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Dubai LNG Terminal Jebel Ali Port United Arab Emirates
FSRU LNG Golar Freeze
Dubai LNG Terminal Regulations & Procedures
Reference:
DUSUP-LNG-OPS-001
Author:
Abdi R. Nayak
Approvals:
Agreed By:
Name
Company
Signature
Amos Smith
Dubai Supply Authority
On file
Tom Christiansen
Golar Freeze LTD (UK)
On file
Hakon Lenz
Golar Wilhelmsen Management
On file
Capt. Abdullah Al Qubaisi
DP World – Jebel Ali
On file
Date
COPYRIGHT NOTICE This document is confidential and has a restricted circulation. Neither whole or part of this document may be disclosed to any third party without the prior written consent of the copyright owner. The copyright of this document is vested in Dubai Supply Authority. All rights reserved. Neither the whole or part of this document may be reproduced, stored in any retrieval system or transmitted in any form or by any means (electronic, mechanical, reprographic, recording or otherwise) without the consent of the copyright owner. © Dubai Supply Authority P.O. Box 17114 Dubai United Arab Emirates
Dubai LNG Terminal Regulations & Procedures
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DOCUMENT CONTROL Document Title:
Dubai LNG Terminal Regulations Template: DUSUP Manual.dot
Document Originator:
Abdi R. Nayak
Document History: Version 0.1 1 1.1
Amendment
Date
Initial draft release for comments
10 April 2010
Final Draft for Final Review
25 Oct. 2010
Final Draft for Approval
27 Nov. 2010
Contributors to this Documents: Captain Abdulla Ali AlQubaisi
DP World – Jebel Ali Port
Pedro Amendola
Dubai Supply Authority
Ilse Bienefelt
Dubai Supply Authority
Tom Christiansen
Golar LNG
Kevin Coelho
Shell Trading And Shipping Company (STASCO)
Captain Nenad Durovic
Master Golar Freeze
Captain Hans Hansen
Golar Wilhelmsen Management AS
Officers
Golar Freeze
Amos Smith
Dubai Supply Authority
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TABLE OF CONTENTS 1.
INTRODUCTION...............................................................................................................1 1.1 1.2 1.3 1.4
2.
BACKGROUND ................................................................................................................2 2.1
3.
CONDITION OF USE...................................................................................................................... 4 DEFINITIONS ............................................................................................................................... 4 NAVIGATION INFORMATION .......................................................................................................... 6 PILOTAGE & BOARDING AREA...................................................................................................... 8 TOWAGE ..................................................................................................................................... 8 COMMUNICATIONS WITH PORT CONTROL ..................................................................................... 9 ADVERSE WEATHER PROCEDURE ............................................................................................. 10 MOORING & UNMOORING PROCEDURE ...................................................................................... 12 POLLUTION & ENVIRONMENT ..................................................................................................... 15 GENERAL INFORMATION ............................................................................................................ 17
LNG OPERATION ........................................................................................................... 22 4.1 4.2 4.3 4.4
5.
LNG BERTH AND APPROACHES ................................................................................................... 3
PORT AND OPERATIONS.................................................................................................4 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10
4.
PURPOSE ................................................................................................................................... 1 INTENDED AUDIENCE ................................................................................................................... 1 RELATED DOCUMENTS ................................................................................................................ 1 CHANGE CONTROL ...................................................................................................................... 1
COMMUNICATIONS .................................................................................................................... 22 PRE CARGO TRANSFER OPERATIONS ........................................................................................ 24 CARGO HANDLING .................................................................................................................... 26 POST CARGO TRANSFER OPERATIONS ...................................................................................... 28
SAFETY & EMERGENCY RESPONSE.............................................................................. 29 5.1 5.2
SAFETY ALONGSIDE .................................................................................................................. 29 EMERGENCY RESPONSE ........................................................................................................... 32
6.
APPENDIX A – JEBEL ALI PORT REGULATIONS ............................................................ 37
7.
APPENDIX B – CONDITION OF USE (COU) ..................................................................... 38
8.
APPENDIX C – PORT LAYOUT ........................................................................................ 42
9.
APPENDIX D – FSRU & JETTY LAYOUT .......................................................................... 44
10.
APPENDIX E - ISPS DECLARATION OF SECURITY ......................................................... 53
11.
APPENDIX F – PILOT BOARDING REQUIREMENTS ........................................................ 54
12.
APPENDIX G – LNG CARRIER/FSRU SAFETY CHECKLIST ............................................. 55
13.
APPENDIX H - SAFETY LETTER...................................................................................... 64
14.
APPENDIX I – CARGO HANDLING AGREEMENT ............................................................ 66
15.
APPENDIX J – FSRU ESD CONNECTION ........................................................................ 69
16.
APPENDIX K - DOCUMENTATION CHECKLIST .............................................................. 71
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INTRODUCTION
1.1
Purpose
Page 1
The purpose of this document is to provide the terminal rules and regulations applicable to all users of the Dubai LNG Terminal located in Jebel Ali Port in Dubai UAE.
1.2
Intended audience
Understanding of this document is a requirement for all users of the LNG Facility and thus it must be read by all people directly / indirectly involved in the operations of the LNG terminal such as: •
Golar FSRU Officers and crew
•
DUSUP employees involved in LNG Operations
•
Jebel Ali Marine department e.g. VTSO, Marine clerks, Pilots, Tug crew, Mooring crew, Marine management, EHS, Security
•
LNG carrier Masters and officers calling on the LNG Terminal.
•
Vessel agents
•
Department which coordinate with Marine in exceptional situations like emergency, accident etc e.g. DP World Safety department, EHS, Security, UAE Coast guard
1.3
Related documents
DP World – Port Jebel Ali Marine Operating Policies & Procedures enclosed in Appendix A. Most up to date information on Jebel Ali Port regulations can be obtained by visiting DP World Website at http://www.dpworld.com/
1.4 Rev.
Change control Made By
Version 1.1
Reviewed By
Authorized By
Brief Description of Change
Date
Dubai LNG Terminal Regulations & Procedures
2.
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BACKGROUND
The Dubai Supply Authority (DUSUP) is accountable for supply of gas and operation of related pipeline systems and facilities in the Emirate of Dubai. In April 2008 DUSUP executed a Time Charter agreement with Golar Freeze UK Limited (GOLAR). Under this agreement Golar provides the LNG FSRU Golar Freeze moored at DUSUP’s jetty located in Dubai World Port in Jebel Ali Port. Golar is accountable for operations of the integrated facility comprising the LNG FSRU Golar Freeze and the jetty, collectively referred to as Dubai LNG Terminal. Under the terms of the Charter Agreement, Golar Freeze, an LNG carrier first put into service in 1977, was dry-docked for rejuvenation and conversion into an FSRU by Golar. Golar has contracted with Golar-Wilhelmsen Ship Management to operate the FRSU in accordance with terms & conditions set forth in the Charter Agreement. DUSUP designed and built the jetty and related undersea pipeline to connect the FSRU to DUSUP’s pipeline system. The FSRU is located in the Jebel Ali Port between Terminal 2 and the future Terminal 3, in a water depth of about 14 meters. A map of the FSRU location and marine pipeline route is shown below:
The FSRU is an existing Moss-type LNG carrier that Golar has converted into an FSRU. It is approximately 287 meters in length, 43 meters in width, rising approximately 47 meters above the water line to its highest point. The FSRU’s draft is approximately 11 meters. The FSRU has a net storage of approximately 124,000 M3 of LNG (~2.5 billion cubic feet of gas) in five Moss spherical containment tanks. It has peak vaporization capabilities of 480 MMCFD using skid mounted vaporization packaged systems designed and built by Hamworthy. The vaporization system is made up of three Hamworthy vaporization skids each having a capacity of 240 MMCFD (3 x 50%). The facility can operate at peak sendout of 480 MMCFD with nominal rate at 400 MMSCF. The vaporization system has a turndown ratio of 25% and will be capable to operate at a minimum
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sendout rate of 100 MMCFD. DUSUP, based on its supply and demand requirements, will dictate the send-out flow and/or pressure within the design operational envelope of the FSRU. The FSRU is equipped with a vent and not a flare. The vent will be used only in emergency situations. In order to maintain LNG tank pressure within operating envelop of the FSRU, boil off on board the FSRU will be used and managed thru producing steam for power generation and minimum sendout compressor feeding into the sendout pipeline. Tank pressure on the LNG carrier will be maintained using vapor return from the FSRU. In order to avoid venting of gas during normal operations, excess boiloff gas, if any, will be used to produce steam. Any excess steam will then be released thru a steam dump. The LNG will be delivered to the FSRU in LNG carriers with cargo capacities ranging from approximately 77,500 m3 to 217,000 M3 moored port side alongside the FSRU. The FSRU is equipped with two 16” liquid unloading arms and one 16” vapor return arm allowing it to receive cargoes at a maximum rate of 10,000 M3/Hr. The FSRU will be designed for a maximum wave height of 0.5 meters during LNG carrier to -FSRU LNG transfer and a maximum wave height of 1.2 meters for the FSRU to Jetty gas transfer. The FSRU is moored permanently to the jetty by a mooring system using a total of 18 mooring lines, each line comprising of chain, wire and mooring pennant, to moor the vessel to four breasting dolphins and four mooring dolphins. The two High Pressure gas arm connections from the FSRU to the jetty is hard bolted and will require manual disconnection of the arm flange which may take as long as 4 hours.
2.1
LNG Berth and approaches
The berth consists of a new open-piled jetty, in the lee of a new island breakwater. The berth is designed to accommodate the permanently moored FSRU ‘Golar Freeze’, which serves to receive LNG from LNG carriers, regasify the LNG and send it as high pressure natural gas to an existing onshore gas pipeline network via a sub sea pipeline. The LNGC’s will moor port side (bow west) alongside the FSRU, resting on a series of pneumatic fenders, with mooring lines to the FSRU and the jetty mooring dolphin (Q Flex only) The site is partially protected from waves approaching directly from the NW by an existing reclaimed island that will accommodate a future Container terminal along its southern boundary. LNGC access to the terminal will be via the existing Mina Jebel Ali dredged entrance channel and the container Terminal 2 basin.
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3.
PORT AND OPERATIONS
3.1
Condition of use
Page 4
Masters of all LNG carriers using the Dubai LNG Terminal (LNG Facilities) will be required to sign a copy of the Condition of Use (COU) in the acknowledgment of the LNG carriers’ responsibility and liabilities whilst using the FSRU & jetty facilities. The terminal does require that Masters of LNGC’s sign the COU before berthing operations commence a copy of the COU can be found in Appendix B of this document.
3.2
Definitions
Within these regulations the words and expressions used have the following meanings: Approved Equipment means equipment of a design that has been tested and approved by an appropriate authority such as a Government Department or Classification Society. The Authority shall have certified the equipment as safe for use in a specified hazardous atmosphere. Authorised Craft means any tug, barge, water boat or launch authorised by the Jebel Ali Port Harbour Master or his authorised deputy to operate at Jebel Ali Port and which complies with the safety requirements of the LNG Facility. Dubai LNG Terminal (LNG Terminal) means LNG Facilities located in Jebel Ali Port. DUSUP means Dubai Supply Authority and its affiliated entities. DUSUP's Facilities means all fixed and moveable assets which DUSUP uses and/or controls and operates from time to time for the purpose of performance of DUSUP's gas supply and delivery operations including, without limitation, compression and related facilities and transmission networks for the receipt and onward transport of Natural Gas by DUSUP to its customers in the Emirate of Dubai. FSRU Floating Storage Regasification Unit FSRU Master means the person accountable and responsible, on behalf of Golar & DUSUP, for connection and disconnection of loading arms, communication and shutdown cables, pre/post discharge meeting, discharge procedures and emergency response and for all activities associated with the discharge of the LNG vessels to FSRU and operation of the regasification system and other systems onboard the FSRU. FSRU Chief Officer means the person responsible, on behalf of the FSRU Master, for the cargo operation and safety and security of the FSRU, including ensuring operational limitations are not exceeded; emergency response, oil pollution response and security tug operations thus ensuring safe discharge operations. Golar means Golar Freeze UK Limited. Golar's Facilities means the floating storage and regasification unit called LNG FSRU Golar Freeze. Gas Free means a tank, compartment or container is gas-free when sufficient fresh air has been introduced into it to lower the levels of any flammable, toxic or inert gases to those required for a specific purpose, e.g. hot work, personnel entry, etc., and has been certified for that purpose by an authorised competent person. Harbour Master or Capitan of the Port means the person overall in-charge of Marine operations at Port Jebel Ali. Harbour Master shall exercise the legal duties and powers, and managerial responsibilities. Hot Work means work involving sources of ignition or temperatures sufficiently high to cause the ignition of a flammable gas mixture. This includes any work requiring the use of welding, burning or soldering equipment, blow torches, power-driven tools, portable electrical equipment which is not
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intrinsically safe or contained within an approved explosion-proof housing, sandblasting, or internal combustion engine. Inert Condition means an inerted space on board a tanker or other systems and pipeline where the oxygen content of the atmosphere throughout the space has been reduced to below 8% by volume, by the addition of an inert gas. Inert Gas means a gas such as Nitrogen or Carbon Dioxide, or a mixture of such flue gases, containing insufficient oxygen to support the combustion of hydrocarbons. LNG means Liquefied Natural Gas. LNG Carrier means a vessel designed for carriage of LNG. LNG Facility means DUSUP's facilities and Golar's Facilities. LNG Security Zone means the area of the harbour within a 250-meter radius of the LNG jetty, which is a prohibited zone for all traffic during ongoing LNG discharge operations. Master means the Captain of a LNG carrier or his duly authorised deputy or any person who for the time being is in charge of the LNG carrier. Naked Light means open flames or fires, exposed incandescent material or any other unconfined source of ignition Operations means the discharging and transfer of LNG, loading and discharge of containers and bulk cargo, ballasting/de-ballasting, gas-freeing, purging and tank-cleaning and any other activity associated with the handling of cargoes in the Jebel Ali Port. Owner(s) means the owner(s), disponent owner(s), managers and those acting on behalf of owners of any vessel or tankers. Port of Dubai means the Jebel Ali Port, Dubai, United Arab Emirates. Port Facilities means all the infrastructure, facilities, equipment, installations, anchorages and approaches of and to the Port of Dubai and DUSUP's Facilities, including, but not limited to, channels, channel markings, buoys, jetties, berths, lines and gangways. Port Services means any service tendered or provided by the Port of Dubai to a vessel, including pilotage, towage, tug assistance, mooring or other navigational services, whether for consideration or free of charge. Port means the Jebel Ali Port and its Port Limits, approaches and anchorages, breakwaters, water frontage, dredged channels, terminals, LNG, bulk and container berths, tugboat moorings, navigational marks and aids, offices and external perimeter fences as defined in DP World’s Jebel Ali Marine Operating Policies and Procedures in Appendix A. Port Authority means DP World’s Jebel Ali Port Authority and its authorised staff responsible for the safety of navigation, berthing, loading and discharging in Jebel Ali Port. Responsible LNG carrier’s Officer means the Master or any Officer to whom the Master may delegate authority for any operation or duty on board LNG carrier. Representative of DUSUP or Representative of Golar means any director, officer, employee, contractor, servant, consultant, advisor, agent or representative of DUSUP or Golar as applicable in whatever capacity they may be acting. Tanker means any LNG carrier designed either for the carriage of LNG, or any other hydrocarbon products. Vessel means any LNG carrier, tug, craft or other floating navigable object. Work Permit means a document issued by the Master and approved by the Port Authority permitting specific work to be done during a specified period in a defined area on board a vessel berthed at the Port.
