General ARUBA GENERAL (See Plan) GEO-POLITICAL: PRATIQUE: The Port Doctor will visit an arriving ship only if there is a case of quarantinable disease on board, if the ship has no clean Bill of Health or if one of the preceding ports of call has been declared to harbour a quarantinable disease Capital City: Oranjestad Nationality: (noun) Aruban, (adjective) Aruban; Dutch Population: 71,891 VHF: Shore station with 24-hour service VHF Channel 16 (calling); Channel 11 (working) COMMUNICATIONS: TUGS: tugs available, 2,200 h.p and 3,500 h.p Both fitted with VHF Channel 16 (working Channel 11) International Direct Dial Code: 297 Number of Internal Airports: Major Languages Spoken: Dutch (official), Papiamento (a Spanish, Portuguese, Dutch, English dialect), English (widely spoken), Spanish ECONOMY: Currency: Aruban Guilder (AWG) of 100 Cents Main Industries: Tourism, transshipment facilities and oil refining ENVIRONMENT: Territorial Sea: 12 n.m Coastline Extent: 68 km Climate: Tropical marine; little seasonal temperature variation Natural Resources: NEGL and white sandy beaches Natural Hazards: Lies outside the Caribbean hurricane belt Terrain: Flat with a few hills; scant vegetation BARCADERA: 12␥ 29' N 70␥ 00' W (See Plan) LOCATION: The industrial harbour of Aruba is situated miles S.E of Oranjestad DOCUMENTS: Documents and all general information, refer to ‘‘Oranjestad’’ MAX SIZE: Max LOA 225 m., max draft 32 ft RESTRICTIONS: Harbour open day and night Depth of water in entrance is 36 ft Depth of water alongside is 36 ft Swinging basin width 1,000 ft PILOTAGE: Compulsory TUGS: Available BERTHS: 1,150 ft of dockside accommodation FRESH WATER: Not available FUEL: Can be supplied AUTHORITY: See ‘‘Oranjestad’’ BERTHS: In total there are 4,070 ft of dock length available to accommodate ocean-going vessels and 1,090 ft of dock for small craft, of which: a) 880 ft with 36 ft of water alongside b) 840 ft with 32 ft of water alongside c) 460 ft with 24 ft of water alongside d) 590 ft with 34 ft of water alongside e) 426 ft with 34 ft of water alongside f) 590 ft with 34 ft of water alongside CONTAINER FACILITIES: 30 acre container terminal in operation Length of quay 255 m., depth alongside 12.0 m 150 ton container crane 235 ton forklifts One back-up mobile crane of 140 tons available STEVEDORES: Stevedoring is performed at a fairly fast rate compared to other ports in the Caribbean area All cargoes are handled by shore cranes The terminal has extensive electrical installations for refrigerated container cargoes Hatches: This work is normally carried out by the crew BALLAST: Vessels must arrive with sufficient ballast to permit safe handling All vessels should enter port with clean ballast that can be pumped over board when alongside, as it is prohibited to pump dirty ballast into the harbour MEDICAL: Excellent medical and dental attention is available at any hour of the day or night to crew members of all vessels FRESH WATER: Boiler and drinking water of purest quality is supplied by hose from the docks at a rate of 200 t.p.h (in special cases 400 t.p.h.) FUEL: Various grades of bunker oil available by barge from Coastal Fuels Marketing A minimum of 48 hours advance notice is required ORANJESTAD: 12␥ 31' N 70␥ 02' W (See Plan) DOCUMENTS: Clearance from Last Port Consignee Mail Lists (if cargo for discharge) Crew Lists Derat Exemption Certificate Lists of Stores on Board Manifest of Cargo (or ballast), or Bills of Lading for import goods and transit goods separately Passenger Lists (if any passengers) Ship’s Register The Passenger List must carry full names, date of birth, sex, nationality and occupation of passengers landing at Aruba The ultimate destination of in-transit passengers must also be shown on the Passenger List Derat Exemption Certificates can be renewed at Oranjestad, Barcadera and St Nicholas Outward Clearance, cargo documents and list of outgoing passengers are delivered on board by the Agent’s representative, thereby making it unnecessary for Masters to visit the Customs Office to obtain outward clearance MAX SIZE: The harbour itself has a depth of 36 ft at MLW The safe salt water draft approved for docking at the Long Pier is 30 ft and in the two Western Basins is 28 ft Vessels normally enter via the west channel and depart via the east channel Minimum Drafts: For tankers arriving or sailing in ballast the following minimum drafts are required for manoeuvring under normal weather conditions: GRT 16,600 18,000 27,000 – 30,000 30,000 – 36,000 37,000 46,000 Forward Aft ft ft 10 ft 14 ft 14 ft 16 ft 18 ft 18 ft 20 ft 22 ft 24 ft 26 ft PILOTAGE: Masters are requested to advise Agents of their expected time of arrival at least 48 hours in advance Arrival messages should include advice regarding cash or other requirements This information is particularly necessary in order to give prompt attention to vessel’s requirements and to avoid delay after arrival Pilots are government employees and pilotage is compulsory for vessels from 50 g.r.t upward entering or leaving the harbour Pilots board inbound vessels at 12␥ 31'N, 70␥ 04'W, within miles of shore The Agent’s representative will arrange for Pilots to board vessels as necessary Inbound vessels should close the west entrance of the harbour as near as prudently possible and make a lee to facilitate the Pilot’s boarding Every vessel arriving or departing must provide and properly secure a pilot ladder which conforms with the standards of construction normally accepted by international safety standards Failure to provide such a ladder may result in the Pilot’s refusal to board a vessel ANCHORAGES: Anchorages, suitable even for deepest draft vessels, are located – miles south of Oranjestad, where the depth is 45 m Restricted Anchorage: The limits are shown on BA Chart No 702 Anchorage extends west of the coast, and is reserved for the use of vessels carrying out repairs and underwater hull cleaning Special permission for anchoring is to be obtained from Direktie Scheepvaart (Tel: +297 (8) 35192 Fax: +297 (8) 35221) See guidelines for compiling and submitting information (page xi) REPAIRS: There are no facilities at Aruba for major ship repairs Local workshops can repairs of minor nature Preliminary advice regarding such minor repairs should be included in ETA messages and work requisitions for repairs should be prepared for handing to the Agent’s representative immediately upon arrival Radar, radio and gyro repairs can be carried out However, it is important that Masters radio in their requirements as early as possible and give a brief reference as to the nature of the breakdown or fault of the equipment concerned While alongside, vessels must be prepared to move at hour’s notice Engine repairs to the effect of demobilising the vessel may only be carried out with special permission SURVEYORS: Representatives of the American Bureau of Shipping, the Lloyd’s Register of Shipping and the Norske Veritas are resident in the area Masters may request the surveyors’ services through the Agent POLICE/AMBULANCE/FIRE: Police Oranjestad, Tel: +297 (8) 11100, 24555 Ambulance Oranjestad, Tel: +297 (8) 24200, 21234 Fire Alarm, Tel: 115 SECURITY/GANGWAY: An efficient and continuous watch must be maintained on deck and in the engine-room of all ships while in port, and a sufficient number of men must be on board at all times to move vessels either for harbour operations purposes or in emergency situations TIME: GMT minus hours Vessels are requested to use local time in ETA messages and when dealing with their Agents CONSULS: The following countries have consular representatives on Aruba: Brazil Chile Colombia Costa Rica Denmark Dominican Republic El Salvador Germany Guatemala Haiti Italy Lebanon Liberia Nicaragua Norway Panama Peru Portugal Spain Sweden Switzerland UK Venezuela It is necessary for Masters of Panamanian and Italian flag vessels to visit Consulates at Oranjestad to present documents and receive despatches Other Consulates have similar requirements Masters may check with Agent for clarification NEAREST AIRPORT: Reina Beatrix International, miles SHORE LEAVE: Under normal circumstances no restrictions are imposed by the Government Immigration Authorities on shore liberty Masters are requested to endeavour to have all crew members on board prior to departure time, so that the ship will have no delay in sailing GENERAL: Customs Guards: Local authorities assign one or more customs guards to each vessel during its stay in port; the charges for guarding are for the account of the vessel AUTHORITY: Aruba Ports Authority NV, LG Smith Boulevard 23, Oranjestad, Aruba Tel: +297 (8) 26633, 31881 FAX: +297 (8) 32896 Email: aruports@setarnet.aw Contact: Captain JH Serahs, Port Captain – Aruba 85 ARUBA SAN NICOLAS: 12␥ 26' N 69␥ 55' W San Nicolas (See Plan) Also see Oranjestad LOCATION: The port is located on the southern coast of the island CHARTS: BA Charts No 702 and 1412 MAX SIZE: Outer Harbour: Tankers: Unlimited d.w.t., draft 106 ft., bow to manifold 225 ft and parallel body length 220 ft Inner Harbour: 100,000 d.w.t., beam 135 ft Tankers: 90,000 d.w.t., LOA 900 ft., draft 40 ft., bow to manifold 450 ft Bulk: 75,000 d.w.t., LOA 800 ft., draft 40 ft., air draft 55 ft., beam 115 ft RESTRICTIONS: The port is open for day and night navigation The safe salt water draft approved for entering is 40 ft and 41 ft for leaving Maximum beam for entrance to inner harbour finger pier is 135 ft Vessels normally enter via the west channel and depart via the east channel Vessels of LOA greater than 650 ft berth during daylight hours only Also see ‘‘Weather/Tides/Tides’’ APPROACHES: Report: 1982 The predominant wind in the area comes from an easterly direction and the main ocean current sets in a westerly direction The tourist industry is an important economic factor in Aruba, and to avoid the possibility of vessels being erroneously accused of contributing to oil pollution of the north coast and resort beaches, it is recommended that vesels, when practical, approach San Nicolas from the west PILOTAGE: Inner Harbour: Compulsory Coastal Aruba Terminal pilot station is located in position Lat 12␥ 25.60' N, Long 69␥56.3' W Pilotage is provided by Coastal and is compulsory for all vessels when entering or leaving Coastal’s marine terminal or mooring therein except for small launches and other craft regularly plying within Coastal’s marine terminal Masters of ships anchoring or leaving the Reef Anchorage may so without the assistance of a Pilot but those unfamiliar with the anchorage are strongly advised to use the services of a pilot prior to anchoring Coastal does not provide a Pilot for anchoring at the outer anchorage Masters must sign the Pilots Indemnity Certificate prior to pilotage commencing Pilot Boarding: All Pilots shall be boarded or landed from a ship not located alongside a berth by means of a pilot ladder when the freeboard does not exceed 30 ft or a combination of accommodation ladder and pilot ladder when the freeboard exceeds 30 ft All pilot ladders shall conform to the requirements of SOLAS 1974 Chapter V, Regulation 17 A Pilot may refuse to board a ship if the means of access does not conform to the above If the Pilot agrees, a pilot hoist may be used in lieu of an accommodation ladder and pilot ladder but a standard pilot ladder shall be immediately available in the event of a failure of the pilot hoist As it may be necessary for ship’s engines to be stopped whilst the pilot is transferring between pilot boat and ship, ships’ Masters should not approach the coast too closely for boarding the Pilot As a general rule, pilots board approximately – nautical miles WSW of the inner harbour entrance for vessels berthing at the inner harbour For vessels bound for the reef berths, the Pilots will board in a position approximately – 2.5 nautical miles west of the reef berths with the ship on an easterly course and a speed of approximately knots For vessels bound for HDS and the coke berth, the Pilot boards 1.5 – nautical miles SW of the HDS harbour entrance Anchoring off the terminal is normally not permitted ANCHORAGES: If for any reason, a ship is required to anchor prior to or after berthing at Coastal, the normal anchorage (known as the outer anchorage) for the port of San Nicolas is centred in approximate position Lat 12␥ 20' N, Long 70␥ 04' W, approximately 11 nautical miles SW of San Nicolas in depth of approximately 120 ft Should Coastal Marine by VHF advise to anchor on arrival, it is this anchorage and no other A second anchorage known as the Reef Anchorage is controlled by Coastal and ships should only anchor in this anchorage with the agreement of Coastal Marine It is situated off the reef between the eastern exit and western entrance to the inner harbour, has a deeply shelving and uneven bottom with water depths ranging from 66 – 328 ft within 1,640 ft of the reef The anchorage is suitable for a maximum of – ships of up to approximately 100,000 d.w.t The anchorage positions are numbered – from east to west and, generally, a ship should anchor in the eastern most vacant spot Care must be taken not to obstruct the entrance to and exit from the inner harbour The Reef Anchorage is used mainly by ships which Coastal requests to anchor for tank inspection, re-ullaging, clearance papers, embarking/disembarking lightering equipment and other ships which, with the agreement of Coastal, wish to carry out repairs requiring shore labour or the attendance of shore representatives or surveyors and for ships storing Prohibited Anchorage: Lat 12␥ 25.83' N, Long 69␥ 55.52' W, in the vicinity thereof Report: 1982 Due to the high aesthetic value and pollution sensitivity of the west and SW coast, it is prohibited for vessels to anchor in the area bounded on the north by a line drawn with California Light (Noord Westpunt) bearing 025␥(T) and on the south by a line drawn with Hooiberg Peak bearing 090␥(T) Loaded ULCCs should not anchor off the coast of Venezuela The Reef Anchorage off the terminal is restricted Vessels wishing to use this anchorage must first obtain permission from Coastal Marine PRE-ARRIVAL INFORMATION: All ships shall advise their ETA at Coastal, 72 hours, 48 hours and 24 hours in advance of arrival via Telex or Fax, and be able to communicate with ‘‘Coastal Marine’’ on VHF Channels 16 and 8, when within range See ‘‘Pre-Arrival Questionnaire’’ on cargo, bunker and ballast operations If a ship has received damage and/or is leaking oil, this must be advised in the ETA advice, so that the ship can be inspected by Coastal before entering the port Pre-Arrival Questionnaire: Dry Bulk Vessels Loading Petcoke/Sulphur at HDS Pier and Coke Berth: All vessels are required to submit the following information, via their ship’s Agent to Coastal Aruba Terminal a minimum of 48 hours prior to arrival Please answer all questions Reply N/A to those questions which are not applicable Ships arriving to load bunkers need only answer questions – and 15 – 20 Vessel’s name and call sign Vessel’s ETA Coastal Pilot Station 86 Nationality and Class Society Previous names Type of bulk carrier (geared / gearless) a) g.r.t b) n.r.t c) S.d.w.t d) LOA e) moulded breadth f) moulded depth g) Summer draft h) TPC Arrival and estimated sailing drafts (SW, FW) Is vessel ready to load upon arrival (if not state time required and reasons), and max loading rates (tonnes/hr.) Quantity of cargo to be loaded, average constant and loading sequence 10 Maximum height from waterline to hatch coaming during load 11 Is vessel fitted with self-trimming hatches, if not state method for trimming cargo 12 Type and quantity of transit cargo, if any 13 Last three cargoes carried (state last cargo first) 14 Type and quantity of slops (engine room), if any 15 If applicable, quantity and grades of bunker requirement; size and distance bow to bunker manifold 16 Is vessel familiar with Coastal Aruba’s Jetty Regulations and Port Information (Revised Edition October 1997) 17 Are the vessel’s steering and propulsion systems operational and in good working order 18 Does vessel have any defects, non-conformities which may affect safe and efficient cargo or manoeuvring operations 19 Vessel’s ISM, SMC Certification date and certifying authority 20 Does vessel have ISO 9002/14001 Accreditation? All vessels calling at Coastal Aruba Terminal please note: ⌻ vessel’s with bunker requirements must co-ordinate in advance between Coastal Marine Sales ⌻ on arrival vessels to have ready and present either original or copy of the following documents to Coastal Aruba Terminal Representative ⌻ Vessel’s Loading: Loading Plan in sequence / Harbour Stability Condition (SF/BM), completed most recent Vessel Particulars, Ballast Water Reporting Form (IMO Res A 868 (20)) General Cargo/Container/Ro-Ro Vessels Loading And/or Discharging at HDS Pier: The questionnaire is the same as the above except for the following: Type of vessel, general cargo (geared, gearless, tween decker), container (geared, gearless), Ro-Ro, breakbulk (geared, gearless) etc 10 Quantity of cargo to be loaded, discharged, hatch, bay and loading, discharging sequence as per Storage Plan 11 For Ro-Ro vessels only, is vessel fitted with stern ramp/side shell door or bow door and max windage area 12 For container vessels only, height of highest stack from main deck level 13 Type and quantity of transit cargo (include dangerous cargo), if any 14 If applicable, quantity and grades of bunker requirement; size and distance bow to bunker manifold 15 Is vessel familiar with Coastal Aruba’s Jetty Regulations and Port Information (Revised Edition October 1997) onboard 16 Are the vessel’s steering and propulsion systems operational and in good working order 17 Does vessel have any defects, non-conformities which may affect safe and efficient cargo or manoeuvring operations 18 Vessel’s ISM, SMC certification date and certifying authority 19 Does vessel have ISO 9002/14001 Accreditation? All vessels calling at Coastal Aruba Terminal, please note: On arrival vessels to have ready and present either original or copy of the following documents to Coastal Aruba Terminal Representative: Discharging: Complete set of consignee, receivers documents, to include Load Port Cargo Stowage Plan (container vessels include Planner’s report), Certificate of Origin, Cargo Manifest, Dangerous Cargo Manifests, etc, Statement of Facts, Time Log, etc Loading: loading plan in sequence, harbour stability condition (SF, EM) For all vessels: completed most recent Vessel Particulars, Ballast Water Reporting Form (IMO Res A 868 (20)) For All LPG Vessels Loading and Discharging at Inner Harbours and Barcadera (Arugas): The questionnaire is the same as dry bulk vessels except for the following: Type of LPG carrier (press, semi press, fully ref, semi ref) and type of tanks (A, B, C) a) g.r.t b) n.r.t c) S.d.w.t d) LOA e) distance bow to centre of manifold f) moulded breadth g) moulded depth h) Summer draft a) Is vessel ready to load discharge upon arrival (it does not state time required and reasons), max loading or discharge rates and max load discharge manifold pressures (state bbls./hr., cu.m./hr./psi) b) if applicable, is vessel capable of loading or discharging more than one grade simultaneously and maximum loading or discharging rates for each grade for vessels loading are cargo tanks conditioned or under IG Number size and product line up from forward to aft of vessel’s manifold connections, also include number, size of reducers available onboard Distance between manifolds (hoses: terminal 26 in., Barcadera 16 in.) 10 Maximum height from waterline to manifold during load or discharge 11 Product temperature (terminal requires propane to be heated to a minimum 60␥F), and maximum discharge pressure 12 Type and quantity of transit cargo, if any 13 Type and quantity of ballast Can vessel ballast/deballast concurrently with discharging load 14 Last three cargoes carried (state last cargo first) 15 State MARV’s, both IMO and USCG Readers are encouraged to send updates and additions (page xi) San Nicolas 16 Are ESD’s deck sprays in operational condition, and date last tested 17 Dates air lock tested, heat exchanger tested fusible plugs tested, gas detecting monitor calibrated 18 If applicable, are void spaces under IG or dry air and under positive pressure 19 If applicable, quantity and grades of bunker requirement; size and distance bow to bunker manifold 20 Is vessel familiar with Coastal Aruba’s Jetty Regulations and Port Information (Revised Edition October 1997) onboard 21 Are the vessel’s steering and propulsion systems operational and in good working order 22 Does vessel have any defects, non-conformities which may affect safe and efficient cargo or manoeuvring operations 23 Vessel’s ISM, SMC Certification date and certifying authority 24 Does vessel have ISO 9002/14001 Accreditation? All vessels calling at Coastal Aruba Terminal, please note: ⌻ Coastal Terminal does not accept slops without prior co-ordination, contact vessel agent/ for details No slop reception facilities available at Barcadera Harbour ⌻ no vapour return facilities available both at inner harbour and Barcadera Discharging: Complete set of consignee / receivers documents, to include Load Port Cargo Inspectors Reports, Cargo Manifest, Cargo Analysis Report, OBQ and Ullage Reports, Bunker Survey and Statement of Facts/Time Log, etc For Loading: Load Plans Stowage plan Loading: Completed most recent edition of Vessel Particular Questionnaire (OCIMF), Ballast Water Reporting Form (IMO Res A 868 (20)), TVE (USCG) or LOC which ever applicable Questionnaire: For all product and crude vessels loading and discharging at Inner Harbours and Reef Berths, and for vessels lifting bunkers only The questionnaire is the same as dry bulk vessels except for the following: Type of hull (DH, SH, DS or other) and type of vessel (OBO, Probo, O.O or product tanker) a) g.r.t b) n.r.t c) S.d.w.t d) LOA e) distance bow to centre of manifold f) moulded breadth g) moulded depth h) TPC Arrival and estimated sailing drafts (SW, FW) a) Is vessel ready to load /discharge upon arrival (if not state time required and reasons), and max loading and discharge rates (state bbls/hr.) b) if applicable, is vessel capable of loading or discharging more than one grade simultaneously and maximum loading or discharging rates for each grade c) for vessels arriving for discharge: number of tanks with cargo for discharge d) method of sampling (closed or Open hatch) Number size and product line up from forward to aft of vessel’s manifold connections, also include number/size of reducers available onboard distance between manifolds (terminal has 410 in., inner harbour 416 in at reef berths) 10 Maximum height from waterline to manifold during load or discharge 11 a) is vessel fitted with operational IG system and b) date filters were last changed 12 For loadings, if applicable: time required to inert tanks prior to loading 13 Type of a) tank coatings, and b) heating coils, if any 14 Type and quantity of transit cargo, if any 15 Last three cargoes carried (state last cargo first) 16 If applicable what type of tank cleaning performed by vessel, for present cargo 17 Type of ballast onboard, SB, CB etc and can vessel ballast, deballast concurrently with load/discharge operations, if not state time required for it Does vessel comply with IMO Res A 868 (20)) 18 Type and quantity of slops, if any 19 Can vessel discharge slops concurrently with load, discharge Distance bow to slops manifold 20 If applicable, quantity and grades of bunker requirement Size and distance bow to bunker manifold 21 Is vessel familiar with Coastal Aruba’s Jetty Regulations and Port Information (Revised Edition October 1997) onboard 22 Are the vessel’s steering and propulsion systems operational and in good working order 23 Does vessel have any defects, non-conformities which may affect safe and efficient cargo or manoeuvring operations 24 Vessel’s ISM, SMC Certification date and certifying authority 25 Does vessel have ISO 9002/14001 Accreditation? On arrival, vessels to have ready and present either original or copy of the following documents to Coastal Aruba Terminal Representative: a) for discharges complete set of consignee, receivers documents, to include Load Port Cargo Inspectors Reports, Cargo Analysis, OBQ and Ullage Reports, Bunker Survey, VEF and Statement of Facts, Time Log, etc b) for all vessels completed most recent edition of Vessel Particular Questionnaire (OCIMF), Ballast Water Reporting Form (IMO Res A 868 (20)), TVE (USCG) or LOC which ever applicable VHF: See ‘‘Pre-Arrival Information’’ TUGS: Tugs are provided by Coastal and their use is compulsory, towlines are provided by the tugs Ship’s Master must sign the tug’s Indemnity Certificate presented by the Pilot on boarding before tugs are made fast Communications between ships and tugs during manoeuvring is normally conducted on VHF Channel 8, in English In case of a loss of VHF contact, vessels should use their whistle See guidelines for compiling and submitting information (page xi) ARUBA BERTHS: The max limitations for vessels are: Berths Length (ft.) South*† North*† South North South*† North*† HDS Pier*† Petcoke Pier Reef I** Reef II†† 745 740 out of service out of service 900 850 700 800 Unl Unl Salt Water Max Draft (ft.) Bow to Manifold (ft.) Approx D.W.T 38 38 376 350 50,000 50,000 40 40 31.5 40 75 106 450 397 UNL 90,000 80,000 50,000 75,000 300,000 Unl 210x 225x * Maximum beam for entrance is 135 ft ** Minimum parallel body length 220 ft † Maximum entering draft is 40 ft even keel salt water †† Minimum parallel body length 440 m x Minimum bow to manifold length HDS (Dry Cargo Pier): The maximum beam is based on reach of coke shiploader Also the maximum clearance under the shiploader spout to mean sea level is 95 ft Reef Berth Approach: Pier Heading (T) Approach Angle 130␥ 114␥ 15␥ 10␥ RB I RB II Draft Requirements: Each of the berths within the inner harbour, HDS and coke berth is dredged and the Pilot will advise the max allowable draft It shall be recognised that loaded ships may be draft-restricted at the next scheduled port after Aruba For safe handling of tankers in all normal weather conditions and at all Coastal’s marine terminal berths the following minimum drafts are recommended: D.W.T Draft forward (ft.) Draft Aft (ft.) 10,000 – 20,000 20,000 – 30,000 30,000 – 40,000 40,000 – 50,000 50,000 – 90,000 10 14 14 16 18 20 22 24 26 Note: Ships arriving or sailing with part cargo only are also recommended to conform to the above minimum draft and maximum of 10 ft trim by the stern In special circumstances and in very good weather conditions it may be possible to safely handle ships with less drafts and/or a different trim than that recommended above, in these cases ship’s Master should consult with the duty Marine Dispatcher Use of Anchors: If an anchor is used during the berthing manoeuvre, it shall be hove home on completion of mooring No ship may lie alongside a berth with an anchor on the bottom Loaded ships should not drop an anchor within the inner harbour, HDS pier or coke berths unless in an extreme emergency, as bottom clearance is limited with the danger of running over the anchor, which could result in breaching the hull Security of Buoyancy: When entering or leaving Coastal’s marine terminal in a loaded condition, it is important that the tanker’s buoyancy is secured against ingress of water duo to damage Forepeak and foredeep covers and ventilators, cargo, bunker cofferdam and pumproom openings, including all ullage plugs must be securely closed during the entire inward or outward passages MOORING: Mooring Operations: Ships berthing at the inner harbour, outer harbour, HDS and coke berths shall have an adequate supply of heaving lines available for use The forward springs are usually the first lines ashore At the reef berths, head, stern and breast lines are taken to the mooring dolphins by a mooring boat, so the eyes should be lowered to water level Mooring lines, which not float, should be kept well slackened down after connection to the mooring boat’s hook until it has run all other lines to the dolphins Safety of Moorings: All ships must be securely moored to the satisfaction of the Pilot No cargo or bunker