Common use of Nominations and Scheduling Clause in Contracts

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s then-current Nomination. Railcar Specifications. The following specifications reflect the Operator’s minimum railcar requirements, which are not intended to replace original manufacturer requirements or other basic industry regulations or specifications. Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator to break the unit train at additional points at the Company’s sole cost and expense. Design Item Parameter I Requirement Design Car Length- over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter/Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset of 24” 59’-4” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Top of Rail to Top of Crash Box Handrail (ft) 17’ (17’ is limit for cars with crash box widths 7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must utilize either Type A or Type B. Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Orientation. All rail cars must be orientated in the same direction. EXHIBIT C Exhibit D Designated Refinery Assets • 24” diameter crude oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. • Marine vapor combustion Unit for Piers 2 and 3. • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and piping

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s then-current Nomination. Railcar Specifications. All tank cars delivered to the Terminal must meet CPC-1232 and manufactured after October 2011. The following specifications reflect form is required to be submited to determine acceptance of the Operator’s minimum railcar requirements, which are not intended to replace original manufacturer requirements or other basic industry regulations or specificationstank car for receipt at the Terminal. Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator to break the unit train at additional points at the Company’s sole cost and expense. Design Item Parameter I Requirement Design Car Length- Rail Cars GP30 Non-Insulated Tanks Tank must conform with Specification DOT111A100W1 and be stenciled as such 286K 263K EXHIBIT C Xxx Xxxxx Rail Load, lbs Length over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimension, tolerances and coupling connection variances Coupler Pulling Faces must be evaluated) between 59'0" and 61'0" Connection Type Top Vapor Connection 1" 2" 3" Camlock Threaded with Ball Valve 4" Threaded 4" Quick Connect Bottom Outlet Connection 75 PSI 165 PSI Safety Relief Valve Rating Coiled/Insulated Tanks Tank must conform with Specification DOT111A100W1 and be stenciled as such 286K 263K Xxx Xxxxx Rail Load, lbs Length over Coupler Pulling Faces must be between 59'0" and 61'0" Connection Type Top Vapor Connection 1" 2" 3" Camlock Threaded with Ball Valve 4" Threaded 4" Quick Connect Bottom Outlet Connection 2" Threaded Inlet & Outlet Steam Coil Connections 75 PSI 165 PSI EXHIBIT C C-1 Design Item Parameter/Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset of 24” 59’-4” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Top of Rail to Top of Crash Box Handrail (ft) 17’ (17’ is limit for cars with crash box widths 7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must utilize either Type A or Type B. Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Rating Orientation. All rail cars must be orientated in the same direction. EXHIBIT C Exhibit D Designated Refinery Assets • 2420” diameter crude line and 4” steam line from WLR pumps to crude tank manifold at Crude Tk-8 • Crude storage tanks 7/8/11/12 • Power from local DP&L high voltage line @ 1800kW • Steam 175psig @ 75mlbs/hr from package boiler (can use existing rental boiler fed with natural gas) • Single instrument air compressor rated at 350scfm and 85 psig • Vent system – will need to install small natural gas fired incinerator • Fire water – need new dedicated line from United • Storm water runoff – should be able to use existing xxxxxx/ditches • P-1A pump at crude tank farm • P-1A line, 30” crude line and 6 oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier access Piers 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. • Marine vapor combustion Unit for Piers 2 2&3, MVR and 3. • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and pipingnatural gas to MVR Exhibit E Rail Spur Parcel See .PDF attachment “Exhibit E - Rail Spur Parcel” EXHIBIT E

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s then-current Nomination. Railcar Specifications. The following specifications reflect the Operator’s minimum railcar requirements, which are not intended to replace original manufacturer requirements or other basic industry regulations or specifications. Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator to break the unit train at additional points at the Company’s sole cost and expense. Design Item Parameter I Requirement Design Car Length- over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimension, tolerances and tolerancesand coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter/Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and tolerancesand coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter I Requirement Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset of 24” 59’-4” (this is an absolute dimension, tolerances and tolerancesand coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For ftlin)For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset CenterlineOffset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Height - Top of Rail to Top of Crash Box Handrail BoxHandrail (ft) 17’ (17’ is limit for cars with crash box widths 7widths7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Travel - Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must RequiredMust utilize either Type A or Type B. Type B.Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap LockCap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential psidifferential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Orientation. All rail cars must be orientated in the same direction. EXHIBIT C Exhibit D Designated Refinery Assets • 24” diameter crude oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. • Marine vapor combustion Unit for Piers 2 and 3. • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and pipingpiping • 16” diameter dedicated crude unloading header (old no. 6 fuel oil line) to crude tanks named above • 16” no. 6 fuel oil line from the crude tank to the piers • Natural gas supply line to the Marine Vapor Combustion Unit EXHIBIT D