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Navigation Information
LNG carriers are restricted to daylight operation only for transiting the main channel in a laden condition. Operations are conducted on a 24/7 basis for LNG carriers departing from Dubai LNG terminal in Ballast condition. The outer section of the Jebel Ali main entrance channel consists of a 14 NM long, approximately 320m wide, straight channel aligned 135°/315°. A 25°bend in the main channel, leads into the inner channel aligned 160°/340°and into the entrance of the main section of the port.
3.3.1 Location The port of Jebel Ali is situated some 35 Kms South west of the city of Dubai. The port control tower is situated in position 55o 03’ E and 24o 59’ N. LNG FSRU Golar Freeze known as Dubai LNG Terminal or Dubai LNG Facility is located within Jebel Ali Port. The coordinates of the jetty are 55’ 04’ 03” E 25 01’ 52” N. (DLTM coordinates are 473187 E, 2769532 N)
3.3.2 Time Port Jebel Ali is operating at GMT + 4 time zone. All times communicated to the external entities like vessels, agents etc and to the internal department of the port shall be as per the time zone of the port. It is important to note that Dubai does not change to “daylight savings time” and maintains the same time throughout the year. Official working hours for the port are Sunday to Thursday from 0700 hrs to 1530 hrs. Movement of the vessels and pilotage shall be available 24 hours every day, weather and tidal conditions permitting. Navigation of LNGC is restricted to daylight hours only.
3.3.3 Charts & Sailing Directions The Jebel Ali approach Channel commences 12 miles offshore the entrance to the channel being marked with Green buoy No. 1 & Red buoy No. 1. The Channel has a width of 320 meters and depth 17 meters. All channel, basin and dock bottom are sandstone. A dual purpose berth for LPG and other tankers is situated in the outer basin of Terminal – I on these berths vessels will normally berth starboard side. LNG berth is situated between Terminal 2 & 3. Depth at the LNG jetty is 14 meters. Channel and berths are sounded at regular intervals and confirmation of latest survey should be made with Port Authority. LNG carriers should make for Jebel Ali light float positioned at 25o 10’30 N, 54o 52’15 E (RW) L FL 15 sec. This float lies on the axis of the channel leading into Jebel Ali Terminal i.e. from this float, LNG carrier should steer 135o to approach pilot boarding area. LNG carriers should meet or wait for the pilot in the area north of the seaward wend of the channel. The center of this waiting area which has a radius of one mile, is located at 25o 09’ N and 54o 54’E. Please refer to DP World Marine & Operating Policies & Procedures in appendix A of this document. Visit DP World website http://www.dpworld.com/ for more detailed and most up to date information about the Jebel Ali Port operations.
3.3.4 Meteorology and Oceanography A)
Wind & Tidal Condition
Cross currents of up to 1.75 knots may be experienced in the approach channel. These currents are wind and tide induced.
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Fresh winds are frequently experienced at Port Jebel Ali. However, during evening, night and morning hours, light southeasterly winds prevail veering to northwesterly by noon and freshening to F 4-5. B) Tide Condition In a period of 24 hours there are 2 high water and 2 low water tides, with different amplitudes. The average of monthly maximum high water tide is ~2.34 meters, whereas average of monthly minimum low water tides is 0.38 meters above chart datum. C) Visibility / Fog Visibility is mainly good, but early morning fog is reported as likely from November to March. During periods of strong winds, dust clouds can form, which can reduce visibility for several days at a time. The visibility may suddenly drop below the navigable limits during these conditions. Proper precaution shall be taken by the master of the LNGC to ensure the safe navigation of the vessel during this period. D) Water density Water density in Port Limits varies from 1.051 to 1.054. E) Water Depths The natural bathymetry along the stretch of the Dubai coast is gently shelving, with seabed contours roughly parallel to the shoreline. The locally used Datum is the Dubai Municipality Datum (DMD) which is the same as the UK Admiralty chart datum. The main fairway and the existing Container Terminal 2 basin are dredged to -17m CD. The area around the LNG Jetty and the LNG berth pocket is dredged to at least -14m CD.
F) Currents The currents in this region are tidal (semi-diurnal), with a wind driven current superimposed at times. The current flows in this region are parallel to the natural seabed contours, although the presence of new reclamations and port structures affect flow patterns locally. Current speeds in the outer section of the entrance channel are reported as typically up to 0.5 knots, with a maximum speed of up to 1 knot. The strongest currents are experienced between buoys 4 and 6, with currents getting weak inshore of buoy 8.
G) Wind Conditions During the early morning and evening, light SE winds prevail, but the wind usually veers to the NW and freshens to 15 to 20 knots at around noon. Stronger NW ‘Shamal’ winds can last for several days at some times of the year. Wind speeds can be in excess of 25 knots and gusting above 30 knots at times.
3.3.5 Marine Laws & Regulations Following mentioned regulation shall always be followed within the limits of Port Jebel Ali. •
Safety of life at Sea (SOLAS)
•
Marine Pollution (MARPOL 73/78)
•
International LNG carrier and Port Facility Security (ISPS)
•
International Regulation for Preventing Collision at Sea (1972), (Colregs).
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3.3.6 Anchorage The holding ground is poor, LNG carriers are recommended to use more chain than usual. The anchorage area is enclosed by the following four positions.
25o 11’ 25o 08’ 25o 05’ 25o 08’
20” 20” 18” 20”
N N N N
54o 49’ 54o 53’ 54o 49’ 54o 46’
45” 12” 45” 12”
E E E E
LNG carriers will anchor here in a depth of approximately 16-20 Metres. Weather forecasts should be regularly monitored by LNG carriers at anchor for changes in weather conditions that may influence their anchoring position.
3.4
Pilotage & Boarding Area
Pilotage is compulsory for all vessels arriving to and departing from the Dubai LNG Terminal. All LNG carriers navigating, whether by entry, leaving or moving within Jebel Ali port, shall be under the advice of a pilot. Pilots are available on a 24-hours basis; however LNGC movements are restricted to daylight hours only. Vessel requiring a pilot should give at least two hours notice of arrival in the Pilot Boarding Area, but vessels may be instructed to approach the channel entrance by Port Control. Vessels should call Jebel Ali Port Control on VHF Channel 69 & 16.
Pilots will board from fast launches, marked “PILOTS”. A VHF watch is kept on Channel 16 & 69. Call sign is “Jebel Ali Pilots”. Out bound LNG carriers should request a pilot at least 4-6 hours prior to departure. The LNGC Master should obtain a Master’s Report from the inward pilot and return it completed before the pilot leaves. Masters are advised that an outward pilot cannot take the LNG carrier to sea without first having sighted a valid Immigration Clearance.
3.5
Towage
All vessels berthing and departing Dubai LNG Terminal must use the Port’s tug service operated by Jebel Ali Port Management. There are a total of ten tugs available at the Port which includes 4 seventy ton tugs and 6 fifty five ton tugs. All vessels are advised to arrange for tug services through their agents. 3.5.1 Tug Requirements - LNG In deciding the berthing limits for the berth, the required bollard pull of the tugs necessary to counter the environmental forces acting upon the assisted LNGC with sufficient safety margin has been assessed. The following protocol is observed when assigning Harbour Tugs for LNG carriers. QFlex
Berthing: 4 x 70T tugs Unberthing: 2 x 70T and 1 x 50T
145km3
Berthing: 2 x 70T and 2 x 50T (minimum) Unberthing: 3 x 50T
An active (tethered) 70t BP stern tug will rendezvous with the inbound LNGC at buoy number 8, where the speed of the inbound LNGC is to be reduced to between 8 and 10 knots to ensure the safety and effectiveness of the tethered stern tug. One additional tug will provide a passive (undeterred) escort for the inbound LNGC and may make fast at the bow centre lead at a ship’s speed of less than 8 knots, or at the ships side at less than 6 knots. The two remaining tugs required
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for berthing should rendezvous with the ship and make fast at the entrance to the container Terminal 2 basin. For departures a stern tug should remain fast until the LNGC is in the main channel and until the speed is 8 to 10 knots.
3.5.1 LNGC swing and berthing maneuver - LNGC LNGC’s do not need to rely on tug assistance to turn into/out of the container terminal 2 basin, but the tethered stern tug can provide assistance if required. The LNGC will usually swing to starboard, using tugs to assist in the maneuvering area, immediately west of the FSRU as far north as the conditions allow, to aid the final backing maneuver into the berth pocket. A rate of turn of ±15° per minute can be expected. The LNGC then maneuvers stern first into the berth pocket, and should be kept approximately 50m (one LNGC beam) off the FSRU until the LNGC is in position off the spotting line. Tugs will then breast the LNGC into the berth. Ahead / stern way should be zero for pneumatic fender contact and berthing velocity less than 0.2knots (0.1m/s) during final approach. A portable pilot unit (PPU) will be provided to the Pilots assigned to LNGC’s.
3.5.2 Use of LNGC engines on departure On departure, LNGC engines should not normally be used until the LNGC is at least 20m clear from the FSRU in a lateral direction, to avoid propeller wash on the FSRU fendering system.
3.5.3 Tug Lines Tugs at Jebel Ali Port use towlines with MLB of 85 tonnes.
3.6
Communications with Port Control
The Control Tower is equipped with Vessel Traffic System (VTS). Traffic movements are monitored and recorded within port limits and approaches. The tower in manned continuously by qualified VTS Operator. The port radio station maintains continuous listening watch on VHF channel 69 & 16. On coming within VHF range of Jebel Ali Port Control, Vessels should establish VHF contact for the purpose of updating the estimated time of arrival, and at least two hours notice of arrival in the Port Boarding Area shall be given. Vessels are warned that VHF channels are monitored and tape recorded, any misuse of VHF channel will be reported to the proper authorities. The following communication channels shall be used: Jebel Ali Port Control
VHF Channel 69 &16
Jebel Ali Pilot/Pilot Boat
VHF Channel 66A
Tugs (Working Channel)
VHF Channel 66A
Harbour Master
VHF Channel 66A
Port Emergency Channel
VHF 18A
LNG Carrier & FSRU Operations
VHF 18
3.6.1 ETA Notification to Port Control Vessels arriving at Jebel Ali are required to provide the Harbour Master with the following estimated times of arrival:
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•
At least 48 hours prior to arrival or on leaving the last port, whichever is later, via email to
[email protected] [email protected] or by Fax: 00971-4-883-5430. LNG carrier shore telephone may be also be used to call Port Operations at 00971-4-883-5326.
•
Confirm the vessels estimated time of arrival at least 24 Hrs before arrival at the designated pilotage area.
Prior to arrival, all vessels, regardless of tonnage, should provide Jebel Ali Port Control with the following information: •
Name of vessel
•
Port of Registry
•
Name of Master
•
Gross tonnage
•
LOA
•
Draught
•
Cargo to discharge or load
•
Pilot boarding arrangements
•
Numbers of crew indicating the number of deck crew available for manoeuvring
•
Health information
•
Last port of call
•
ISPS status
It is advisable to have the LNG carrier agent to liaise with Port Control for any additional information required by the port authorities.
3.7
Adverse Weather Procedure
3.7.1 Port Criteria Visibility Status (nautical miles) Normal Operations
> 1.6
Limited Operations
1 – 1.6
Suspended Operations
30
Under Operating Condition limited by wind speed: •
No passing shall happen in the channel.
•
No rig movement, aircraft carrier movement, loading from sea-side and dead vessel movement shall be allowed.
If the vessel is already underway and the visibility drops to suspended operation limit, further action (continue/alter course or drop anchor), shall be based on the discussion between the pilot and the master of the vessel & the decision of Harbour Master. Piloted vessel operation shall be suspended, if pilot boarding is difficult due to high swell or any other adverse weather condition.