arms or hoses will be connected until the ship is securely moored Mooring winch drums shall be securely braked off, self-tensioning devices are not allowed Moorings of a different character (wire and fibre) shall not be sent out to the same dolphin or set of hooks/bollards Moorings shall be monitored and kept taut by the ship’s crew and the ship maintained in her correct position and in contact with the berth fendering throughout loading, discharging, ballasting, deballasting or bunkering operations The berth’s Loading Master is fully authorised to stop operations and disconnect cargo/bunker arms, if moorings are seen to require attention or if the ship is not kept in its position and in contact with the fendering or if the ship violates any other safe mooring practice Emergency Towing Wires: On completion of mooring, each ship at Coastal’s marine terminal shall rig towing wires, secured to the offside bow and quarter bollards with the eyes run out and maintained at or near the waterline On ships at any of the finger piers in the inner harbour, the aft emergency towing off wire shall be led through the centre aftermost load Emergency Pilot Ladder: As soon as vessels are berthed, each vessel must put a pilot ladder over the offside just forward of the poop and keep the end just above water level throughout their stay alongside, so that in an emergency a pilot could board the ship BULK FACILITIES: Loading of Bulk Sulphur: Bulk sulphur is loaded at Coastal’s marine terminal only at the HDS berth, east of the Inner Harbour The sulphur is loaded at an average rate of approximately 150 t.p.h by conveyor belt into a telescoping chute or spout The maximum height to which the chute end can be raised is 26 ft above the waterline The swivel centre of the chute is fixed and therefore to load different holds the ship will have to be shifted along the berth by means of warping with the assistance of tugs if necessary Ships are normally berthed starboard side to berth, so that the prevailing wind will carry the sulphur dust away from the ship’s accommodation, therefore ships have to be swung before berthing As the HDS has a tight 87 ARUBA turning area of approximately 1,000 ft diameter, and is exposed to the prevailing wind, ships should arrive with ample ballast on board Tugs are made fast alongside port side, and ship should ensure that towing bitts of adequate strength are available and clear of obstructions If they are not, this should be drawn to the attention of the Pilot prior to entering the HDS Channel Ships should arrive with holds clean and dry Moorings are taken ashore by heaving line and hand-hauled On completion of mooring, ship is to provide gangway and its type and location should bear in mind that ship will have to shift up to a distance of that between its forward and after holds to be loaded Derricks/booms/cranes must be swung outboard of the port side and all rigging, aerials, etc., which can obstruct the loading gear, should be lowered or removed It is the ship’s responsibility to provide its crew with goggles and respirators for use on those parts of the ship exposed to sulphur dust The eyes and throat will be badly affected if these are not worn Loading is normally carried out by day and night, weekends and holidays Coastal can only accept ships to load sulphur which are self-trimming or can be spout trimmed as a maximum Hand-trimming is not allowed on account of men’s safety and hygiene, and ships which cannot effectively be trimmed without hand-trimming should not be assigned to load at Coastal Marine Terminal, Aruba The measurement of bulk sulphur loaded at Coastal Marine Terminal is carried out by contract inspectors who will need the cooperation of the ship’s officers for information on quantities of ballast and bunkers, boiler and drinking water on board before commencement of loading and at various stages of loading, floatation and trim information, etc Loading Petcoke: New Petcoke Pier: Petcoke is loaded at Coastal Marine Terminal’s Petcoke Berth, east of the Inner Harbour The petcoke is loaded at an average rate of approximately 1,500 tonnes/hr by a telescoping ship loader with maximum outreach is 95 ft No shifting necessary Ships are normally berthed starboard side alongside, so that the prevailing wind will carry the petcoke dust away from the ship’s accommodation, therefore ships have to be swung before berthing As the HDS has a tight turning area of approximately 1,000 ft diameter and is exposed to the prevailing wind, ships should arrive with ample ballast on board Tugs are made fast alongside port side, and ship should ensure that towing bitts of adequate strength are available and clear of obstructions If they are not, this should be drawn to the attention of the Pilot prior to entering the HDS Channel Ships should arrive with holds clean and dry Moorings are taken ashore by heaving line and hand-hauled On completion of mooring, ship will be provided with a shore gangway Derricks/booms/cranes must be swung outboard of the port side and all rigging, aerials, etc., which can obstruct the loading gear, should be lowered or removed It is the ship’s responsibility to provide its crew with goggles and respirators for use on those parts of the ship exposed to petcoke dust Loading is normally carried out by day and night, weekends and holidays Coastal can only accept ships to load petcoke which are self-trimming or can be spout trimmed as a maximum Hand-trimming is not allowed on account of men’s safety and hygiene, and ships which cannot effectively be trimmed without hand-trimming should not be assigned to load at Coastal Marine Terminal, Aruba The measurement of bulk petcoke loaded at Coastal Marine Terminal is carried out by contract inspectors who will need the cooperation of the ship’s officers for information on quantities of ballast and bunkers, boiler and drinking water on board before commencement of loading and at various stages of loading, floatation and trim information, etc TANKER FACILITIES: Reef Berths: Operator: Coastal Aruba Refining Co NV Notice Of Readiness (NOR): NOR will be signed for receipt only by the Oil Movement and Shipping Loading Master after inspection and calculations are completed and the vessel is in all respects ready to load or discharge If it is subsequently found that the ship was not, in all respects ready to load or discharge; in the case of loading, due to excessive deballasting time or unsuitability of tanks which, on inspection, require further cleaning or preparation for the nominated cargo; or in the case of discharging due to unavailability of pumps or inadequate temperature of cargo, a Note of Protest will be delivered to the ship which will automatically cancel Coastal’s initial acceptance of the NOR In such cases the ship must prepare a revised NOR, cancelling the first one and stating a time tendered in accordance with its actual readiness Docking: Always port side to, with starboard anchor ready Mooring Launch: Used for all lines, except for the spring lines fore and aft Forward moorings first, after