TERMINAL REGULATIONS - Pakistan State Oilpsopk.com/suppliers/pdf/Engro-Elengy-Terminal-Regulation-Booklet... · Terminal Regulations for Vessels & Receipt Rev: ... for LNG Carriers

2015

ENGRO ELENGY TERMINAL LTD

Port Muhammad Bin Qasim

3/1/2015

TERMINAL REGULATIONS

Terminal Regulations for Vessels & Receipt

Rev: 3 May 27th, 2015 Page 1 of 104

ENGRO ELENGY TERMINAL LTD.

TERMINAL INFORMATION

and

REGULATIONS

For FSRU and LNGC

ENGRO ELENGY TERMINAL - HEAD OFFICE: 16th Floor, Harbour Front Building, HC-3, Marine Drive, Block 4, Clifton, Karachi 75600, Pakistan. Tel: +92 (21) 3529 3901 Fax: +92 (21) 3529 3906

EXCELERATE ENERGY - HEAD OFFICE: 1450 Lake Robbins Drive, Suite 200, The Woodlands, Texas, 77380, United States of America. Telephone: + 1 (832) 813-7100. Fax: +1 (832) 813-7103



PREFACE

This booklet contains the regulations and general information for the Engro Elengy Terminal located at

Port Qasim Karachi in Pakistan. This booklet is not intended to contradict, modify or supersede wholly

or partially any hydrographic or other official publication, nor should it be used without reference to such

publications such as Port Acts, Port Qasim Regulations 1981, Standard Operating Procedures for LNG

Carriers.where appropriate. In addition to these Terminal Regulations all applicable governmental

regulations shall be adhered to.

The following publications, inter alia, shall be used in conjunction with these Regulations1:

The International Safety Guide for Oil Tankers and Terminals (ISGOTT), 5th Edition, 2006, ICS /

OCIMF / IAPH

Tanker Safety Guide (Liquefied Gas), 2nd Edition, 1995, ICS

Liquefird Gas Handling Principals on Ships and in Terminals, 3rd Edition, 1999, SIGTTO

LNG Operations in Port Areas, 1st Edition, 2003, SIGTTO

Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases, 1st Edition, 2013, ICS

/ OCIMF / SIGTTO

Port Qasim Regulations 1981

All the Codes and Recommendations as per the Pakistan LNG Policy

Port Qasim Standard Operating Procedures for LNG Carriers

The information contained herein is believed to be correct at time of issue.

THE INFORMATION CONTAINED IN THIS DOCUMENT IS NOT INTENDED FOR

USE IN NAVIGATION & TERMINAL HAS NO LIABILITY.

1 ISO 17177: 2014, Guidelines for Marine Interfaces of Hybrid LNG Terminals, to be incorporated pending publication.



RECORD OF CHANGE

CHAPTER NO.

PAGE NO. SUBJECT DATE INITIALS



TABLE OF CONTENTS 1. GENERAL INFORMATION ............................................................................................................. 7

1.1. INTRODUCTION ..................................................................................................................... 7

1.2. LOCATION and GENERAL INFORMATION .......................................................................... 7

1.3. PORT LAYOUT and BATHYMETRY ...................................................................................... 8

1.4. DETAILS OF THE TERMINAL AND BERTH ........................................................................ 11

1.5. MET-OCEAN AND CLIMATE INFORMATION ..................................................................... 13

1.6. BERTHING LIMITATIONS .................................................................................................... 16

1.7. SHIP ASSIST TUG BOATS .................................................................................................. 16

2. SAFE MOORING AND WORKING GUIDE ................................................................................... 18

2.1. EETL BERTH LAYOUT OVERVIEW .................................................................................... 20

2.2. SECURITY ............................................................................................................................ 21

2.3. ENGINE IMMOBILIZATION .................................................................................................. 21

2.4. ANCHORS ............................................................................................................................ 21

2.5. ANCHORAGE LOCATION .................................................................................................... 21

2.6. EMERGENCY TOWING WIRES .......................................................................................... 21

2.7. NUMBER OF CREW ............................................................................................................. 22

2.8. CONTROLLED ACCESS TO THE TERMINAL AND FSRU ................................................. 22

3. VESSEL COMPATABILITY ........................................................................................................... 24