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3.7.2 LNG FSRU Golar Freeze (Terminal) Criteria
WIND (Knots)
ACTIVITY
WIN D (Dirn )
SEA (Metres)
≥ 30 Berthing/Unberthing ANY
Of
>1.0
ACTION
Berthing/unberthing of the LNG Carrier suspended as per Harbour Master/Pilot & LNG Carrier Master agreement. Forecasted wind speeds during expected period alongside, then LNG Carrier berthing/unberthing operations suspended. FSRU Master to call Harbour Master for update weather forecast. Advise DUSUP Representative / LNG Carrier Master.
LNG Carrier
≥ 30 ≥ 35 >
ANY STOP unloading.
Unloading
FSRU Master to call Pilot via Harbour Master or Ship’s Agent and instruct to stand-by on board the LNG Carrier. Remove Crew basket gangway.
Of LNG Carrier
FSRU Master& LNG Carrier Master. If prognosis is for further deterioration, then: 1. Drain, Purge & Disconnect loading arms 2. Pilot on Board 3. Tug to support mooring integrity.
40 ≥ 40
ANY
Actual Discuss situation with FSRU Master, LNG Carrier Master, DUSUP Representative and Harbour Master. Issues to consider: 1 Additional moorings 2. Ship stability
LNG Cargo transfer operation to be stopped during Lightning.
3.8
Mooring & Unmooring Procedure
3.8.1 General The LNG FSRU Golar Freeze is moored portside alongside the jetty. Static mooring of FSRU to the jetty is accomplished by chain/wire rope combination to jetty/dolphins, and fixed with chain stoppers on the FSRU and to mooring hooks on the jetty. 22m tails are fitted to provide the necessary elasticity in the mooring system between the FSRU & jetty. Full dynamic mooring analysis for the 100 years storm event was completed during the design phase. Simulations using Termsim and Anysim programs were performed for the 100 year storm event during the design phase. The FSRU is equipped with quick release hooks and fenders on its starboard side for receiving LNG carriers.
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LNG carriers will moor portside alongside to the FSRU. All mooring lines will be made fast to quick release hooks on the FSRU. Larger carriers, e.g. Q-Flex will moor to both the FSRU and the mooring dolphins quick release hooks. It is the responsibility of the LNG carrier’s Master to ensure that his vessel remains securely moored at all times. An integrated mooring monitoring system (IMMS) has been installed on the FSRU for monitoring mooring loads / tensions. All moorings will be passed from LNG carrier to the FSRU using a combination of LNG carrier’s heaving line and messengers on an endless loop. This mooring procedure requires close cooperation between LNG carrier’s crew and the FSRU crew to ensure a smooth and safe mooring operation. LNG carriers must have a sufficient supply of good quality heaving lines of sufficient length to reach the furthest dolphin as per the agreed mooring plan. The FSRU will provide the messenger lines. LNG Berthing alongside the FSRU Vessels can only berth port side alongside the FSRU because of the requirement to berth “bow out”. All vessels must have sufficient usable wires or high modulus ropes with appropriate pennants on winches forward and aft that can be used effectively to moor the vessel in accordance with OCIMF criteria. Mooring ropes or wires are secured only to the proper fixtures provided for this purpose. Selftensioning winches must not be used in automatic mode and winch brakes must be kept hardened up, except when moorings are being tended. All mooring hooks on the FSRU and the mooring dolphins are rated at 150 tonnes SWL. Mooring wires and ropes with dedicated winch drums must be spooled in the correct direction on the winch drum. Mooring lines used in a common direction (head/ stern/ breast / springs) shall be of similar breaking strength, elasticity and material. Under no circumstances will a mixture of wire and synthetic ropes be accepted in a common direction or to the same Dolphin. On completion of mooring, winches should be out of gear with the brakes ‘hardened up’. Winches must not be left on ‘automatic tension’. It is the LNGC Master’s responsibility to ensure that: •
Their vessels are securely moored in line with the foregoing as applicable and with due regard to the current weather forecast.
•
A strict watch, of sufficient and proficient personnel, shall be maintained to ensure that moorings are tended, as required, to prevent slack or over taut lines, and undue movement of the Vessel.
•
Weather forecast is monitored during the Vessel’s stay alongside, and appropriate action taken in advance of deteriorating weather.
All vessels must have had a mooring study completed as part of the compatibility review between LNG carrier and the FSRU before the vessel can be accepted by DUSUP and prior to loading at the loading port. The mooring plan will be submitted to DUSUP and the FSRU Master via Owners/Charterers for agreement as soon as possible prior to vessel being accepted for cargo delivery. After agreement has been reached, deviation from the plan is not permitted without agreement of FSRU Master. The berthing philosophy is to maneuver the LNG carrier in the turning circle between Terminal 2 and future site of Terminal 3 and then move astern into the berth pocket into a position parallel to the FSRU at a distance not less than 50 meters and with the vessel stopped in the water. The tugs will then push the vessel onto the FSRU. To avoid damage to the FSRU fenders the vessel should be landed squarely on the fenders with a contact speed not exceeding 10 cm/second. The FSRU is equipped with a speed of approach and distance off system. Pilots will be provided with a portable
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harbor marine docking aid system which they will take onboard the LNG carrier. Only after the vessel has been positioned and is being held alongside the FSRU by the tugs, can mooring lines be passed to FSRU. All springs must be on hooks before adjusting position of vessel forward and aft. Only one mooring line should be attached to the messenger. Attempting to secure more than one mooring line on a single messenger is unsafe and will only extend the time taken to complete the mooring operation. In the interest of safety and until all mooring lines have been passed to the designated mooring hooks, it is extremely important that the LNG carrier’s crew do not heave on any mooring lines until the Mooring Crew are clear of the mooring hook concerned. Only one mooring line is permitted to be placed on one hook. Doubling of mooring lines on hooks is not permitted. When unmooring under normal circumstances mooring lines will be released and recovered by the LNG carrier starting with outer mooring lines, forward and aft, with backsprings being the final lines to be released. Mooring lines to be released must be slacked sufficiently before the mooring crew will release the hook. Once the line has been released the pilot will confirm with the LNG carrier’s Master that it is safe to recover the mooring line. Mooring lines should never be heaved until it is confirmed that the line has been released and / or as advised by the Pilot/LNG carrier’s Master. Synthetic tail ropes must be renewed at intervals not exceeding 18 months unless inspections indicate a shorter period is warranted. LNG carrier's winch brakes must be tested at 12 monthly periods and the test results retained onboard for inspection by FSRU. Failure to adequately tend the moorings is considered a breach of the Port Regulations with consequent and appropriate action being taken by the Port management.
3.8.2 Emergency Towing Lines (Fire Wires) After an LNGC vessel is securely moored to the FSRU, emergency towing wires of the required strength and length capable of permitting the vessel to be safely towed clear of the berth in an emergency, must be rigged on the offshore (starboard side) bow and quarter. The wires must be made fast in the following manner: •
Wires should be properly secured at the inboard end by turning up on a set of bollards (figure of eight) with a minimum of 5 turns and the outboard end lead to the LNG carrierside lead.
•
A messenger line is attached to the eye on the outboard end of the fire wire. The messenger line is lead back to the deck and adjusted to maintain between 1-2 meters above the waterline during discharge. (For details and illustration refer to OCIMF ‘Mooring Equipment Guidelines Second Edition 1997 pages 65 –66’.)
Synthetic “fire wires” will only be accepted on receipt of proof of fire resistance comparable to existing wires.
3.8.3 Vessel Moving Out of Position While Alongside If a LNG carrier has moved out of position enough distance to either, a) activate the ESD system, or b) warrant corrective action in the opinion of the FSRU Master; unloading will be stopped, unloading arms drained, purged and disconnected prior to re-positioning the LNG carrier. Whenever re-positioning of a LNG carrier is required, Pilot and Tugs must be in attendance, the LNG carrier’s engine readied, and the FSRU / LNGC mooring crew on station. On all accounts, hourly safety rounds should be made on deck on both the FSRU and the LNGC, and the position of the LNGC should be checked as part of the hourly checks.
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3.8.4 Mooring Procedures Alongside FSRU Preparations for mooring up to the FSRU will commence approximately 1 NM off the FSRU. The remaining tugs are made fast after the LNGC turns into the basin. Officers and Crew of the LNGC should be on station and have all mooring gear prepared for arrival and mooring operations with the FSRU. Mooring stations onboard the FSRU will commence when the LNGC commences her turn around to move astern into the berth pocket. Officers and crew onboard the FSRU will be on standby and all mooring equipment to be used for the operation will be checked a final time and kept ready for use. Mooring lines should only be sent out when the LNG Carrier is dead in the water, parallel with the FRSU and the distance abeam is of about 30 meters with the FSRU Cargo Arms aligned to the LNG Carriers cargo manifolds. Final fore and aft positioning will be made when forward and aft spring lines are connected to the FSRU’s mooring hooks. Spring lines fore and aft will be the first lines to come ‘ashore’. The method of sending lines across to the FSRU will be as follows: • LNGC crew pass over a heaving line to the FSRU • FSRU crew will connect the heaving line to a messenger line and pass it back to the LNGC. • LNGC crew will make fast the messenger line to the mooring line and send the line out. For smooth operations, the LNGC crew may send out another heaving line each time the messenger is pulled back by the FSRU, in order to ensure smooth transition between mooring lines. • FSRU crew is to heave on the mooring line by the use of the capstan provided next to each set of the mooring hooks. Once the LNGC has all the required number of breast and spring lines sent across to the FSRU and confirmed on the hook, then the LNGC is to gently heave in on the breast and spring lines till the LNGC is a few meters off the fenders. Final fore and aft positioning should be carried out by the use of her spring lines, once confirmed the LNGC is on the spotting line, the breast lines should be heaved in to get the LNGC alongside the fenders. (Fore and Aft movement when alongside the fenders should be kept to a minimum to avoid damage to the fenders) Final approach speed should not be more than 10cms/sec as mentioned earlier. The LNGC Master along with the Pilot on the LNGC is to ensure that this final approach speed is strictly adhered to. Thereafter the head and stern lines will be sent out in the similar manner with the use of the messengers as long as they will be moored to the FSRU. (If the LNGC concerned is a Q-Flex, then some of her lines will be sent across to MD1 on the jetty) All mooring lines connected to the FSRU will be handled by FSRU Crew members. If the head and breast lines from the LNG Carrier (Q Flex) are connected/moored to the mooring dolphins of the jetty , a mooring boat will be used to transfer the mooring lines, where they will be handled by shore personnel / mooring crew. (The LNGC deck watch crew on duty, as part of their responsibilities, must report hourly to the LNGC control room on vessel position. Any movements fore and aft or out (not touching the fenders) must be reported to the LNGC and FSRU control room
3.9
Pollution & Environment
3.9.1 General The LNG Terminal is located in a high traffic port in the Emirate of Dubai. The Preservation of the environment is of utmost importance to the government and local authorities to ensure quality of
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marine and shore habitat and clean resources in Dubai and its beaches. All vessels entering the Jebel Ali Port must be in full compliance with the latest MARPOL requirements. LNGC Masters are warned that pollution of any kind and irrespective of quantity is viewed as extremely serious and must be reported immediately to Jebel Ali Port Control (Tel.8835251 or VHF Channel 69). Offenders may be prosecuted. The costs of any cleanup operation will be for the LNG carrier’s account.
3.9.2 Pollution Prevention All Masters should note the following measures, which will assist in avoiding pollution: •
No oil or mixture containing oil shall be discharged or allowed to escape from a vessel while at the berth alongside the FSRU or in the Port Area.
•
No garbage or other materials, either liquid or solid, shall be discharged overboard from a vessel, but shall be retained in suitable receptacles on board.
•
Whilst within the Port limits the internal transfer of any oil, slops or bunkers on board is prohibited.
•
In the event of any leakage or spillage of oil or oil contaminated liquids on board, the Harbour Master and FSRU Master must be advised immediately in order that loading operations can be stopped until the spill has been cleaned up.
•
Sorbent, swabs or sawdust used for mopping up such spills shall be collected and removed ashore for disposal.
•
During LNG unloading operations scuppers should be closed, however a careful watch should be maintained to ensure that any build up of water on deck is drained off with the necessary precautions taken.
•
Prior to commencement and at regular intervals throughout unloading, regular checks are to be made around the vessel to ensure that oil or oily water is not escaping through sea valves. Overboard discharge valves through which oil could escape shall be lashed in the shut position during the vessel’s stay alongside. Where lashing is not practical, a suitable means of marking the valves should be used to clearly indicate that the valves are to remain closed.
•
Unused cargo and bunker connections must be closed and blanked. Blank flanges shall be fully bolted with gaskets in place and other types of fittings, if used, properly secured.
3.9.3 Ballast Vessels are warned that no ballast discharge will be allowed within the limits of Jebel Ali Port. There are no shore ballast reception facilities. In normal operation it is not expected that LNG carriers will deballast alongside the FSRU. For the purpose of safe manoeuvring, the Harbour Master requires all vessels to maintain a reasonable ballast condition. Vessel should carry sufficient ballast so that the propeller can have maximum immersion while maintaining an acceptable stern trim.
3.9.4 Air Pollution The Jebel Ali Port has strict limits for the emission levels of hydrocarbon. It is recognized that some LNG carrier operations will involve the emission of hydrocarbon vapors to atmosphere during loading, we therefore seek co-operation of the LNGC vessel’s Master in ensuring that such emissions are kept to the absolute minimum.