moorings second Mooring Capstans: All mooring and breasting dolphins are equipped with capstans, ton pull capacity, 100 ft./min line hauling capacity Manifold Requirements: Ships whose cargo and bunker manifolds conform to the OCIMF Standards for Tanker Manifolds and Associated Equipment will have no difficulty at Coastal’s marine terminal Any ship which has a manifold constructed of other than steel or has valves outboard of the supporting stool must advise ‘‘Coastal Marine’’ by VHF prior arrival, so that the manifold can be examined by Coastal Supervision and suitable precautions taken before and during connecting of arms Basic requirements for manifolds at Coastal’s Marine Terminal are: Ships for Inner Harbour (where ship may be port side or starboard side to berth): All clean, dirty and crude ships of up to 100,000 d.w.t Cargo manifold 410 in ASA made of steel Bunker manifold 16 in ASA made of steel situated abaft of cargo connections Distance from rail minimum ft., maximum 15 ft All valves to be inboard of support stool or otherwise supported Distance apart of manifolds, including bunker, flange edge to flange edge minimum 36 in., maximum 60 in If spill tank under manifold extends more than 30 in outboard of connecting flange, the arm jacks will have to land on it Minimum height of lower edge of flange above spill tank (where fitted, or above deck if not fitted) 24 in., maximum height 50 in If ship’s connecting flanges are not made of steel, maximum allowable unsupported cantilever length of 24 in will apply Terminal Supervision should be consulted San Nicolas Loading: Huy SR, run gasoline Lt St run gasoline Kero/Jet A-1 Gas oil/No.2 diesel VGO No.6 fuel oil Asphalt Bunker fuel Light sulphur diesel Crude Discharge: Cutterstock 50 Be’ caustic Propane/butane Sulphuric acid No.1-S No.1-N No.3-S No.3-N X X X X X X X X X X X X X X X X X X X X X RB I RB II X X X X X X X X X X X X X X X Loading Overall: Loading overall (through an open tank hatch or ullage plug) of any product is prohibited at Coastal’s ,marine terminal OBO Ships – Precautions in Cargo and Ballast Handling: Due to Capability of Berths to Load/Discharge Products: the problem of the effect of large free surfaces on the stability of OBOs there should only be a minimum number of slack tanks during loading, discharging or ballasting maintaining positive stability at all times, same will be governed by the vessel’s stability booklet and conditions Generally, when ballast and cargo are being handled simultaneously the loading rate shall be regulated accordingly If a ship’s Master can demonstrate that the ship’s stability is adequate without such stringent precautions he should consult with Coastal supervision on this and all free surfaces problems If a list develops during loading or discharging, operations will be stopped and arms disconnected and remain so until the free surface in the ship has been reduced and the list corrected Dry Certificates: Coastal supervisors will not sign dry certificates on presentation but they are instructed to endorse them with observations of any free water or previous cargo seen and to the effect that the contents of the pipelines are unknown Coastal does not accept any liability as to the actual condition of the cargo tanks inspected Commencement Of Loading: On being advised by Coastal’s tank inspector that the ship’s tanks are satisfactory to load, all tank lids and tank cleaning plates must be closed and secured, unused manifold connections blanked off and the ship’s system, with the exception of the manifold valves, lined up for loading Flame screens must be in place in each ullage port When the shore indicates it is ready to load, open the appropriate manifold valves and advise the shore that you are ready to load by gravity If loading more than one grade, start each crack off separately Do not ask for a pump to be put on line until you are sure the cargo is flowing into the intended tanks Agree with the berth’s Loading Master on the number of pumps to be put on and on the stand-by time he requires for pumps to be cut out Topping-Off Operations: When topping off cargo and bunker tanks, the ship’s officer in charge shall be in control of the operation, having the berth’s Loading Master standing by to reduce the loading rate or stop loading as required If you require a reduction in loading rate for topping off, arrange in advance with the berth’s Loading Master Checks on Tanks After Topping-Off: Cargo and bunker tanks that have been topped up must be checked frequently during the remainder of the loading or bunkering operation to avoid an overflow clue to an improperly shut or leaking valve Discharging: All deck openings shall be sealed and tanks under positive pressure If, for any reason, the vessel temporarily stops discharging or drastically reduces the discharging rate, the vessel must advise the berth’s Loading Master Cargo Measurement: Vessel Experience Factors (VEF) are used by Coastal in computing ship’s cargo quantities Where slops from a previous cargo are retained on board they will be measured and, unless commingled, with Coastal’s agreement with incoming cargo, be messured again after completion of loading In cases of discrepancies of greater than 0.5% (without VEF being applied) and 0.3% (with VEF applied) between the computed ship’s cargo loaded or discharged and the shore computed quantities the ship will in the case of loaded cargoes, be held at berth or anchorage for re-ullaging and examination until the reason for the discrepancy is discovered or some other agreement with the cargo owner is reached Remaining on Board (ROB): ROB quantities will be computed from tank dips Trim correction will not be applied when the liquid does not entirely cover the bottom of the tank In cases of large discrepancies between ship and shore quantities, the quantity of oil floating on the top of ballast taken into cargo tanks might be measured to determine a more accurate ROB A ship’s officer will be required to sign for the quantity computed as ROB without correction for trim the actual quantity ROB will he agreed upon later A Note of Protest will be served on a ship, which has an excessive pumpable ROB, and a claim filed In cases of large ship/shore discrepancies and/or cargo contamination, a ship’s Master may wish to appoint an independent inspector or utilise the services of P&I Ship-To-Ship Transfers at Dock: When it becomes necessary to transfer cargo directly from one ship to another via headers and pipelines, it is essential that a proper communication system is set up between the two ships, so that the receiving ship can regulate the flow of oil it is receiving and stop it when necessary Because of language and radio channel difficulties between ships, Coastal will set up a communication system, stationing on each ship a Loading Master with a radio on a special frequency which cannot be interrupted These will remain during the entire transfer operation Inert Gas Systems (IGS): All ships with IGS, prior to entry to the terminal shall confirm that the plant working