4. SHIP TO SHIP (STS) OPERATIONS ............................................................................................ 25

4.1. PRE TRANSFER OPERATIONS .......................................................................................... 25

4.2. CARGO TRANSFER OPERATIONS .................................................................................... 39

4.3. POST CARGO TRANSFER OPERATIONS ......................................................................... 42

5. HAZARD SITUATIONS & EMERGENCY RESPONSE ................................................................. 43

5.1. FIRE AND SAFETY PRECAUTIONS ................................................................................... 43

5.2. VENTING GAS TO ATMOSPHERE ..................................................................................... 44

5.3. THUNDERSTORMS/ELECTRICAL STORMS - SUSPENSION OF OPERATIONS ............ 44

5.4. PERSONNEL EMERGENCY ESCAPE ................................................................................ 44



5.5. HIGH PRESSURE (HP) GAS FIRE ...................................................................................... 45

5.6. NATURAL GAS FIRE ............................................................................................................ 45

5.7. LNG SPILL / GNG RELEASE ............................................................................................... 47

5.8. CRYOGENIC BURNS – COLD LIQUID CONTACT ............................................................. 47

5.9. THREAT TO SURROUNDING AREA / EVAUATION ROUTES ........................................... 48

6. ENVIRONMENTAL PROTECTION ............................................................................................... 49

6.1. PROHIBITION OF POLLUTION ........................................................................................... 49

6.2. BALLASTING / DE BALLASTING ......................................................................................... 49

6.3. TANK CLEANING/GAS FREEING........................................................................................ 49

6.4. PRODUCT SPILLAGE AND LEAKAGE ............................................................................... 49

7. BUNKERING, STORING, VICTUALLING OF VESSELS .............................................................. 50

7.1. BUNKERING AND STORING ............................................................................................... 50

7.2. SUPPLY VESSEL’S ALONGSIDE ........................................................................................ 50

8. COMMUNICATIONS ..................................................................................................................... 51

9. SAFETY CHECK LIST ................................................................................................................... 51

10. SECURITY CHECK LIST .......................................................................................................... 51

10.1. BATHING / SWIMMING ........................................................................................................ 51

11. ANNEX AAA – NAVIGATION CHART FOR PORT QASIM ..................................................... 52

12. ANNEX BBB – SHIP ASSIST TUG BOATS ............................................................................. 53

13. ANNEX CCC – FSRU – GENERAL ARRANGEMENT ............................................................. 56

14. ANNEX DDD – LNGC – GENERAL ARRANGEMENT ............................................................ 58

15. ANNEX EEE - OPTIMOOR MOORING ANALYSIS ................................................................. 60

16. ANNEX FFF – FSRU MOORING ARRANGEMENT................................................................. 87

17. ANNEX GGG – CARGO HOSE CERTIFICATES ..................................................................... 88

18. ANNEX HHH - FIRE NOTICE ................................................................................................... 89

19. ANNEX JJJ - SAFETY REQUIREMENTS – MASTERS ACKNOWLEDGEMENT ................... 91

20. ANNEX KKK - RECEIPT OF TERMINAL REGULATION FOR VESSELS ............................... 92



21. ANNEX LLL - SHIP / SHORE SAFETY CHECK LIST .............................................................. 93

22. ANNEX MMM - RECEIPT OF WALKIE TALKIE ..................................................................... 102

23. ANNEX NNN – TERMINAL PASSES ..................................................................................... 103

24. ANNEX OOO – OPERATIONS AND EMERGENCY ARRANGEMENT................................. 104



1. GENERAL INFORMATION

1.1. INTRODUCTION

The following information and terminal regulations shall apply to any or all parts of “Engro Elengy

Terminal” at Port Qasim operational area owned by Port Qasim Authority (PQA) and operated by Engro

Elengy Terminal Limited (EETL) and to all vessels moored alongside or using the EETL facility..

In addition to this, the applicable Pakistani Law, in particular the regulations for ports in the land of

Pakistan - General Port Regulations in their valid versions as well as the sea Traffic Regulations which

shall have been notified to the users are to be observed.