3.9.5 Waste Management As an offshore facility, the FSRU and the LNG jetty have absolutely no waste handling capabilities. It is important to the LNGC’s that advance arrangements for waste disposal is done prior to arriving
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at the FSRU. Under extenuating circumstances where a LNG carrier absolutely must dispose of its domestic waste at Jebel Ali, arrangements must be made well in advance of arrival through the LNG carrier’s Agents. Jebel Ali Port permits access only to pre-approved companies for a wide range of services including waste handling & disposal. The LNG carrier’s Agent must liaise with the approved waste handling company which will dispose the waste at an approved location. It is important to note that the waste cannot be via the FSRU and the LNG jetty; therefore the LNG carrier and the LNG carrier Agent must make prior arrangements for an approved method to safely remove the waste from the vessel and onto a shuttle boat for transport to shore. LNGC Masters must be aware that support craft are not allowed to enter the 250m safety zone without the prior permission of the FSRU Master and at no time can a support craft enter the safety zone during cargo operations. Extreme care must be given to packaging and sealing of the waste so that it will eliminate accidental spills into the water. Any such spills, no matter how small must be reported immediately to Jebel Ali Port Control (Tel. +971 4 883 5251 or VHF Channel 69)
3.10 General Information 3.10.1 Security The Port of Jebel Ali is an ISPS compliant port. Similarly, the LNG Facility is also ISPS compliant. Therefore all vessels calling at the port must meet the requirements as stated in the ISPS code. Vessels which are not ISPS compliant will be subject to an inspection by Jebel Ali Port Security to determine if the vessel shall be permitted entry in to the port.
3.10.2 Shore Leave As an offshore facility the LNG Terminal does not have direct access to shore. The Master of each LNG carrier shall make advance arrangement with their agents for transportation of any personnel from LNG carrier to shore prior to berthing at the terminal. Shore leave is permitted with the advance permission of Port Customs and Immigration Departments. The agent must also arrange for the crew members wishing to go ashore to report to the Port Immigration Office and collect a Marine Landing Permit which should be carried at all times. On returning to the LNG carrier the permit should be handed back to the Port Police. There is no access via the FSRU and jetty to board the shuttle boat. The LNG carrier Master and carrier’s agent must make advanced arrangements for using the LNG carrier starboard side gangway to access the shuttle boat. LNGC Masters must be aware that support craft are not allowed to enter the 250m safety zone without the prior permission of the FSRU Master and at no time can a support craft enter the safety zone during cargo operations (from start of cooldown operations to last pump stopped) Breaches of safety and security requirements will be brought to the attention of Master and Owners for immediate action.
3.10.3 Immigration Three crew lists are required upon arrival. Immigration offices are established in the port. The service is available 24 hours a day. However, Masters should advise their Agent that the LNG carrier may leave outside normal office hours and that the Agent should check that Immigration officials will be available to clear vessels outward. This also applies to public holidays. Masters are advised that immigration clearance documentation must be on board and sighted by the Pilot before he can take the vessel out to sea.
3.10.4 Visitors to FSRU & LNG carrier It is important to note that the FSRU and the LNG jetty are offshore facilities located in Jebel Ali
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Port which is ISPS compliant. The offshore location of the facilities poses safety risks to visitors. Therefore visiting the jetty, FSRU and the LNG carrier is not encouraged and permission is not granted unless there is a sound business related justification for such a visit. Persons needing to visit the facilities must first make advanced arrangements providing sufficient information to justify their visit request, obtaining port passes and also for transportation to the jetty. Persons other than operational staff requiring access to the jetty, FSRU or the LNG carrier in connection with the unloading of the LNG carrier must obtain permission from the DUSUP’s Asset Manager and the FSRU Master to gain access to jetty and FSRU and secondly have the LNG carrier Master’s approval to board the LNG carrier concerned. With the exception of Government officials (police, port security, customs and immigration), LNG carrier’s agent and cargo surveyor(s), at least forty-eight (48) hours notice is required for clearance to access the jetty. Visitors should arrange for clearance through the LNG carrier’s agent. Special attention must be given by all visitors to Section 3.10.14 – Sources of Ignition and Section 3.10.15 – Photography, in this document. Electronic equipment such as mobile phones, cameras and computers may not be used and must be switched off whilst onboard the FSRU open deck area, on the LNG jetty or while in transit in port waters. Photography within port limits is strictly forbidden and violators will be prosecuted by government authorities.
3.10.5 Visitor Port Passes Any person entering the port is required to have a permanent or visitors temporary / day pass. Passes can be obtained from the Pass Office situated at the main entrance to the port. The Pass Office operates daily from 0700 hrs to 1900 hrs; however, visitors may contact the Duty Leading Guard for Assistance outside office hours. Permanent passes cost 50 AED each and are valid for 12 calendar months from the date of issue. Applicants are required to produce a sponsor letter, photocopy of passport ID pages including UAE visa page, and are to complete an application form. Temporary or day passes are only issued to regular visitors who have a confirmed appointment to visit the port.
3.10.6 Safety Requirements for Visitors All approved visitors must comply with Golar & DUSUP’s safety requirements by wearing fire retardant work coveralls (boiler suit) and safety shoes. Safety helmet & glasses and life jackets will be provided where necessary and must be worn at all times whilst on the jetty and designated areas onboard the FSRU. It is expected that regular business visitors provide their own safety equipment. Smoking is NOT permitted on the jetty. Smoking on board the LNG carrier and the FSRU is also restricted to the rooms nominated and must be agreed between the LNG carrier and FSRU Master. A maximum of three rooms may be nominated per location. Matches and cigarette lighters are not permitted on the jetty.
3.10.7 Crew Change/Repatriation As an offshore facility the LNG Terminal does not have direct access to shore. Crew Change and/or repatriation are permitted with the advance permission of Port Customs and Immigration Departments. The Master of each LNG carrier shall make advance arrangement with their Agents for transportation of any personnel from LNG carrier to shore prior to berthing at the terminal. The Agent must also arrange for the crew members wishing to go ashore to report to the Port Immigration Office. There is no access via the FSRU and jetty to board the shuttle boat. The LNG carrier Master and carrier’s Agent must make advanced arrangements for using LNG carrier starboard side gangway to access the shuttle boat.
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LNGC Masters must be aware that support craft are not allowed to enter the 250m safety zone without the prior permission of the FSRU Master and at no time can a support craft enter the safety zone during cargo operations (from start of cooldown operations to last pump stopped) Breaches of safety and security requirements will be brought to the attention of Master and Owners for immediate action.
3.10.8 Medical Facilities/Health Services Medical facilities are available at Dubai hospitals. Arrangements should be made by LNG carrier agent. 24 hours emergency medical services are available. In a medical emergency, LNG carriers should call Jebel Ali Port Control on VHF Channel 16 & 69, or by telephone +971 (0)4-883-5251 & +971 (0)4-883-5256, or Port Security at +971 (0)4-883-2200, to arrange ambulance services. Fumigation can be carried out by specialist firms arranged by LNG carrier agents or by the port Health & Safety section on telephone +971 (0) 4-883-3889.
3.10.9 LNG carrier Stores There are no facilities available at the LNG Terminal for taking stores. Storing is not permitted using the jetty or FSRU’s crane. Storing activity or barges and crafts carrying stores or spare parts are NOT allowed alongside any LNG carrier from the time arms are being connected to the time arms are disconnected and secured on completion of unloading. Delivery of stores and / or spare parts by barge or boat should be arranged for the period after loading. Storing by tug may be possible through the LNG carrier’s agent but only after confirmation and with the advanced approval of FSRU Master and Port Authorities. Any delays incurred due to storing operations will be for LNG carrier’s account.
3.10.10
Bunkering
There are no bunkering facilities available at the LNG Terminal. However Bunkers are readily available by barge and should be arranged through the vessel agents who can liaise with the local authorities with respect to permissions for bunkering in port. It is not permitted to bunker LNG vessels during unloading operations from the time arms are being connected to the time arms are disconnected and secured. The internal transfer of bunkers on board the LNG carrier whilst alongside the FSRU is strictly prohibited.
3.10.11
Fresh Water
There are no fresh water facilities at the LNG Terminal.
3.10.12
Fishing
Fishing within the berth area of the LNG Terminal is prohibited at all times. This includes fishing from the jetty, marine craft, FSRU or LNGC’s berthed alongside.
3.10.13
LNG carrier Agents
LNG carrier’s Agents shall liaise and communicate with the FSRU Master of any requirements that the LNG carrier will have while alongside the FSRU. Any marine craft proposed for use by LNG carrier’s Agents to access the jetty and FSRU area must be approved by the Jebel Ali Port.
3.10.14
Sources of Ignition
The carrying of equipment (unless Approved Equipment) and/or use of matches, lighters or other possible sources of ignition is prohibited. This includes all battery-operated equipment, e.g. mobile phones, laptop computers and cameras etc. Where non-approved equipment has to be taken
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onboard the LNG carrier or from the LNG carrier, dispensation is given providing the equipment is switched off, the battery disconnected and carried in a closed bag whilst transiting thru the FSRU and the jetty. The battery must not be refitted and must not be switched on again until inside the LNG carrier's / FSRU’s accommodation. Or when clear of the FSRU / LNGC.
3.10.15
Photography
Photography or video of any kind is prohibited from the FSRU and the LNG jetty. Photography within the port is restricted and is not permitted without prior written approval and registration of the camera equipment with Port authorities.
3.10.16
Pipelines
All LNG carriers are warned that an untrenched pipeline lies east of the channel. This line comes ashore in position 25o 01’ 20” N 54o 04’ 30” E. From this position it lies in a direction of 345o for approximately 10 miles, thence assumes a direction of 313o towards the Fateh Field - i.e. it is from two to five miles east of the buoyed entrance channel. Other untrenched pipelines are laid on the seabed and are clearly marked on the Admiralty charts of the area. LNG carriers should not anchor near this or other pipelines, nor should they approach the area with anchors walked back or trailing.
3.10.17
Tank Cleaning, Gas Freeing & Purging
Tank cleaning, inerting, purging or gas freeing with the Port Area is strictly prohibited without the written permission of the Port Management. Any such operations must be performed away from the LNG Terminal and with advance permission from Port Management. Tank Lids and Connections, Cargo and Bunker •
Cargo and bunker tank lids must be closed and gas tight at all times
•
Cargo and bunker connections not in use must be blanked and gas tight with all holes bolted.
•
All ballast tank hatches must remain closed and fully secured whilst alongside.
3.10.18
Ventilators and Air Conditioning Units
Intakes of central air conditioning or mechanical ventilations systems (fans) should be adjusted to prevent entry of dangerous gases or vapours. This should be accomplished, If possible, by the recirculation of air within the enclosed spaces. If at any time it is suspected that dangerous gas or vapour is being drawn into the accommodation the central air conditioning and / or mechanical ventilating systems should be stopped and the intakes covered or closed.
3.10.19
LNG Carrier Radio, Radar & Other Equipment
A Vessel’s main radio station, including emergency transmitter, shall not be used when the vessel is within 400 meters of any terminal or loading vessel. While berthed, the transmitting aerials shall be disconnected and earthed. At the LNG and liquid berths intrinsically safe VHF and UHF communications with a radiated power of 1 watt or less are allowed. The written permission of the Port Management is required before any vessel can undertake radar repairs. The testing of transmitters operating between 415 KHZ and 26 MHZ or LNG carrier borne radar with a peak pulse exceeding 60 KW is permitted if: •
The Vessels associated equipment does not present a source of ignition.
•
The written permission of the Port Management has bee obtain prior to any testing.
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LNG carrier satellite telecommunications systems are allowed for use when alongside subject to the competent authorities’ approval. Applicable restrictions if any will be advised through the agent.
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LNG OPERATION
4.1
Communications
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4.1.1 General To assist in planning and to satisfy contractual obligations the following pre-arrival messages are to be sent to FSRU LNG Golar Freeze and DUSUP. Messages should also be copied to the LNG carrier’s agent. The facility does not have a private VHF channel. Should there be a need for voice communication between LNGC and the FSRU prior to arrival at berth, VHF 69 or the numbers listed below should be used. Should there be any changes to the foregoing that might have an impact on ETA’s, the vessels performance or cargo equipment then DUSUP and FSRU LNG Golar Freeze are to be advised immediately. All communications should be sent primarily by e-mail with fax as the second option in the event of e-mail problems and addressed to:
Master FSRU LNG Golar Freeze: E-mail:
[email protected]
IMO No. 7361922 Telephone FSRU CCR: +971 4 880 2884 Telephone FSRU CCR Mobile: +971 50 652 7736 Telephone FSRU Master Office: +971 4 880 3107 Telephone FSRU Master Mobile: +971 56 682 7149 Tel bridge: +44 20 31 454 673 Sevsat Tel office: +44 20 31 454 674 Sevsat Tel Master cabin: +44 20 31 454 672 Sevsat
With Copies to: Dubai Supply Authority: Pedro Amendola –
[email protected] Mobile Phone: +971 50 657 3411 Gas Control Supervisor –
[email protected] Phone: +971 4 880 1999 or +971 4 802 8726 Fax: +971 4 880 1808 DUSUP Commercial:
[email protected] LNG carrier’s agent – As advised by LNG Carrier Owner/Charterer LNG carrier Agent’s will request any other additional information required by the Port and local authorities.
