 ft
  .- Practical Conditions : 2.5 ft
  
  In case of adverse atmospheric condition, Maneuvering Pilot in conjunction with the vessel master will take the decision to abort the docking or undocking maneuvering.
  

1. Potable and Services Water
2. Garbage Recolector
3. Water Waste Disposal
4. Nitrogen Service