They are in addition to and not in abrogation of or substitution for the provisions of and wherever or

whenever any regulations in these Terminal Regulations are or become in conflict with the Port Qasim

Regulations published under Gazette of Pakistan dated 17th October, 1981 and/or Standard Operating

Procedures for LNG Carriers (Issued by Port Qasim Authority) as well, the requirements of the Port

Qasim Regulations and the Standard Operating Procedures for LNG Carriers shall prevail:

Bylaws made by the Port Qasim Authority of Pakistan.

Requirements of customs and excise.

The Merchant Shipping Act and Orders and Regulations made there under.

Any other general legislation affecting the Terminal or vessel using the same.

Notices to Mariners issued from time to time

Standard Operating Procedures (SOPs) for LNG Carriers

Gas vessels, shall comply with the recommendations of IMO and have a valid fitness certificate relating

to:

Resolution A.328 (ix) code for the construction and equipment of ships carrying liquefied gas in

bulk.

Resolution A.329 (ix) recommendations concerning ships not covered by the code for the

construction and equipment of ships carrying liquefied gases in bulk.

Code for existing ships carrying liquefied gases in bulk.

1.2. LOCATION and GENERAL INFORMATION

The Port Muhammad Bin Qasim (Urdu: اس ق ند محم اگ ردنب Bandar-gāh Muhammad bin Qāsim), also

known as Port Qasim, is a deep-water seaport at Karachi, Sindh, Pakistan, on the coastline of the

Arabian Sea. It is Pakistan's second busiest port, handling about 40% of the nation's cargo (19million

tons per annum). Port Qasim and Karachi Port, the busiest port of country, together handle more than

90% of all external trade of Pakistan.

The total area of the port comprises 3,520 acres (14.2 km²) with an adjacent 13,000 acres (52 km²)

industrial estate wherein many industrial zones operate. In addition to the Pakistan Steel Mills (PSM)

and KESC Bin Qasim Power Plant, around 80% of the Pakistan's automotive industry is located at Port

Qasim. The port also provides direct waterfront access to two major nearby industrial areas, Export

Processing Zone (Landhi) and Korangi Industrial Area. Approximately 60% of country's export and



import is originated from these areas. Port Qasim is managed by Port Qasim Authority, a semi-

autonomous government body.

In the 1970s, as a part of Pakistani Prime Minister Zulfiqar Ali Bhutto's program for economic reforms

and establishment of heavy industries, the country’s first steel mill (Pakistan Steel Mills) was established

near the southern city of Karachi. A purpose-built specialised port facility was also decided to be

established for bulk handling of the massive imports of raw materials for steel production. In addition to

the future economic demands and strategic needs, this port was also meant to relieve congestion at

Karachi Port, the only established seaport of the country. Port Qasim was named as Port Muhammad

bin Qasim (also known as Port Qasim), after the Muslim General Muhammad bin Qasim who conquered

Daybul and the coastal areas of Sindh around 712 CE.

Port Qasim is located, adjacent to the Bin Qasim town, in the southern part of Malir district, Karachi

division, in Sindh. It is located in an old channel of the Indus River at a distance of 22 miles (35 km)

east of Karachi city center. The geographic position of the Port Qasim places it in close proximity to

major shipping routes. The approach to the port is along a 24 nm (45 km) long Navigation Channel

which provides safe navigation for vessels up to approximately 100,000 tonnes deadweight (DWT).

Location of the Port Qasim makes it very well connected to the transportation infrastructure of the

country. It is at distance of only 9 miles (15 km) from the national highway, providing direct access to

the hinterland through road. A further 8.5 miles (14 km) of railway track inside the terminal links it to the

national railway network through railway tracks. Jinnah International Airport is also very near, at a

distance of 13.5 miles (22 km).

Port Qasim is located on the northwest edge of the Indus Delta system. The system is characterised by

long and narrow creeks, mud flats and the Indus River Delta-Arabian Sea mangroves, one of the largest

mangrove forest ecosystems found in an arid climate. In 1972, eight species of mangrove trees were

recorded from Pakistan however, only four continue to thrive. Several species of reptiles, birds, and

terrestrial mammals inhabit the project area, wherever suitable habitats are found. These are constantly

under threat due to increased shipping and industrial activities in the area.