4.1.2 Pre-arrival Messages A) On Departure from Loading Port AA BB CC DD EE FF
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LNG carrier’s name & call sign Departure date & time ETA and arrival draught at Jebel Ali Estimated quantity of LNG (M3) for arrival at Jebel Ali LNG density and composition at loading port Estimated time for unloading & confirm liquid lines will be cooled down upon arrival
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Heel quantity onboard after unloading Any deficiencies affecting vessel performance
If the ETA deviates more than 4 hours from that initially advised on departure and/or there are any changes to DD, FF or GG then notification must be updated. B) 96 Hours Prior to Arrival AA BB CC
LNG carrier’s name & call sign Update ETA Tank Pressure – It is desired to have the tank pressure below 100 mbar
C) 48 Hours Prior to Arrival AA BB CC DD 1. 2. 3. 4. 5. 6. 7. EE FF GG
LNG carrier’s name & call sign ETA and Arrival Draught Estimated average cargo temperature on arrival Confirm the following have been tested and/or are fully operational: Navigation, mooring, safety & engine systems. Cargo system & boil off control systems. Gas detection systems ESD system, alarms and interlocks Cargo tank high and low level alarms High & Low pressure alarms Remotely operated valves Cargo tanks/lines are free of oxygen No tank leakage ISPS Security Level
If the ETA changes by more than 4 hours following the issue of the 48 hour message and before sending the 24 hour message then the revised ETA must be advised. D) 24 Hours AA BB CC DD
LNG carrier’s name & call sign Confirm ETA. Send pratique message via LNG carrier's agent Marine Security level
If the ETA changes by more than 1 hour after sending the 24 hour message then the Terminal must be advised of the revised ETA If the Marine Security level changes after sending the 24hour message then the Terminal must be advised soonest. No later than 24 hours prior to arrival an “Activity Schedule” and “Notification for unloading of the LNG Carrier” will be issued by the Terminal detailing all activities from Pilot boarding to Pilot departure. The “Activity Schedule” will also be circulated to all relevant parties in the port. E) 6 Hours before Arrival AA BB
LNG carrier’s name & call sign Confirm ETA.
F) On Arrival When the LNG Ship has arrived at the pilot station or customary anchorage, has cleared the necessary formalities with the relevant authorities and is ready in all respects to proceed to berth and commence unloading, the Master of the LNG Ship shall give a notice sent by electronic mail or facsimile (Notice of Readiness) to the FSRU Master. Contact with Jebel Ali Port Control
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The vessel shall establish the first contact with the port control on the port working frequency (channel 69) at least of 2 hours before her ETA. G) Departure Communications AA BB CC DD EE
LNG carrier’s name & call sign Outstanding Port Log items LNG Volume unloaded Heel remaining on board ETA Load port
4.2
Pre Cargo Transfer Operations
4.2.1
Access between the FSRU and LNG Carrier
The FSRU is fitted with a hydraulic operated personnel transfer basket which is located on the starboard side aft of the FSRU’s cargo arms. The personnel transfer basket will land aft of the LNG Carriers cargo manifolds and form part of the pre-arrival compatibility checks. On completion of mooring the Pilot and LNG carrier’s Master will confirm to the FSRU Master that the LNG carrier is securely moored (“All Fast”) and that the personnel transfer basket can now be operated and land on the LNG Carrier’s deck and ESD cable to be connected. Before landing the personnel transfer basket on to the LNG Carrier, a Responsible LNG Carrier’s Officer must agree with the FSRU Officer who operates the equipment that it is safe to land the personnel transfer basket. Thereafter boarding of FSRU personnel can take place. It is important to note that the transfer basket cannot be operated while the cargo arms are being operated. "No Smoking" and "Authorised Access" notices (to be provided by the LNG carrier) are to be prominently displayed at the landing area.
4.2.2 Connecting ESD The LNG carrier will connect to the FSRU’s ESD system. The FSRU’s Primary ESD connection is an optical link (Seatechnik) and the secondary (back up) system is electrical (Pyle). See Appendix J
4.2.3 Mooring Integrity & Safety Checks Prior to connecting the unloading arms and/or commencement of the ‘Pre-Unloading Meeting’ the FSRU Master or his authorised deputy shall together with a Responsible LNG carrier’s Officer check and confirm that all moorings are tight, brakes properly hardened up and winches are out of gear, fire fighting equipment is deployed, fire wires are rigged correctly, offshore manifolds are fully blanked and tight and other areas of general safety. On completion of confirming mooring integrity and safety, and following the conclusion of the safety meeting connection of unloading arms may proceed. The master of the LNG Carrier must ensure that the vessel is moored properly and safe according to provided agreed mooring layout. In the process of conducting the mooring integrity other safety checks as per the LNG carrier/FSRU Checklist, should be confirmed as far as possible. Any defects discovered during the inspections will be raised and discussed with the Master and Chief Officer. If necessary an Observation Note will be raised by the FSRU. On completion of the visual inspection the LNG carrier/FSRU Safety Checklist shall be completed. (See Appendix G)
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4.2.4 Water Sprays After When the LNG Carrier is safely moored to the FSRU, and the arms connected, the water curtain should be started, both, on the LNG Carrier and on the FSRU. The Fire main will remain pressurised at all times on both the FSRU and the LNG Carrier.
4.2.5 Pre Cargo Transfer Meeting After the LNG Carrier/FSRU Safety Checklist has been completed and prior to the opening Custody Transfer readings a ‘Pre Cargo Transfer Meeting’ shall be held on board the LNG carrier. The attendees of this meeting shall be the LNG carrier’s officer responsible for cargo management and the FSRU’s responsible officer for cargo management, the Independent Cargo Surveyor, DUSUP’s representative and any other individual with a recognised and legitimate interest in the cargo transfer operation. The purpose of this meeting is to ensure that all aspects of the cargo transfer and associated activities are clearly understood and documented, using the FSRU’s “Activity Schedule”. The agenda for this meeting shall include as a minimum for normal cargo transfer, but not necessarily be limited to the following: 1. Status of cargo tanks on arrival (temperature and pressure) 2. Sequence of ESD tests - as per Sections 4.2.10 and 4.3.4 3. Cargo Arms Cool-down procedure - as per Section 4.2.2 - Cooldown 4. Vapour handling – as per Section 4.2.3 5. Ramp up 6. Bulk cargo transfer procedure – as per Section 4.3.5 7. Ramp down 8. Drain purging and disconnecting 9. Ballasting 10. Anticipated weather and sea conditions. 11. Communications between FSRU, LNG carrier & (stand-by tug if any). 12. Emergency Procedures 13. Marine Security Please refer to Appendix- I for a copy of the Cargo Handling Agreement Meeting Agenda.
4.2.6 Connecting Cargo Arms The LNG Carrier should arrive with short distance pieces fitted to the cargo manifold assigned for unloading. (2 liquid and 1 vapour) Strainers/filters shall be fitted to the LNG Carrier assigned unloading lines and the filters should be of 60 mm mesh. Arriving LNG Carrier will supply gaskets for the connection between the cargo manifolds flanges and the cargo arms but the FSRU will be equipped with spare manifold gaskets. Prior to commencement of the connection of the cargo arms, earth connections of the LNG Carrier and the FSRU must be checked to equalize electric potential between two vessels to avoid electric arcs or sparks. The FSRU Operator is in charge of connecting the Cargo and Vapour Arms to the LNG Carrier and connection for the arms shall be performed from the FSRU Terminal Platform and/or remotely controlled at the LNG Carriers Cargo Manifold.
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The first cargo Arm to be connected will be the Vapour line from the FSRU to the LNG Carrier’s Vapour Manifold. Thereafter the two liquid cargo arms will be connected to the LNG Carrier’s assigned cargo manifolds
4.2.7 Pressure Test & Purging of Cargo Arms Cargo arms will be pressure tested with nitrogen to a pressure of 4 bar (g) for liquid arms and 1 bar (g) for vapour arm. A leak test will be carried out on the LNG carrier's manifold flange using a soap solution. The arms will be depressurised by opening the vent at the LNG carrier’s manifold and Oxygen (O2 readings will be taken at this vent. The process of pressurising and purging shall be repeated until the Oxygen (O2) content is less than 1% by volume.
4.2.8 Gas Burning Gas burning on board of the LNG carrier is not permitted from just before opening CTMS prior to discharge until after closing CTMS after completion of discharge. Under extenuating circumstances gas burning may be permitted after approval from FSRU Master and DUSUP LNG Operations Lead.
4.2.9 Gauging – Custody Transfer Measurement Before the LNG carrier's manifold valves are opened, gauging of the LNG carrier's tanks will take place on all occasions. This process is to be witnessed by the Responsible LNG carrier’s Officer, the Responsible FSRU Officer, the Independent Cargo Surveyor, DUSUP Representative and any other individual with a recognized and legitimate interest in the loading operation.
4.2.10 Warm ESD Test In addition to any tests that may be carried out by the FSRU prior to the LNG carrier's arrival, ESD tests shall be conducted in conjunction with each arriving LNG carrier. When both FSRU and LNG Carrier have confirmed ready for test, the LNG carrier shall initiate an ESD. After resetting the FSRU shall initiate an ESD test with one of the LNG carrier’s spray/stripping pumps on circulation. All valves and equipment connected to the ESD system must be operating properly when the ESD System is released. Upon completion of a successful ESD test, the cool down operation is ready to commence.
4.2.11 Communications Alongside Communications between LNG carrier and FSRU must be established before commencement of cargo transfer operations. Communications systems will be confirmed at the compatibility stage and FSRU configuration will be confirmed to the LNG carrier separately. The FSRU provides a hot phone between LNG carrier cargo control room and FSRU’s cargo control room. In addition FSRU will provide the LNG carrier with a hand held UHF Radio, spare battery and charger for the unloading operation. In addition FSRU and LNG carrier will also monitor VHF Channel 69.
4.3
Cargo Handling
4.3.1 Normal Discharging On completion of ESD tests the FSRU Chief Officer and the LNG Carrier Chief Officer shall confirm that all systems are lined up and ready.
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4.3.2 Cooldown Prior to the arrival of the LNG carrier the FSRU will cool down the liquid header and the LNG carrier will have cooled down their liquid header as well. The vapour created in this process will be returned to the LNG Carrier via the Cargo Vapour arm When cool down operation commence the temperatures of the cargo arms is at ambient temperature which will cause the LNG injected to rapidly vaporize and be converted into boiloff gas (BOG). The LNG flow is directed via the LNG Carriers manifolds and through the FSRU’s Cargo Arms. The cool down of the cargo arms is completed when the temperature is -145oC.
4.3.3 Control of Return Gas to LNG Carrier Gas will be returned to the LNG carrier via a pressure control valve on the FSRU. It is the responsibility of the LNG carrier to monitor the pressure in its tanks and keep the FSRU informed. In the event that pressure in the return gas line falls to 80 mbar(g) or below then the LNG carrier must adjust its unloading rate until pressures return to normal levels. It is important that FSRU Cargo Control Room is informed if there is any problem with the ship taking return gas in order that the FSRU can increase gas burning and to closely monitor tank pressures. It is important to note that the FSRU tanks pressure relief valves are set at 650 mbar(g).
4.3.4 Cold ESD Test Before initiating the cold ESD test both LNG carrier and FSRU shall confirm their readiness to each other to conduct this test. The FSRU following a countdown will initiate the ESD. Both LNG carrier and FSRU will check their respective ESD valves for proper closure. Closing time of both LNG carrier and FSRU valves are to be recorded. Only one ESD is required.
4.3.5 Bulk Unloading & Finishing The FSRU will be in charge of the cargo transfer due to the FSRU being the receiving and production facility. The cargo operation will be executed in careful cooperation between the LNG Carrier and the FSRU. Prevention of Rollover procedures is incorporated into FSRU’s cargo operation manual and must be complied with at all times. The FSRU and the LNG Carrier will line up respectively for the cargo transfer. When all parties have completed the cargo pipe lineup and are ready for cargo transfer, both FSRU and LNG carrier Officers in charge of transfer will acknowledge to each other that cargo transfer can commence. One of primary variables that dictate the LNG cargo transfer rate is the gas production rate from the FSRU into the pipeline. The LNG cargo transfer rate may have to be reduced in order to control FSRU tank pressure and levels within operating limits. During the LNG cargo transfer a carefully check of the tank pressure must be maintained throughout. To maintain tank pressure on the LNG Carrier BOG from the FSRU will be returned via the vapour system utilizing the pressure difference. Simultaneously with the cargo transfer the LNG carrier will be ballasting and the FSRU will be deballasting accordingly. Both the FSRU and the LNG carrier must have a stability plan prepared for this operation. At the final stage of the LNG cargo transfer the agreed ramp down procedures will be executed as agreed on the pre cargo transfer operation meeting.
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4.3.6 Draining & inerting of Cargo Arms On completion of the cargo transfer, the FSRU liquid cargo arm valves will be closed. The LNG carrier's manifold valves should only be closed after confirmation that FSRU valves have been closed. The vapour line should remain open throughout draining and purging of liquid arms. The FSRU will then pressurize the liquid cargo arms with nitrogen up to 4.0bar(g). The FSRU will then drain back the cargo arms to the LNG carrier via the drain line. The cargo arms will then be re-pressurized with nitrogen and lines drained back to the FSRU tanks until clear of liquid. Purging will be continued with nitrogen back to LNG carrier until all cargo arms contain less than 2% hydrocarbon by volume, measured at the manifold vent. Liquid cargo arms may then be disconnected when hydrocarbon reads less than 2% by volume. (Ensure the correct meter has been used – measuring hydrocarbon in an inert atmosphere). Note: Cargo Arms MUST NOT be disconnected until after the ESD has been inhibited (made safe). With the agreement of the LNG carrier the vapour manifold valve can then be closed, the vapour arm purged with nitrogen until a reading of less than 2% hydrocarbon by volume is recorded after which the vapour arm can be disconnected.
4.4
Post Cargo Transfer Operations
4.4.1 Custody Transfer Measurement upon Completion of Cargo Transfer On completion of draining and purging of the cargo arms and confirmation that all the LNG carrier’s manifolds are closed, cargo tank gauging can commence. The Responsible LNG carrier’s Officer, the FSRU’s Chief Officer, the Independent Cargo Surveyor, the DUSUP Representative and any other individual with a recognised and legitimate interest in the cargo transfer operation will be present to witness and verify. On completion of cargo calculation and agreement of the cargo quantity transferred, any documentation will be prepared by the LNG carrier, for signing by all interested parties.