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations Nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s then-current Nomination. Railcar Specifications. The following specifications reflect Specifications Product Railcars must conform with Specification Additional requirements Crude D0T111, to be replaced by DOT117J/117P/117R according to the Operator’s minimum railcar requirementsFAST act schedule LPG DOT112, which are not intended DOT105 Sulfur DOT111, AAR211 Benzene D0T111 No BOV, equipped with Civicon fittings Xxxxxxx X0X000, to replace original manufacturer requirements or other basic industry regulations or specifications. be replaced by DOT117J/117P/117R according to the FAST act schedule Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator arrival. Any special fittings or other modifications required to break the unit train at additional points accommodate railcars will be at the Company’s 's sole cost and expense. Design Item Parameter I Requirement Design Car Length- over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter/Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset of 24” 59’-4” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Top of Rail to Top of Crash Box Handrail (ft) 17’ (17’ is limit for cars with crash box widths 7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must utilize either Type A or Type B. Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Orientation. All rail cars must be orientated in the same direction. EXHIBIT C Exhibit D Designated Refinery Assets Designated Refinery Assets • 24” diameter crude oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. barge • Marine vapor combustion Unit for Piers 2 and 3. 3 • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and pipingpiping • 16” diameter dedicated crude unloading header (old no. 6 fuel oil line) to crude tanks named above • 16” no. 6 fuel oil line from the crude tank to the piers • Natural gas supply line to the Marine Vapor Combustion Unit Exhibit E Rail Spur Parcel Exhibit F Additional Facility Capacity During the Term, Operator shall ensure that the Additional Facilities, as applicable, are capable of providing the following amount of throughput capacity for each of the following Services:

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s 's crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s 's then-current Nomination. Railcar Specifications. All tank cars delivered to the Terminal must meet CPC-1232 and manufactured after October 2011. The following specifications reflect form is required to be submitted to determine acceptance of the Operator’s minimum railcar requirements, which are not intended to replace original manufacturer requirements or other basic industry regulations or specificationstank car for receipt at the Terminal. Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator to break the unit train at additional points at the Company’s 's sole cost and expense. Design Item Parameter I Requirement Design Car Length- over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimensionRail Cars GP30 Non-Insulated Tanks Tank must conform with Specification D0T111A100W1 and be stenciled as such 286K, tolerances and coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter/Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset of 24” 59’-4” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Top of Rail to Top of Crash Box Handrail (ft) 17’ (17’ is limit for cars with crash box widths 7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must utilize either Type A or Type B. Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Orientation. All rail cars must be orientated in the same direction. EXHIBIT C 263K Exhibit D Designated Refinery Assets • 2420” diameter crude line and 4” steam line from WLR pumps to crude tank manifold at Crude Tk-8 • Crude storage tanks 7/8/11/12 • Power from local DP&L high voltage line @ 1800kW • Steam 175psig @ 75mlbs/hr from package boiler (can use existing rental boiler fed with natural gas) • Single instrument air compressor rated at 350scfm and 85 psig • Vent system - will need to install small natural gas fired incinerator • Fire water - need new dedicated line from United • Storm water runoff - should be able to use existing xxxxxx/ditches • P-1A pump at crude tank farm • P-1A line, 30” crude line and 6 oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier access Piers 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. • Marine vapor combustion Unit for Piers 2 2&3, MVR and 3. • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and pipingnatural gas to MVR Exhibit E Rail Spur Parcel See .PDF attachment “Exhibit E - Rail Spur Parcel” EXHIBIT E

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations Nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s then-current Nomination. Railcar Specifications. The following specifications reflect Specifications Product Railcars must conform with Specification Additional requirements Crude D0T111, to be replaced by DOT117J/117P/117R according to the Operator’s minimum railcar requirements, which are not intended to replace original manufacturer requirements or other basic industry regulations or specifications. FAST act schedule Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator arrival. Any special fittings or other modifications required to break the unit train at additional points accommodate railcars will be at the Company’s 's sole cost and expense. Design Item Parameter I Requirement Design Car Length- over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter/Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset Exhibit A Form of 24” 59’-4” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Top of Rail to Top of Crash Box Handrail (ft) 17’ (17’ is limit for cars with crash box widths 7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must utilize either Type A or Type B. Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Orientation. All rail cars must be orientated in the same direction. EXHIBIT C Exhibit D Designated Refinery Assets • 24” diameter crude oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. • Marine vapor combustion Unit for Piers 2 and 3. • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and pipingTerminaling Services Agreement