Engro Elengy Terminal, the first LNG receiving facility in Pakistan, is located inside Gharo Creek in Port

Qasim. The coordinates of the facility are Latitude 24° 46.3’ N and Longituge 067° 18.7’ E.

Refer to ANNEX AAA for navigation chart PAK 20

1.3. PORT LAYOUT

The port area stretches from the start of the navigation channel, which leads from the open sea to the

port terminals. The channel has two main sections: the outer channel and the inner channel. The EETL

facility and the Port Qasim terminals are at the end of the inner channel.

The seaward end of the outer channel is defined by a fairway lighted buoy, which marks the channel

entrance, and stretches to Phitti Creek, which is the entrance to the inner navigation channel. The outer

channel leads from the entrance through shallow flats or bar. This section of the outer channel is known

as the Ahsan Channel.



The inner channel is a continuation of the outer channel via Phitti Creek and Kadiro Creek. The channel

runs 13 nm to a turning basin off the iron ore and coal berth which is located immediately to the west of

the EETL facility.

Ahsan Channel

This waterway comprises the entire outer channel from the fairway lighted buoy to buoy-pair B1-B2 at

the entrance to Phitti Creek. According to British Admiralty Chart 59 (published 2013) this stretch has a

depth of 15.3 m. In this stretch, a depth of 15.3 meters is dredged by the Port Qasim Authority.

The minimum width of the Ahsan Channel is 200 m from buoy-pair NO1-NO2 to buoy- pair NO7-NO8

and from buoy-pair NO12A-NO13 to buoy-pair B1-B2. The Ahsan Channel bend is located between

buoys NO7-NO8 and NO12-NO13, where the channel width increases to 565 m.

Phitti Creek

This waterway comprises the beginning of the inner channel, from the beginning of Phitti Creek (buoy-

pair B1-B2) to the start of Kadiro Creek near Hasan Point (buoy-pair K4-K5). According to British

Admiralty Chart 59 (2013) this stretch has a dredged depth of 14.0 m.

The minimum width of the Phitti Creek channel is 200 m from buoy-pair B1-B2 to buoy-pair B11-B12.

From here onwards the width of the channel increases to between 280 m and 312 m, except in the

vicinity of buoy P11 where it narrows to 225 m.

Figure 1. Phitti Creek Channel with area prone to silting during monsoonsindicated in red


Rev: 3 May 27th, 2015 Page 10 of 104

Kadiro Creek

This waterway comprises the last part of the inner channel, from the start of Kadiro Creek (marked by

buoy-pair K4-K5) to the Port Qasim terminal area. According to British Admiralty Chart 59 (2013) the

depth is 14.0 m.

The minimum width of the channel is 200 m on the Kadiro Bend, from buoy- pair K4-K5 to buoy-pair

G2-G3. From here onwards the channel widens to provide access to the turning basin and then narrows

to the channel opposite the EETL terminal with a width of 250 m. At the end of this channel the basin

for container carriers is located, with a dredged depth of 15.0 m. The container terminal basin may be

considered an alternative turning basin for future use.

Figure 2. Kadiro Creek bend (January 2015)

Figure 3. Port Qasim terminals (January 2015)


Rev: 3 May 27th, 2015 Page 11 of 104

1.4. DETAILS OF THE TERMINAL AND BERTH

The Engro Elengy Terminal is an unconventional LNG receiving and regasification facility which

consists of a steel piled and concrete capped jetty which encompasses berthing and mooring facilities

for a 151,000 m3 Floating Storage and Regasification Unit (FSRU) utilized for the import of Re-gassfied

Liquid Natural Gas (RLNG). The terminal jetty fendering and mooring arrangements are designed to

moor the FSRU by using the vessels existing mooring system fitted with conventional mooring wires

with tails in accordance with OCIMF guidelines. The design of the berth permits two (2) vessels to be

moored in a double-banked configuration while conducting LNG STS transfer operations with the

outboard LNGC discharging into the FSRU and the FSRU conducting regasification of LNG and

delivering high pressure natural gas into a purpose built high pressure gas marine unloading arm. It is

expected the facility will receive two LNG vessels per month eventually increasing to four per month.