correctly All tanks shall remain in positive pressure with oxygen content less than 8% by volume On arrival vessels will be asked to depressurize tanks sufficiently to allow up to three ullage ports to be open at any one time for the purpose of gauging, sampling, water-finding, temperature reading, tank inspection, etc Ullage ports must be resecured prior to cargo or ballast handling commencing Emergency Stopping Of Pumps: To stop shore pumps in an emergency use the UHF radio provided by the terminal identifying ship’s name and berth prior to requesting ‘‘stop pumps emergency’’ several times All ships at the terminal are on the same UHF channel 88 Readers are encouraged to send updates and additions (page xi) San Nicolas Tank Cleaning, Gas-Freeing Alongside: Permission to tank clean and/or gas-free alongside a berth must be obtained from the Oil Movements Manager or his authorised deputy prior to commencing operations Maximium Allowable Pressure at Manifold: Never exceed the maximum allowable back pressure, as indicated below, at ship’s rail, and make sure the loading rate is fully agreed Crude and oil products: 150 p.s.i Butane: 175 p.s.i Sulphuric acid and caustic soda: 100 p.s.i Loading Arms: RB I; 416 in cargo arms with 16 in bolted flange connections 18 in bunker arm (No arm, the most westerly arm) RB II; 516 in cargo arms with 16 in connections Discharge/Loading Lines: RB I 36 in., 3,000 ft long RB II 56 in., 4,000 ft long Bow to Centre of Manifold Restrictions at Finger Piers: The distance from the tanker’s most forward underwater point to centre of manifold has to be known accurately by Coastal to ensure that there is sufficient length of deep water at the berth forward of the loading arm position Due to the position of the loading arm structures and the angle of the piers with the shoreline each side of finger pier has a different limitation All ships using the inner harbour must advice Coastal Marine their accurately measured horizontal distance from extreme bow (including the bulb bow) to the centre of their manifold connections so that each ship is allocated a berth with sufficient length of deep water forward of the loading arms Ship – Shore Communications: The Loading Master will provide a hand-held UHF radio that will remain on board throughout the ship stay alongside Adequate Deck Watch, Communications with Shore: The ship shall maintain an adequate deck watch during all cargo, bunkering and ballasting operations The communications system between ship and shore should be regularly checked Bunkers: Not available at RB I or RB II Water: Not available Provisions: By launch; to be taken on board by ship’s lifting gear on the port quarter Shore Leave: No pedestrian traffic allowed between ship and main gate Arrangements for crew transportation can be made with Agent Also see ‘‘Berths’’ Lightering Operations Off Aruba: Lightering operations, i.e transferring crude oil from ULCCs/VLCCs into MSTs approved for this operation by Coastal and also from MSTs into ULCCs/VLCCs are carried out from time to time off Aruba Coastal has all the lightering equipment necessary for this operation and also has Lightering Masters, Chief Officers and a rigging crew for supervising and carrying out the operation The equipment, including fenders, is transferred to the MST at the Reef Anchorage or whilst underway in the vicinity and after going alongside the ULCCs/VLCCs whilst underway, the ULCCs/VLCCs then anchors within the designated area which is bounded by the following coordinates: Lat 12␥ 25' N, Long 70␥ 22' W Lat 12␥ 30' N, Long 70␥ 22' W Lat 12␥ 30' N, Long 70␥ 07' W Lat 12␥ 22' N, Long 70␥ 04' W It is emphasised that MSTs ordered to load by lightering from a ULCCs/ VLCCs off Aruba must arrive with all clean ballast for pumping overside without causing pollution ULCCs/VLCCs ordered to back load crude oil from MSTs by lightering should arrive with a mean draft of 40 ft for VLCCs and 50 ft for ULCCs Also see ‘‘Berths’’ BALLAST: All dirty ballast must be discharged into shore tankage However, the capacity of the shore reception facilities is limited All clean, oil free, ballast should be discharged overside, the responsibility for avoiding oil pollution rests with the ship As a general guideline, ships arriving in ballast should have no more than 8% of their Summer deadweight as dirty ballast requiring to be pumped ashore (e.g a 50,000 d.w.t tanker should have no more than 4,000 long tons of dirty ballast) The remaining ballast needed to conform to the minimum draft requirements must be clean for pumping overside without causing pollution Ships may be required by their operators/charterers to arrive with clean ballast and consolidated slops Ballasting: A discharging ship should not start ballasting into cargo compartments during or on completion of discharging unless authorised to so by a Coastal representative Deballasting: Ships must not commence deballasting overside until the clean ballast has been inspected by a Coastal representative If any oil is seen on top of the ballast, the Coastal representative will advise on what quantity of water may be discharged overside and what quantity has to be discharge ashore Generally, clean ballast which has any oil floating on it should not be discharged overboard after the tops of the suction pipelines in the tanks are uncovered The responsibility of avoiding pollution during discharge of clean ballast overside remains with the ship The shore deballasting system has a check valve in every lateral to prevent flow back The ship should advise the berth’s Loading Master and ‘‘Coastal Marine’’ at least 30 minutes before completion of deballasting, so that tank inspection can be arranged without delay WASTE DISPOSAL: Service can be provided with advance notice through ship’s Agent SLOPS DISPOSAL: Ship’s dirty ballast and product slops may be discharged ashore Advance notice required FRESH WATER: There is no natural fresh water in Aruba, it is distilled from sea water Ships planning on replenishing fresh water at Coastal Marine Terminal should start taking fresh water as soon as ship is docked FUEL: It is essential that ship’s Master includes bunker requirements in their pre-arrival questionnaire through the ship’s Agent All grades of bunkers available Bunkers available for offshore delivery via bunker vessel Contact Coastal Aruba or Coastal Miami (Tel: +1 (305) 551 5288) See guidelines for compiling and submitting information (page xi) ARUBA Loading of Bunkers: When possible, bunkers will be loaded simultaneously during cargo operations The ship’s officer in charge of bunkering should contact the berth Loading Master as soon as possible after arrival alongside to arrange a convenient time for bunkering, topping off requirements and any requirements for samples and/or sighting bunker meter readings Also see ‘‘Shipmaster’s Report’’ dated November 1992 REPAIRS: A local workshop can minor repairs No repairs or underwater hull cleaning/inspection etc, which will make the ship unable to move under its own power, may be commenced without the written