Nominations and Scheduling. The Terminal is a shared-use facility and has limited capacity at any one time to take delivery of crude oil by railcars. Accordingly, the Company will use commercially reasonable efforts to deliver crude oil on a ratable basis and to coordinate with the Operator the arrival of unit trains for unloading, and the Operator will require the other users to do the same. The Company will coordinate with the Operator and keep the Operator apprised of the arrival of unit trains delivering the Company’s crude oil to the Terminal. The Company will keep the Operator apprised of volumes of crude oil that the Company nominates for transportation and delivery to the Terminal by rail. The Company will provide the Operator, by email or facsimile, or by other means mutually agreed by the Operator and the Company from time to time, no later than the fifteenth (15th) day of each calendar month throughout the Term, a good faith monthly nomination (a “Nomination”) of (i) the volume of crude oil that the Company projects it will deliver to the Terminal by rail during the following calendar month (to be delivered to the Terminal on a ratable basis throughout the month), (ii) the dates and times when the Company projects each unit train will arrive at the Terminal during the month (which must be on a ratable basis throughout such month), and the number and type of railcars of each unit train. All nominations for delivery of crude oil to the Terminal must be accompanied by a corresponding and reasonable tank availability schedule for prompt transfer of such crude oil into storage tanks. The Company will provide to the Operator each Wednesday throughout the Term an updated forecast for the following week with respect to the Company’s then-current Nomination. Railcar Specifications. The following specifications reflect the Operator’s minimum railcar requirements, which are not intended to replace original manufacturer requirements or other basic industry regulations or specifications. Railcar variations that are outside of these specifications must be approved by the Operator in advance of arrival of the unit train and, if accepted by the Operator, may require the Operator to break the unit train at additional points at the Company’s sole cost and expense. Design Item Parameter I Requirement Design Car Length- over coupler pulling faces- (ftlin) 59’-4” Minimum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-3” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) EXHIBIT C C-1 Design Item Parameter/Parameter I Requirement Maximum Car Length- over coupler pulling faces- (ftlin) For all cars having the same AlB orientation 59’-6” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Minimum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientations, with maximum crash box centerline to tank centerline offset of 24” 59’-4” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated) Maximum Car Length- over coupler pulling faces- (ftlin) For cars having varied AlB orientation, with maximum crash box centerline to tank centerline offset of 24” 59’-5 112” (this is an absolute dimension, tolerances and coupling connection variances must be evaluated Maximum Crash Box Entry Centerline I Tank Centerline Offset (in.) 24” Minimum Crash Box Entry Width (in) 21” Maximum Car Height—Height - Top of Rail to Top of Crash Box Handrail (ft) 17’ (17’ is limit for cars with crash box widths 7’; cars with crash box widths greater than 7’ should be evaluated for maximum allowable car height) Bottom Connection (Cap Off I Empty Car) Height from Top of Rail (est.) (in) 16” Minimum BOY Axis (empty car) Height from Top of Rail (in) 31” Minimum Spring Travel—Travel - Loaded to Empty (in) 2” Maximum BOY Size and Connection 4” Ball Valve- Salco Cam Lock Cap Required Must utilize either Type A or Type B. Type A.) part # TE4ITUFIA Type B.) part# TE4IUTF1A BOY Internal Drain No Riser Pipe, Full Drainage Air Inlet Connection 1” Minimum Connection, use Salco Cam Lock Cap part# K201UMPIA. Use full port valve. Do not use a l-in riser with 2-in adapter. Required Air Inlet Capacity Estimated at 900 cfrn (air) minimum with 1 psi differential (a) atmospheric pressure Pressure Safety Relief Device and Capacity Required, Sized Per Standard Industry Methods Pressure Safety Relief Device- Set Pressure Set at MA WP (Maximum of 165 psig) Vacuum Relief Valve and Capacity Required, estimated at 230 cfrn (air) with 4 psi differential @ atmospheric pressure Outage / Strapping Table Car specific gage table required per car Rail Car Orientation. All rail cars must be orientated in the same direction. EXHIBIT C Exhibit D Designated Refinery Assets • 24” diameter crude oil line from six 10” flanges from double-loop terminal pump discharge lines block valves to tank 281-TF-200 (length of pipe is 12,900 ft.) • Storage tank 281-TF-200 • 18” diameter outlet from tank 281-TF-200 to pumps • Pump 40-P-514 and 40-P-22A as a spare • 12” diameter P-20 transfer line (formerly the 509 line) from discharge of the pumps to Pier 2 and Pier 3 • Hoses at the piers from the transfer line to the barge. • Marine vapor combustion Unit for Piers 2 and 3. • Crude tanks 001-TF-200, 0026-TF-200, 005-TF-200, 006-TF-200 (alternative tanks, as mutually agreed), and associated tank mixing pumps and pipingpiping • 16” diameter dedicated crude unloading header (old no. 6 fuel oil line) to crude tanks named above • 16” no. 6 fuel oil line from the crude tank to the piers • Natural gas supply line to the Marine Vapor Combustion Unit EXHIBIT D