Figure 4. Skyview rendering of the EETL facility at Port Qasim.


Rev: 3 May 27th, 2015 Page 12 of 104

Figure 5. General arrangement of the EETL facility berth.


Rev: 3 May 27th, 2015 Page 13 of 104

1.5. MET-OCEAN AND CLIMATE INFORMATION

Port Qasim offers an arid but temperate climate with predominant features of the seasonal monsoon

winds and fairly limited range of air temperature. Heavy storms of severe intensity are rare but strong

gusts of winds can take place abruptly due to diurnal changes in cloud cover in the region.

Wind

There are three clearly-identified scenarios: the southwest monsoon (summer or wet), the northeast

monsoon (winter or dry) and the period between monsoons.

In the summer months of April to September, due to low atmospheric pressure related to extra-tropical

low pressure centers to the north of Pakistan, the southwest monsoon prevails with wind forces ranging

between 7 knots (3.8 m/s) and 28 knots (14.1 m/s), with a mean wind speed of 20 knots (10.0 m/s) and

maximum gusts to 35 knots (17.5 m/s) with the wind direction predominantly from the west and

southwest. These winds, laden with moisture from the Indian Ocean, come across Pakistan with some

incidence of rain fall, thus the ‘Wet Monsoon’.

In the winter months of November to March, the Pakistan land mass cools and develops high pressure

centers to the north. Combined with the extra-tropical low pressure center shifting to the south and west

of Pakistan, the ‘Dry Monsoon’ creates the less intensive northeast monsoon with prevailing winds from

the north and northeast. Westerly winds also appear in this monsson depending upon local anomalies.

The winter monsoon comes with mean wind speeds of 15-20 knots (7.5 – 10.0 m/s) with maximum

gusts to of 25 knots (12.5 m/s).

The non-monsoon seasons are transitional meteorological periods between the summer and winter

monsoons with mainly variable local winds of variable strength and follow typical semi-diurnal sea

breeze / land breeze patterns.

Waves

The prevailing wind-driven sea waves in the area are seasonal and mainly from the southwest. Swell

during the southwest monsoon reaches the fairway lighted buoy with a height of 3 m to 4 m. This outer

wave height is reduced at the outer channel due to the shallow waters effects. In the inner channel

waves are mainly generated by local wind effects because the outer swell breaks at the bar of the Ahsan

Channel. The wave height depends on the tidal level and it increases during spring tides.

Between December and May westerly sea waves are also frequent, mainly associated to W winds in

the winter monsoon and non monsoon seasons. Westerly significant waves heights are lower than

South-westerly waves, with maximum values around 2.5 m.

The meteorological scenarios will consider waves from SW and W direction with significant waves

heights below 3.0 m for SW waves and 2.0 m for W waves.

Coastal Currents

Coastal ocean currents tend to be variable but the set of the currents tend to be parallel to the coast.

The coastal currents have a seasonal variation that is related to the prevailing monsoons In February

to September the current sets toward the southeast with the strongest set occurring from June to


Rev: 3 May 27th, 2015 Page 14 of 104

August. The currents in October tend to be weaker and variable, while increasing in strength from

November through January when the set is usually toward the northwest.

Velocity of the coastal current is usually less than 1.0 knot (0.5 m/s) however from June through August

and in December, the velocity can reach 2.0 knots (1.0 m/s).

Tides and Tidal Stream Current

Tidal stream currents at the mouth of the Indus Delta are strong and can attain during the ebb at Phitti

Creek of 3.0 knots (1.5 m/s). The tidal current crossing the entrance bar is reported to reach 5.0 knots

(2.5 m/s) on the ebb and 3.0 knots (1.5 m/s) during the flood depending on the monsoon.

Tides and tidal stream currents at Port Qasim are mixed semi-diurnal with a diurnal component. The

average tidal period is approximately 12.4 hours.

Lunar tidal type affects the intensity of tidal stream currents since, for a given tidal range, the velocity

of water movements will be greater in semi-diurnal regimes than for mixed or diurnal types because a

shorter interval between high and low tides occur.

Based on the available data for the water level in the Port Qasim area the maximum tidal range at

highest astronomical tide (HAT) is about 4.0 m, with a mean tide of approximately 2.0 m - 2.5 m.