consent of the Oil Movements and Marine Managers or his authorised deputy POLICE/AMBULANCE/FIRE: Dial 8131 on jetty telephone Call ‘‘Coastal Marine’’ on UHF set which is supplied to every ship whilst alongside FIRE PRECAUTIONS: The port of San Nicolas is very well equipped with modern equipment for firefighting and fire prevention The ship’s fire main should, where practicable, remain fully pressurised and ready for use with fire monitors trained on the cargo manifold area and other vulnerable locations during the entire ship’s stay alongside If a ship is not fitted with fire monitors in the manifold area, hoses with nozzles shall be connected to the fire main and run out forward and aft of the cargo manifold and at other strategic locations such as the pumproom top Where it is not practicable to keep the fire main pressurised, the fire pump shall he ready for immediate use The position of the ship’s international shore connection shall be conspicuously marked Portable fire extinguishers, preferably of the dry chemical type, shall be placed in the vicinity of the cargo manifold Fire Alarm: In the event of a fire involving Coastal’s marine terminal or any ship or other craft at the terminal, the signal shall be eight short blasts on the fire siren repeated three times The terminal fire alarm will be tested on the first Monday of each month at 1100 hrs REGULATIONS: Strict compliance with Harbour Safety Regulations is mandatory Stringent regulations prohibit the transportation of alcoholic beverages through the refinery and harbour area No liquor or beer may be taken on board or removed from vessels except only bonded stores ordered by the Master WEATHER/TIDES: Tides: Diurnal with max amplitude of 18 in Datum used is MLW, water level never falls more than in below MLW Current: The current is influenced by the trade winds It generally runs WNW – NW, parallel to the coast of Aruba of 0.5 – knots but a counter current of uncertain rate sometimes runs close to the coast and this has to be guarded against, particularly when entering the inner harbour, the entrance to which is across the current direction Electrical Storms: Severe electrical storms are rare in Aruba but should one pass in the near vicinity then all cargo operations, ballasting into non gas-free tanks, inert gas purging, tank cleaning and gas freeing shall be suspended and all tank openings and vent line valves closed until the storm has passed Heavy Rain Storms: Should a heavy rain storm, usually of short duration, occur during the topping off operations in loading cargo or bunkers, the berth’s Loading Master should be asked to stop the loading until the heavy rain has stopped Strong Winds: When mean wind speeds exceed 30 knots on the terminal anemometer, ships will, depending on the wind direction and general weather synopsis, be alerted that cargo/deballasting/bunker operations may have to be suspended and chicksans disconnected Hurricanes: While no hurricane has passed over Aruba within living memory, they frequently pass along tracks which could, and sometimes do, come close enough to Aruba to affect the weather and sea conditions NEAREST AIRPORT: Reina Beatrix International Airport, 12 km SHORE LEAVE: As all ship’s personnel when going ashore have to pass through the docks and the company’s concession, every seaman must carry an identity card to check off against ship’s Crew List at main gate Seamen must have special pass to use any other gate than refinery main gate SEAMAN’S CLUBS: None GENERAL: Gangways: It is the ship’s responsibility to provide and maintain a safe means of access At the Inner Harbour berths the ship must provide rig and tend a safe gangway or accommodation ladder, normally abaft amidships The use of a shore hoist, where available, to assist in putting out or taking in a ship gangway, is only allowed with permission of the berth’s Loading Master and if a Coastal employee is available to operate the hoist All ship accesses to be rigged as per SOLAS requirements Craft Alongside Ships at Berth: Except in an emergency or when ordered to assist in berthing or unberthing or maintaining a ship alongside, tugs are forbidden to lie alongside any ship at a berth within Coastal’s marine terminal When a tug is alongside to assist, all tank lids, ullage plugs and tank cleaning openings must be securely closed and must not be opened until the tug is clear No other boat, launch, barge or other craft may lie alongside the cargo tank deck of any ship which is loading or discharging of such cargo unless all such operations are stopped and all deck openings securely closed Where possible, stores, lube oils and other material must be taken on board from a position abaft the funnel Delivery of Stores Over Coastal’s Berths: The normal method of storing ships laying alongside Coastal’s berths will be by stores launch Minor amounts of stores defined as ‘‘dry goods (no alcoholic or soft drinks) of a harmless nature in stout containers which can be safely hand-carried up a ship’s gangway with a total quantity of not more than 250 kg or cu.m.’’, may be allowed to be put onboard via the berth, but the supplier must first obtain a written permit from the Oil Movement Shift Supervisor A shore crane will not be available for storing The supplier will be responsible for clearing away any debris on the berth caused by storing operation SHIPMASTER’S REPORT: November 1992 (Updated 2002) Offshore Bunker Supply: Advise Coastal Marine of ETA, 48 hours, 24 hours and 12 hours prior to arrival Coastal Marketing Telex: 5244 Comar Aw Coastal Marine VHF: Channels 16 and Tel: +297 (89) 8450 Fax: +297 (89) 4554 Telex: 5241 89 ARUBA San Nicolas When sending ETA, advise Coastal of size of manifold and location The bunkering vessel ‘‘Irini K’’ (17,200 d.w.t.) is fitted with Yokohama fenders The bunker location is Lat 12␥ 29.5' N, Long 70␥ 07.5' W The vessel may be contacted by Telex: 1334160 AGENCY: Appointment of Ship’s Agent – Agency Services Available: No ship is allowed to enter Coastal’s marine terminal unless it has a duly appointed ship’s Agent through whom all disbursements and ship’s business can be accessed OPERATOR: Coastal Aruba Refining Co NV, Lagoweg 1, PO Box 2150, San Nicolas, Aruba Tel: +297 (89) 8450 FAX: +297 (89) 4554 Telex: 5241 COMAR AW Contact: Captain Jack Marshall, Marine Department Manager (Email: jack.marshall@elpaso.com) Also see ‘‘Oranjestad’’ 90 Readers are encouraged to send updates and additions (page xi) ... vessels calling at Coastal Aruba Terminal, please note: On arrival vessels to have ready and present either original or copy of the following documents to Coastal Aruba Terminal Representative:... delivery via bunker vessel Contact Coastal Aruba or Coastal Miami (Tel: +1 (305) 551 5288) See guidelines for compiling and submitting information (page xi) ARUBA Loading of Bunkers: When possible,... Hurricanes: While no hurricane has passed over Aruba within living memory, they frequently pass along tracks which could, and sometimes do, come close enough to Aruba to affect the weather and sea conditions