4.4.2 Removal of ESD Cable The ESD cable will be removed 15-20 minutes before the planned departure of the LNG Carrier. Ship personnel should be available to disconnect at this time. Prior to securing of the FSRU’s personnel crew basket, Ship’s Agent is to confirm to the FSRU’s Chief Officer that all visitors and officials have disembarked the LNG carrier and that the Pilot is on board the LNG carrier.
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5.
SAFETY & EMERGENCY RESPONSE
5.1
Safety Alongside
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5.1.1 General The LNG carrier Master is responsible for the safe operation of his ship (including cargo-handling operations) and the safety of the LNG carrier’s personnel at all times. The Master will be required to sign a Safety Letter acknowledging his responsibility in this respect (See Appendix - H for a copy of the Safety Letter). The Responsible Ship’s Officer delegated the task of controlling cargo operations and other related duties must be qualified and competent to do so and should remain in the cargo control room throughout cargo operations in order to ensure that the ship/FSRU liaison is continuously maintained. In addition to the Responsible Ship’s Officer, sufficient personnel should be available in order to maintain an efficient deck and cargo watch. The following procedures should be used as a supplement to and in conjunction with the appropriate FSRU Emergency Response Plan.
5.1.2 FSRU Emergency Alarm The FSRU is equipped with a visual and acoustic alarm system. Light signal columns are installed throughout the FSRU and are visible in different light conditions. The alarms are as per following:
FSRU State
Acoustic Alarm
Alarm Characteristics
Duty Text
Visual Alarm on Light Signal Column
Abandon FSRU
ASI (Horn)
Continuous sound with a frequency of 450 Hz plus recorded message
ABANDON
Blue
PSD Shutdown
AS2 (Yeow)
Bi-tonal descending sound with frequency of 600-1200 Hz repeated every 1.5 seconds
PSD
Amber
Emergency Alarm (Detected Gas)
AS3 (Yelp)
Siren quick sound 6001200 Hz repeated every 0.25 second plus recorded message
GAS
Yellow
Emergency Alarm (Fire Detected)
AS4 (Slow Whoop)
Bi-tonal ascending sound 500-1200 Hz repeated every 4.1 seconds plus recorded message
FIRE
Red
The “All Clear” signal onboard FSRU will be an announcement on the FSRU PA system. The LNG Carrier will be notified by VHF radio.
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5.1.3 LNG Carrier Emergency Alarm The LNG Carrier will have an announcement on her PA system. The FSRU will be notified by VHF radio.
5.1.4 Communications A FSRU’S Officer may be present in the LNG carrier's Cargo Control Room (CCR) to monitor operations and assist in communications where necessary, up until the bulk-unloading rate is achieved (ramping up). Throughout the cargo transfer process the LNG Carrier’s Officer on duty shall keep the FSRU advised of any circumstances that may have an impact on the cargo transfer or safety of the LNG carrier. An hourly ship/shore exchange of information is advised. All communications between the carrier and the FSRU should be conducted in English and a ‘positive’ reporting system used, i.e. all messages should be repeated back by the recipient and acknowledged by the sender.
5.1.5 FSRU / LNG Carrier Safety Checklist A FSRU/LNG carrier Safety Checklist will be completed jointly by the Responsible Officers of FSRU and the LNG carrier following the safety inspection. The Safety Checklist must be completed and signed by both LNG carrier and FSRU representatives prior to the start of any cargo operations. Follow-up safety checks will be conducted at agreed intervals not exceeding 2 hours throughout the cargo transfer period and the checklist will be signed accordingly by respective Responsible Officers of the LNG carrier and the FSRU.
5.1.6 Fire Prevention Sources of ignition, including smoking, shall be restricted to designated areas on board the LNG carrier and the FSRU. No smoking is permitted anywhere on the jetty. Certified electrical approved equipment shall be in good order, maintained and operated such that its original certification is not jeopardized. All portable electrical equipment, including hand held torches, radios and gas analyzers, which are operated in gas dangerous zones, shall be Approved Equipment for use in the flammable atmosphere concerned. All equipment should be in such a condition and operated in such a manner that its original certification is not jeopardized. Transportation of battery powered equipment such as computers, mobile phones, cameras etc is permitted provided that the equipment is switched off and is carried in a closed case. Please note that all non approved mobile phones must be switched off and the battery removed whilst transiting the jetty & the FSRU. The use on non approved mobile phones on the jetty is strictly prohibited. Use of LNG carrier’s main communications equipment and radar is prohibited during LNG discharge operations; however the use of the satellite communications equipment may be permitted, subject to the approval of the FRSU Master. Where essential tests etc., are required to the radar or communications equipment, the FSRU Master or his authorised designated officer must be consulted before such testing takes place. The precautions and recommendations set out in the ICS Tanker Safety Guide (Liquefied Gas) Section 3.5.3 must be adhered to strictly. Whilst alongside the FSRU, no tug or any other craft shall be allowed alongside unless, cargo operations have been stopped, valves closed and cargo decks secured, except in the case of an emergency when the FSRU may permit tugs or other craft to go alongside subject to the agreement of the LNG carrier’s Master.
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5.1.7 FSRU Fire Fighting Equipment The FSRU is equipped with fire fighting systems and equipment designed to cover the FSRU and the jetty only.
5.1.8 LNG Carrier Fire Fighting Equipment All fire-fighting equipment shall be in good working order. Portable equipment shall be correctly positioned, and ready for immediate use.
5.1.9 LNG Carrier Main Engine Readiness Whilst alongside the FSRU, as practically as possible the LNG Carrier's main engines and related auxiliaries shall be kept in a state of readiness such that the LNG carrier can leave under her own power in an emergency. Repairs and/or maintenance work to the main engines and related auxiliaries are prohibited. In the case of a steamship this means that the turning gear be engaged, main steam stop valve closed with turbines sufficiently warm and condenser vacuum maintained commensurate with the engine manufacturer's operating instructions. For a diesel-powered LNG Carrier this means that the fuel rail is under constant circulation and ‘starting-air’ bottles are fully charged. Whilst alongside the FSRU, repairs and maintenance to the LNG carrier’s machinery and equipment shall be restricted to those items, which do not impair or limit the use of: • The fire detection or fire-fighting capability, • The safe and efficient handling of the cargo, • The propulsion system or maneuverability of the tanker, • The integrity of the mooring system, and • The safe operation of electrical equipment in gas dangerous zones.
5.1.10 Testing Main Engines of LNG Carrier Under no circumstances must LNG carriers’ main engines be tested at any time whilst alongside the FSRU until the cargo arm(s) have been disconnected, aerial personnel transport basket from FSRU to LNG carrier has been retracted and secured and the tug(s) is/are secured alongside. In all circumstances, the FSRU Master should be informed prior to testing main Engines.
5.1.11 Hot Work “Hot Work" in non-approved areas and work on open decks or on the jetty, which involves hammering, chipping or the use of power tools is strictly prohibited.
5.1.12 Emergency Towing Wires (Fire Wire) Emergency towing wires shall be deployed forward and aft on the offshore side of the LNG carrier. Wires must be in good condition with no visible defects and of a size (diameter and breaking load) commensurate with the size of the LNGC. See Section 3.8.3 for more details.
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5.1.13 Testing of Lifeboats and Rescue Boats Lifeboats and Rescue boats are not permitted to be lowered to the water and tested for maintenance purposes whilst the LNG Carrier is alongside the FSRU.
5.1.14 Diving Operations Diving Operations are not permitted whilst the LNG carrier is alongside the FSRU. Arrangements for diving operations can be made through the Ship’s Agents who can then coordinate with Port management.
5.2
Emergency Response
5.2.1 Incidents Onboard the LNG Carrier The LNG Carrier is considered a self-contained unit, fully equipped to deal with major fires and other emergencies on board and capable of providing the initial response to most incidents. The type of incident that can occur on board a carrier berthed alongside the FSRU can in some instances have a significant impact on the integrity of the FSRU and the safety of its personnel. Incidents with the potential to develop into a major event are: 1) Fire/explosion. 2) Pollution through cargo and/or bunker fuel spills. 3) Uncontrolled release of cargo vapour (LNG) Other examples of incidents, which will require a response to minimize the outcome, or to avoid escalation into a significant event, are: 4) Mechanical failure (affecting cargo operations) 5) Man overboard 6) Accident (medical emergency) 7) Failure of the carrier’s moorings The following section deals with the specific immediate actions to be taken by the principal parties in the event of incidents. Subsequent actions to be taken will depend on how the particular incident develops and how well it is managed.
5.2.2 Fire/explosion on board a LNG Carrier Action by LNG Carrier with Emergency (i)
Initiate emergency shut down procedures; ensure all manifold(s) and tank valves are closed.
(ii)
Mobilize on board fire-fighting response.
(iii)
Establish communications with FSRU Control Room and advise nature & location of incident.
(iv)
Prepare to disconnect cargo arms.
Action by FSRU b) Initiate emergency shut down; stop cargo operations. c) Implement Emergency Response Procedure.
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d) Start log of events. e) Contact Port Control and request assistance. f)
Tug (upon arrival) to start fire pumps and assist as directed.
g) Establish line of communications with LNG carrier h) Coordinate with Port for marine resources and support. Action by Tugs & Pilot •
Tug to start fire pump and assist as directed by FSRU Master and /or Harbour Master.
•
Duty tug’s master to establish communications with Harbour Master.
•
Remaining tugs to mobilize and assist as directed.
•
Prepare to remove the LNG Carrier from the FSRU under direction of Pilot and agreement of Harbour Master
5.2.3 Oil spill from LNG Carrier General Specific action to be taken in the event of an oil spill will depend on the nature, type and amount of the product spilled. The following general rules should be adhered to, to ensure a fast and efficient response at the same time minimising the environmental impact. 1. For all spills, regardless of the product involved, a total ban on smoking on board is to be imposed on the vessel concerned. 2. All other sources of ignition should be isolated/secured. 3. All loading or cargo related operations are to be stopped and cargo tank valves closed. 4. All oil spills, regardless of amount involved, are reportable events as required by United Arab Emirates and Port of Jebel Ali law on the Control of Marine Pollution’. The FSRU will automatically advise the authorities of any oil spills emanating from ships or from the FSRU’s facilities. 5. On no account must dispersants be used (whether approved for use or otherwise) by either ships or the FSRU, without the express permission of the Authority in charge of the incident. Action by LNGC 1. Initiate emergency shut down procedures; ensure all manifold and tank valves are closed. 2. Isolate source of pollution and take whatever steps necessary to prevent or minimize further pollution. 3. Impose total smoking ban on board. 4. Mobilize on board pollution response plan. 5. Initiate clean up on board. 6. Establish communications with FSRU CCR Action by FSRU CCR 1. Initiate emergency shut down of cargo operations 2. Secure all sources of ignition. 3. Verify source/type of pollutant. 4. Initiate Oil Spill Response Procedure and Emergency Response 5. Inform port authority 6. Liaise with appropriate authority to deploy the boom if necessary across entrance to berth
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pocket. 7. Liaise with appropriate authority to deploy adsorbent materials into the water. 8. Commence log of events Action by Tugs 1.
Tug prepares to stand by to assist and stands off upwind until nature and type of spill has been established.
2. Confirm to Harbour Master and FSRU Control Room when standing by. 3. Other tugs to prepare for stand by to assist.
5.2.4 Uncontrolled release of LNG from LNG Carrier/FSRU Action by LNG Carrier 1. Initiate emergency shut down 2. Secure all sources of ignition and impose a total smoking ban 3. Mobilize ship emergency response plan 4. Establish communications with FSRU and advise nature and location of spill Action by FSRU 1. Initiate emergency shut down on LNG (if applicable) 2. Secure all sources of ignition. 3. Operate fire monitors if applicable 4. Initiate Emergency Response Plan (if applicable) 5. Advise port authorities Action by Tugs & Pilot 1. Stand-by tug to activate fire fighting and deluge systems and stand well clear upwind and await instruction from FSRU. 2. Secure all ignition sources and impose total smoking ban. 3. Remaining tugs to mobilize and stand offshore as in a) above.
5.2.5 Man overboard Incident General The response to this type of incident will depend on the particular circumstances. In the event of a man overboard situation within the FSRU limits all movements are to be suspended whilst search and rescue activities take place. Extreme caution is required by the search vessels, particularly during hours of darkness, when approaching or entering the search area. Action to be taken by the LNG carrier 1. Deploy lifebuoy into the water. 2. Raise the alarm by sounding three long blasts on the ship’s whistle 3. Request FSRU CCR to stop loading if the person in the water is within 100 meters of the vessel and advise circumstances. 4. Place lookout and constantly monitor position of person in the water. 5. Request FSRU Control to mobilize rescue from the Harbour Master.
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6. Direct responding vessel to the person in water, or to last sighted position. Action to be taken by FSRU CCR 1. Stop Loading if requested 2. Request Harbour Master to assist and liaise with ship using VHF. 3. Place medical services on standby. Action to be taken by Tug(s) and Pilot 1. Stand-by tug to respond as directed by Harbour Master. 2. Remaining tugs to be mobilized, if required. Pilot to be advised to standby in the event assistance is required by the Harbour Master.
5.2.6 LNG Carrier Related Incidents The response to the type of incident described above will depend on a large extent to the nature, location and severity of the event. Swift action will in the majority of cases prevent an escalation of these events. Where marine craft are required to approach or to go alongside the LNG carrier concerned they must only do so after FSRU CCR has confirmed that cargo transfer has been stopped. Action to be taken by LNG carrier a) Advise FSRU Control nature, location of incident and action being taken by LNG Carrier and assistance required from FSRU and Harbour Master. b) Initiate emergency shut down if required (e.g. mooring failure) Action to be taken by FSRU 1. Initiate emergency shut down if required 2. Establish communications with stand-by tug and alert remaining tugs if considered necessary (e.g. mooring failure) 3. If medical assistance required, FSRU will request Port Control to send ambulance. Action to be taken by Tugs & Pilot 1. Stand-by tug to respond as directed by Harbour Master after discussion with FSRU and LNG Carrier Masters. 2. Remaining tugs to be mobilized, if required 3. Harbour Master to request Pilot to stand by in the event assistance is required.
5.2.7 FSRU Incident Action required by LNG carrier moored alongside the FSRU will depend on the nature, location and proximity of the incident to the jetty. Action to be taken by FSRU 1. Initiate Emergency Response Plan 2. Shut down all cargo operations on LNG, if required. 3. Advise carrier of the nature of the incident and keep them informed of status 4. Advise Port Control and request all tugs to go to stand by and Pilot to stand-by to assist as directed. Action to be taken action to be taken by LNG Carrier berthed alongside
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1. Mobilize crew, stand-by to disconnect loading arms and prepare to vacate the berth. 2. Mobilize on board emergency response if incident is on jetty 3. Maintain radio contact with FSRU Action to be taken by tugs and pilot 1. Stand-by tug to provide immediate fire-fighting support as required and as directed by Harbour Master. 2. Remaining tugs to proceed as directed to the scene as directed by Harbour Master. 3. Pilot to stand by establish communications with Harbour Master and FSRU.
5.2.8 Security Incidents Any security incidents between carrier and FSRU must be reported the Marine Duty person who is also the Port Control and Port Security under the ISPS Code. The Port Security Office will contact the LNG carrier and FSRU Security Officer and will decide the course of action to take in accordance with Security plans.
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6.
APPENDIX A – JEBEL ALI PORT REGULATIONS Click Here
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7.
APPENDIX B – CONDITION OF USE (COU)
Condition of Use Form is on the next page for ease of printing.
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Dubai LNG Terminal Jebel Ali Port United Arab Emirates
FSRU LNG Golar Freeze
CONDITION OF USE – Dubai LNG Terminal All Port Facilities, Port Services and other assistance of any kind whatsoever provided to a vessel calling at the LNG Facility are provided subject to all applicable laws, regulations and codes and to these Conditions of Use. These Conditions of Use shall (a) apply to each vessel calling at the LNG Facility regardless of whether any such vessel pays or owes amounts to Golar, DUSUP, or any Representative of Golar or DUSUP, and (b) be deemed to have been expressly accepted by each vessel calling at the LNG Facility regardless of whether such acceptance has been acknowledged in writing or otherwise. For purposes of these Conditions of Use, the following definitions shall apply: DUSUP means Dubai Supply Authority and its affiliated entities. DUSUP's Facilities means all fixed and moveable assets which the Charterer use and/or control and operate from time to time for the purpose of performance of the Charterer's gas supply and delivery operations including, without limitation, compression and related facilities and transmission networks for the receipt and onward transport of Natural Gas by the Charterer's to its Major Customers in Emirate of Dubai. FSRU Site means the area within the Jebel Ali Port accommodating the FSRU and all necessary infrastructures, including the loading platform. Golar means Golar Freeze UK Limited. Golar's Facilities means the floating storage and regasification unit called LNG FSRU Golar Freeze LNG Facility means DUSUP's facilities and Golar's Facilities. Port of Dubai means the Jebel Ali Port, Dubai, United Arab Emirates. Port Facilities means all the infrastructure, facilities, equipment, installations, anchorages and approaches of and to the Port of Dubai and DUSUP's Facilities, including, but not limited to, channels, channel markings, buoys, jetties, berths, lines and gangways. Port Services means any service tendered or provided by the Port of Dubai or DUSUP to a vessel, including pilotage, towage, tug assistance, mooring or other navigational services, whether for consideration or free of charge. Representative of DUSUP or Representative of Golar means any director, officer, employee, contractor, servant, consultant, advisor, agent or representative of DUSUP or Golar as applicable in whatever capacity they may be acting. All vessels calling on the LNG Facility must be capable of operating within the physical limitations of the Port Facilities and the LNG Facility's berth dimensions, unloading arm envelopes and mooring equipment as detailed in DUSUP's LNG Terminal Regulations & Procedures or as advised from time to time by DUSUP or a DUSUP Representative. In addition to the requirements of applicable laws, regulations and codes, the following conditions shall apply to each vessel calling at the LNG Facility:
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1. The master of a vessel shall at all times and in all circumstances remain solely responsible on behalf of the vessel's owners for the safety and proper navigation of his vessel and shall at all times comply with the Port of Dubai regulations, all applicable laws, regulations and codes and the Company's LNG Terminal Regulations & Procedures. 2. Neither DUSUP nor Golar make any warranty with respect to Port Facilities or to the rendering of Port Services and any use thereof shall be at the sole risk of the vessel master and owners. Neither DUSUP nor Golar shall be responsible for any loss or damage to a vessel, actual or consequential, which is related to Port Facilities or to Port Services provided to a vessel regardless of any act, omission, fault or negligence of DUSUP or Golar. 3. Neither DUSUP nor Golar shall be responsible for acts or omissions of DUSUP or Golar Representatives resulting in any loss or damage to a vessel, or any loss or injury suffered by the master, officers or crew of a vessel. 4. Neither DUSUP nor Golar shall be responsible to any vessel for any loss related to strikes or other labour disturbances, regardless of whether DUSUP or Golar or DUSUP or Golar Representatives are parties thereto. 5. The vessel and its owners shall in all circumstances hold harmless and indemnify DUSUP and Golar as applicable against any and all losses, claims, damages, costs and expenses DUSUP or Golar may incur or has incurred arising from: a) any damage to the LNG Facility or Port Facilities or injury to its personnel related to the vessel's use of the LNG Facility or Port Facilities and involving the fault, wholly or partially, of the master, officers or crew of the vessel, including negligent navigation; b) any loss suffered by Third Parties with respect to damage to their property or injury to their personnel related to the vessel's use of the LNG Facility or Port Facilities and involving the fault, wholly or partially, of the master, officers or crew of the vessel, including negligent navigation; c) any hazard under condition 6 hereof and involving the fault, wholly or partially, of the master, officers or crew of the vessel, including negligent navigation; d) any loss or damage to the vessel while in the Port of Dubai, including consequential losses and all claims, damages and costs arising therefrom, regardless of any act, omission, fault or negligence by DUSUP or Golar; and e) any personnel injury or property loss suffered by the master, officers or crew of the vessel while in the Port of Dubai, including consequential losses and all claims, damages and costs arising there from, regardless of any act, omission, fault or negligence by DUSUP or Golar. 6. If the vessel or any object on the vessel becomes or is likely to become an obstruction, threat, or danger to navigation, operations, safety, health, environment or security of the Port of Dubai (a "hazard"), the master and the owner shall, at the option of the Port of Dubai, take immediate action to clear, remove or rectify the hazard as the Port of Dubai may direct, or the Port of Dubai shall be entitled to take such measures as it may deem appropriate to clear, remove or rectify the hazard, and the master and owner shall be responsible for all costs and expenses associated therewith. 7. Any liability incurred by the master or owner by operation of these Conditions of Use shall be joint and several. 8. Without limitation of the liability of the master and the owner, the master shall immediately report to the Port of Dubai and DUSUP any accident, incident, claim, damage, loss or unsafe condition or circumstance. Any such report shall be made in writing and
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signed by the master. The Port of Dubai and DUSUP and Golar shall be entitled to inspect and investigate any such report but without prejudice to the foregoing. 9. These Conditions of Use shall be construed, interpreted and applied in accordance with laws of the Emirate of Dubai and, if so requested by DUSUP or Golar, the vessel and her owners shall submit to the exclusive jurisdiction of the courts of the Emirate of Dubai. 10. Subject to condition 11, any liability of the master and owner to DUSUP and Golar by virtue of the operation of these Conditions of Use shall be limited to US$150,000,000 (the "Limited Amount") for any accident or occurrence. In the event that any loss or damage in respect of which the vessel and her owners are liable to indemnify DUSUP and Golar exceeds the Limited Amount then the master and owner shall indemnify DUSUP and Golar by paying each a sum, up to the Limited Amount, which equates to the ratio of loss or damage suffered by each to the total loss or damage suffered by both. 11. The limit of liability set out in condition 10 shall not limit, restrict or prejudice any claim or right that DUSUP or Golar has or may have against the master or owner under general principles of law or equity. For the avoidance of doubt, said limit of liability shall only apply with respect to, and to the extent of, a claim by DUSUP or Golar against the master or owner under these Conditions of Use. ACKNOWLEDGEMENT
Name of vessel:
______________________
As master of the above-named vessel, I acknowledge for and on behalf of the vessel's owners and operators that the above Conditions of Use of Dubai LNG Terminal in Dubai govern the use by such vessel of the LNG Facility.
Signed: By master for and on behalf of the Owner and Operators of Vessel
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APPENDIX C – PORT LAYOUT
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APPENDIX D – FSRU & JETTY LAYOUT
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Dubai LNG Terminal Regulations & Procedures Side by Side FSRU – 78,000 M3 LNGC
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LNGC 137,000 M3 Moss Type (Golar Frost)
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APPENDIX E - ISPS DECLARATION OF SECURITY
Copy will be provided by port via the carrier’s agent.
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APPENDIX F – PILOT BOARDING REQUIREMENTS
For safe boarding of pilots, the following points are stressed: •
The rigging of pilot ladders, and the embarkation and disembarkation of pilots thereby, shall be supervised by a responsible officer of the LNG carrier
•
Every pilot ladder shall be secured in a position clear of any possible discharges from the LNG carrier, and so that each step rests firmly against the LNG carrier’s side
•
Every pilot ladder shall be secured in a position where the pilot can gain convenient access to the LNG carrier after climbing not less than five feet and not more than thirty feet
•
Whenever the distance from the water to the point of access to the LNG carrier exceeds thirty feet, access from the pilot ladder to the LNG carrier shall be by means of an accommodation ladder or equally safe and convenient means.
•
A light shall be provided at night, so that the pilot ladder over side and also the position where the pilot boards the LNG carrier , shall be adequately lit
•
Lifebuoy and heaving line should be available at the ladder.
•
When a pilot hoist is provided as the method of access, it must be an ‘approved’ type, complying with the recommendations of the European Maritime Pilots Association and Solas Chapter V Regulation 23.
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APPENDIX G – LNG CARRIER/FSRU SAFETY CHECKLIST
Safety checklist is on the following page for ease of printing.
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Dubai LNG Terminal Jebel Ali Port United Arab Emirates
FSRU LNG Golar Freeze
LNG CARRIER - FSRU SAFETY CHECK LIST LNG Carrier’s Name:
Berth: Dubai LNG Terminal
Date of Arrival:
Time of Arrival:
INSTRUCTIONS FOR COMPLETION: The safety of operations requires that all questions should be answered affirmatively by clearly ticking (9) the appropriate box. If an affirmative answer is not possible, the reason must be given and agreement reached upon appropriate precautions to be taken between the LNG CARRIER and the FSRU. Where any question is considered to be not applicable, then a note to that effect should be inserted in the remarks column. A box in the columns 'LNG CARRIER' and 'FSRU' indicates that checks should be carried out by the party concerned. The presence of the letters A, P or R in the column 'Code' indicates the following: A- (Agreement). This indicates an agreement or procedure that should be identified in the ‘Remarks’ column of the checklist or communicated in some other mutually acceptable form. P- (Permission). In the case of a negative answer to the statements coded ‘P’ operations should not be conducted without the written permission from the appropriate authority. R- (Re-check). This indicates items to be rechecked at appropriate intervals, as agreed by both parties, at periods stated in the declaration.
PART ‘A’ – BULK LIQUID GENERAL – Physical Checks LNG General Carrier
FSRU
Code
Is there safe access between LNG CARRIER and FSRU?
R
Is the LNG CARRIER securely moored?
R
Is the FSRU securely moored?
R
Is the agreed LNG CARRIER/FSRU communication system operative?
AR
Remarks
System: UHF Radio Backup System: Hot phone/PABX/VHF/Cell
Are emergency towing wires correctly rigged and positioned?
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Are the LNG Carrier’s and FSRU fire hoses and fire-fighting equipment positioned and ready for use
R
1. Are the LNG Carrier’s and FSRU’s cargo and bunker hoses pipelines and manifolds in good condition, properly rigged and appropriate for the service intended? 2. Are the FSRU’s cargo arms in good condition, properly rigged and appropriate for the service intended?
No bunkers available
3. Are FSRU’s and LNG Carrier’s cargo transfer system sufficiently isolated and drained to allow safe removal of blank flanges prior to connection 4. Are scuppers and save-alls on board effectively plugged and drip trays in position and empty?
R
5. Are FSRU’s and LNG Carrier’s temporarily removed scupper plugs constantly monitored
R
6. Are FSRU’s and LNG Carrier’s spill containment and sumps correctly managed
R
7. Are the LNG Carrier’s unused cargo and bunker connections properly secured with blank flanges fully bolted? 8. Are the FSRU’s unused cargo connections properly secured with blank flanges fully bolted? 9. Are all cargo, ballast and bunker tank lids closed? 10. Are sea and overboard discharge valves, when not in use, closed and visibly secured? 11. Are all external doors, ports and windows in the accommodation, stores and machinery spaces closed? Engine room vents may be open
R
12. Are the LNG Carrier’s emergency fire control plans located externally?
Location:
If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS) the following points should be physically checked: Inert Gas System
Ship
FSRU
Code
19. Fixed IGS pressure and oxygen content recorders are working. 20. All cargo tank atmospheres are at positive pressure with oxygen content of 8% or less by volume.
Questions 19 & 20 re Inert Gas Systems – Not applicable
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PART ‘B’ - BULK LIQUID GENERAL-Verbal Verification General 21. Is the LNG Carrier ready to move under its own power?
LNG CARRIER
FSRU
Code PR
22. Is there an effective deck watch in attendance on board and adequate supervision in the FSRU and on the LNG Carrier?
R
23. Are there sufficient personnel on board and to deal with an emergency?
R
24. Have the procedures for cargo, bunker and ballast handling been agreed?
AR
25. 25. Has the emergency signal to be used by the LNG Carrier and FSRU been explained and understood?
A
26. Have Material Safety Data Sheets (MSDS) for the cargo transfer been exchanged where requested?
PR
27. Have the hazards associated with toxic substances in the cargo being handled been identified and understood 28. Has an International Shore fire connection been provided 29. Has the tank venting been agreed for use
LNG only. Very low temperatures and potential vapour cloud in event of a leak R
AR
30. Have the requirements for closed operations been agreed?
R
31. Has the operation of the P/V system been Verified
R
32. Have operating parameters been agreed for the vapour return line?
Remarks
AR
Venting to atmosphere permitted only in emergency when access to FSRU vapour system not possible.
Free flow return to LNG CARRIER. LNG CARRIER to control required gas flow
33. Are independent high level alarms operational and been tested?
AR
34. Are adequate insulating means in place in the LNG Carrier/FSRU connection?
AR
No bonding cable. loading arm flanges
35. Are FSRU lines fitted with a non-return valve or procedures to avoid back filling been discussed
AR
NRV’s fitted on FSRU
36. Have Smoking rooms been identified and are smoking requirement being observed?
AR
Nominated Areas:
37. Are naked light regulations being observed?
AR
38. Are LNG CARRIER/FSRU telephones, mobile phone and pager requirements being observed?
AR
39. Are hand torches (flashlights) of an approved Type?
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40. Are fixed VHF/UHF transceivers and AIS equipment on the correct power mode or switched off? 41. Are portable VHF/UHF transceivers of an approved type? 42. Are the LNG Carrier’s main radio transmitter aerials earthed and radars switched off? 43. Are electric cables to portable electrical equipment within the hazardous area disconnected from power? 44. Are window-type air conditioning units disconnected? 45. Is positive pressure being maintained inside the accommodation, and are air conditioning intakes, which may permit the entry of cargo vapours closed? 46. Have measures been taken to ensure sufficient mechanical ventilation in the pump room?
N/A
N/A
R
47. Is there provision for and emergency escape?
No pump room- LNG Vessel
Lifeboat & Stbd side accommodation ladder Stop cargo at: 35 knots wind sp. A
48. Have the maximum wind and swell criteria been agreed?
49. Have Security protocols been agreed between the LNG CARRIER Security Officer and the Port Facility Security Officer?
A
50. Where appropriate, have procedures been agreed for receiving nitrogen supplied from FSRU, either for inerting or purging LNG Carrier’s tanks or for line clearing into the LNG Carrier?
Disconnect at: 40 knots wind sp. No unberthing at sustained wind speed of above 20 knots and 25 knot gusts. See FSRU guidelines for Adverse Weather Policy. MARSEC Level:_______
A P
If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS) the following statements should be addressed. Inert Gas System
Ship
FSRU
Code
51. The IGS is fully operational and in good working order.
P
52. Deck seals, or equivalent, are in good working order.
R
53. Liquid levels in pressure/vacuum breakers are correct.
R
54. The fixed and portable oxygen analysers have been calibrated and are working properly.
R
55. All the individual tank IGS valves (if fitted) are correctly set and locked.
R
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56. All personnel in charge of cargo operations are aware that in the case of failure of the Inert Gas Plant, discharge operations should cease, and the terminal be advised.
Questions 51 to 56 re Inert Gas System – Not Applicable
If the ship is fitted with a crude oil washing (COW) system, and intends to COW, the following statements should be addressed. Crude Oil Washing
Ship
FSRU
Code
Remarks
57. The Pre-Arrival COW checklist, as contained in the approved COW manual, has been satisfactorily completed. 58. The COW check lists for use before, during and after COW, as contained in the approved COW manual, are available and being used.
R
Questions 57 & 58 re Crude Oil Washing – Not Applicable
If the ship is planning to tank clean alongside, the following statements should be addressed.
Tank Cleaning 59. Tank cleaning operations are planned during the ship’s stay alongside the shore installation.
Ship
FSRU
Yes/No*
A) *
Yes/No
Yes/No*
Yes/No*
60. If ‘yes’ the procedures and approvals for tank cleaning have been agreed. 61. Permission has been granted for gas freeing operations.
Questions 59 to 61 re Tank Cleaning – Not Applicable
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PART ‘C’ – BULK LIQUID CHEMICALS - VERBAL VERIFICATION Bulk Liquid Chemicals 1.
Material Safety Data Sheets are available giving the necessary data for the safe handling of the cargo.
2.
A manufacturer’s inhibition certificate, where applicable, has been provided.
3.
Sufficient protective clothing and equipment (including self-contained breathing apparatus) is ready for immediate use and is suitable for the product being handled.
4.
Counter measures against accidental personal contact with the cargo have been agreed.
5.
The cargo handling rate is compatible with the automatic shut down system, if in use.
6.
Cargo system gauges and alarms are correctly set and in good order.
7.
Portable vapour detection instruments are readily available for the products being handled.
8.
Information on fire-fighting media and procedures has been exchanged.
9.
Transfer hoses are of suitable material, resistant to the action of the products being handled.
Ship
FSRU
Code
P
A B.
C.
10. Cargo handling is being performed with the permanent installed pipeline system. 11. Where appropriate, procedures have been agreed for receiving nitrogen supplied from ashore, either for inerting or purging ship’s tanks, or for line clearing into the ship.
Part ‘C’ – Bulk Liquid Chemicals Questions 1 to 11 – Not Applicable
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PART ‘D’ – BULK LIQUEFIED GASES – Verbal Verification Bulk Liquefied Gases 1.
LNG CARRIER
FSRU
Code
Are Material Safety Data Sheets available giving the necessary data for the safe handling of the cargo
2.
Has a manufacturer’s inhibition certificate, where applicable been provided?
3.
Is the water spray system ready for use?
4.
Is sufficient suitable protective equipment (including self-contained breathing apparatus) and protective clothing ready for immediate use?
5.
Are hold and inter-barrier spaces properly inerted or filled with dry air as required?
6.
Are all remote control valves in working order?
7.
Are the required cargo pumps and compressors in good order, and maximum working pressures been agreed between LNG CARRIER and FSRU?
8.
Is re-liquefaction or boil-off control equipment in good order?
9.
Is gas detection equipment properly set for the cargo, calibrated, been tested and inspected and in good order?
Remarks
LNG unloading only. See ICS MSDS
N/A
N/A
P
LNG only
A
10. Are cargo system gauges and alarms correctly set and in good order? 11. Have emergency shutdown systems been tested and are working properly? 12. Have LNG Carrier and FSRU informed each other of the closing rate of ESD valves, automatic valves or similar devices? 13. Has information been exchanged between LNG Carrier and FSRU on the maximum/minimum temperatures/pressures of the cargo to be handled? 14. Are cargo tanks protected against inadvertent overfilling at all times while any cargo operations are in progress? 15. Is the compressor room properly ventilated; the electrical motor room properly pressurised and is the alarm system working?
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16. Are cargo tank relief valves set correctly and actual relief valve settings clearly and visibly displayed? Tank No 1…………………………. Tank No 2………………………… Tank No 3………………………… Tank No 4………………………… Tank No 5………………………… Tank No 6…………………………. Tank No 7………………………… Tank No 8………………………… Tank No 9………………………… Tank No 10…………………………
DECLARATION: We the undersigned have checked, where appropriate jointly, the items on this check list and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items marked with the letter ‘R’ in the column 'Code' should be re-checked at intervals not exceeding 4 hours. If to our knowledge the status of any of any item changes, we will immediately inform the other party For LNG CARRIER
For FSRU
Name:
Name:
Rank:
Position:
Signature:
Signature:
Date:
Date:
Updated: Date/Time/Signature
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APPENDIX H - SAFETY LETTER
The Safety Letter is on the next page for ease of printing.
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Dubai LNG Terminal Jebel Ali Port United Arab Emirates
FSRU LNG Golar Freeze
The Master, S.S. Dear Sir, Responsibility for the safe conduct of operations whilst your ship is at this terminal rests jointly with you, as master of the ship, and with the responsible terminal representative. We wish, therefore, before operations start, to seek your full co-operation and understanding on the safety requirements set out in the Ship/FSRU Safety Check List which are based on safe practices widely accepted by the oil and the tanker industries. We expect you, and all under your command, to adhere strictly to these requirements throughout your stay alongside this terminal and we, for our part, will ensure that our personnel do likewise, and co-operate fully with you in the mutual interest of safe and efficient operations. Before the start of operations, and from time to time thereafter, for our mutual safety, a member of the terminal staff, where appropriate together with a responsible officer, will make a routine inspection of your ship to ensure that the questions on the Ship/Shore Safety Check List can be answered in the affirmative. Where corrective action is needed we will not agree to operations commencing or, should they have been started, we will require them to be stopped. Similarly, if you consider safety is endangered by any action on the part of our staff or by any equipment under our control you should demand immediate cessation of operations. Please acknowledge receipt of this letter by countersigning and returning the attached copy.
Signed: FSRU (Terminal) Representative Date: FSRU (Terminal) Representative on duty is: Name: Position: Phone No: UHF Channel: VHF Channel: Marine duty is: Jebel Ali Port Traffic Control: VHF 17 Signed: LNG Carrier Master Date:
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APPENDIX I – CARGO HANDLING AGREEMENT
Cargo Handling Agreement is on the next page for ease of printing.
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Dubai LNG Terminal Jebel Ali Port United Arab Emirates
FSRU
Golar Freeze
FSRU LNG Golar Freeze
Date:
LNG Carrier. Terminal
Dubai LNG Terminal – Jebel Ali
The Chief Officer on the FSRU will be in charge of the cargo operations, and will give the LNG Carrier instructions in regards to the LNG cargo operation procedures. The Pre Cargo Transfer and Safety Meetings will be held onboard the LNG Carrier
LNG Quantities FSRU
ROB of LNG before loading
m3
FSRU
Amount of LNG to be loaded
m3
LNG Carrier
Amount of LNG to be discharged
m3
LNG Carrier
Requested LNG Heel
m3
Agreed quantity of LNG cargo to be transferred.
m3
Cargo Transfer
Maximum LNG cargo transfer rate in m3/hr and maximum line pressure. FSRU
m3/hr
Bar g
LNG Carrier
m3/hr
Bar g
Terminal
m3/hr
Bar g
Agreed LNG cargo transfer rate
m3/hr
Estimated time for completion of cargo transfer
Hours
Agreed LNG cargo starting rate
m3/hr
The FSRU will instruct the LNG Carrier when to start cargo transfer
Agreed cargo topping off rate The FSRU will inform the LNG Carrier
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minutes before stop LNG cargo transfer completely.
The Ramp Up and Ramp down procedures to be attached to the Cargo Handling Agreement.
Boil Off vapour will be sent from the FSRU to the LNG Carrier FSRU
Agreed Tank Pressure
Mb g
LNG Carrier
Agreed Tank Pressure
Mb g
LNG Liquid Header Cargo lines temperature and confirmed ready for cargo transfer FSRU
Deg C
LNG Carrier
Deg C
Cargo arms temperature prior to cargo transfer is at ambient temperature. LNG Carrier to cool down liquid cargo arms to -145DegC prior to commencement of Cargo Transfer FSRU Liquid Cargo Arms Cool Down Rate
Deg C/hr
LNG Carrier LNG supply rate
m3/hr
CNG Production FSRU’s CNG expected production rate – average - during loading
m3/hr
Declaration We the undersigned have understood and agreed to the Cargo Handling Agreement. FSRU Golar Freeze LNG Carrier DUSUP (Person in charge) (Person in Charge) (Person in Charge) Name:
Name:
Name:
Rank:
Rank:
Position:
Signature:
Signature:
Signature:
Time:
Time:
Time:
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APPENDIX J – FSRU ESD CONNECTION Click Here
Diagram is also printed on the following page
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APPENDIX K - DOCUMENTATION CHECKLIST
Dubai LNG Terminal Jebel Ali Port United Arab Emirates
FSRU LNG Golar Freeze
Documentation – Checklist The parties outlined below hereby acknowledge the receipt of the following documents during the unloading of LNG at Dubai LNG Terminal. LNGC Vessel’s Name
Loadport Document flow
Original and/ or Copies of Loadport Documents
DUSUP
FSRU Golar Freeze
Recipients of Loadport Documents Originals and / or Copies
Recipients of Loadport Document Copies ONLY (if requested)
Original
Copy
Original
Copy
No. on Board
No. on Board
No. Received
No. Received
Original
Copy No. Received
Bill of Lading
---x---
Cargo Manifest
---x---
Certificate of Origin
---x---
Other loadport documents
---x---
(please list here)
Dubai LNG Terminal Document flow
LNGC Confirms they have signed the following Original Disport Documents and received Copies for their records
DUSUP Confirms Receipt of the following Signed Disport Documents Originals and copies (if applicable)
Golar Confirms Receipt of the following Signed Disport Documents Originals and copies
Conditions of Use
----x----
Safety Letter
----x----
Cargo Handling Agreement
----x----
Signed NOR / NOA
----x----
Opening and Closing CTMS
----x----
----x----
Certificate of Quality
----x----
----x----
Other disport documents exchanged (please list here)
LNGC – Date: Signed : Printed Name
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FSRU Golar Freeze –Date: Signed : Printed Name