Tidal stream current is synchronized with the level of the lunar tide, whereas the maximum currents

occur at mean tide levels and minimum current when the water level is either maximum or minimum at

the stand of the tide.

In general, crossing the bar at the entrance to Ahsan Channel near the fairway lighted buoy the flood

current is 0.5 knots (< 0.25 m/s) and the ebb current is 1.0 knots (0.5 m/s). Near Ahsan Channel buoys

7, 8 and 9 and daymark beacon 8A, the currents transverse the channel with the ebb current flows in

an east to west direction at a maximum of 2.0 knots (1 m/s) and the flood current flows west to east at

a maximum of 1.5 knots (< 1 m/s).

The ebb current reaches its maximum strength of 5 knots (2.5 m/s) in the south part of Phitti Creek

between the inner and outer channels whereas the flood current is 3 knots (1.5 m/s). The influence of

Chhan Waddo Creek may be felt in this area.

In the inner channel, the tidal currents follow the direction of the respective navigation channels but

have a slight transverse component on the bends when passing the side creek influences of Korangi

Creek and Chara Creek. The ebb current at 3.5 knots (< 2.0 m/s) is slightly stronger than the flood

current at 3.0 knots (1.5 m/s).

The following table shows the maximum current for the maximum tide (100% spring tide) at each of the

defined areas.

Location Buoyage Max Flood Max Ebb

Ahsan Channel No. 1 to No. 8 0.5 kt 1.0 kt

Ahsan Channel Bend No. 7 to No. 13 1.5 kt 2.0 kt

Phitti Creek Entrance No. B-1 to No. B-13 3.0 kt 5.0 kt

Phitti Creek No. B-5 to No. B-15 2.7 kt 3.0 kt


Rev: 3 May 27th, 2015 Page 15 of 104

Kadiro Creek No. K-1 to No. K-16 2.7 kt 3.0 kt

PQ Turning Basin No. G-1 to No. T-3 2.7 kt 3.0 kt

The following table shows the typical lunar tidal variance in level referenced to chart datum for the entire

Port Qasim area.

Tidal Variation

HAT +4.01 m

MHHW +3.40 m

MLHW +2.70 m

MHLW +1.40 m

MLLW +1.00 m

LAT -0.60 m

Additional information may be found at http://www.pqa.gov.pk/weather_tide_info.php or http://www.tide-

forecast.com/locations/Port-Muhammad-Bin-Qasin-Pakistan/metars/latest.

http://www.pqa.gov.pk/weather_tide_info.php

http://www.tide-forecast.com/locations/Port-Muhammad-Bin-Qasin-Pakistan/metars/latest

http://www.tide-forecast.com/locations/Port-Muhammad-Bin-Qasin-Pakistan/metars/latest


Rev: 3 May 27th, 2015 Page 16 of 104

1.6. BERTHING LIMITATIONS ALONGSIDE FSRU

Engro Elengy Berth : Max. DWT approximately 130,000 Tons

Length of berth : 375 m.

Max. Length of ship to berth : 315 m.

Dredged Depth : 14.0 m. above chart datum

Under Keel Clearence : 1.2 M

Salinity : 1.022 – 1.025

Platform : Concrete cap on pilings with fixed fendering

Mooring : 4 mooring dolphins and 2 breast dolphins

4 breasting fender panels

Symetrical to line-up of vapor manifold of FSRU

Cargo : Liquid Natural Gas (LNG) delivered as a cryogenic

liquid and discharged as a high pressure gas

Sustained Wind

(Knots)

Any Direction

ACTION

> 25

Vessel staff on heightened alert; increased monitoring of weather conditions; increased

monitoring of mooring lines to ensure safety and security of the vessel (s) mooring at

all times.

Ensure additional deck watch personnel are available to tend mooring lines.

Master to arrange for standby tug to come alongside.

Master to consult with terminal regarding possibility of suspending operations,

disconnecting and depart berth if conditions persist.

If departure from berth, vessels ensure that safe cargo tank liquid levels maintained.

Internal transfers completed to ensure liquid levels are within acceptable sloshing limit.

> 35

Actions as above.

In addition:

Master to arrange for additional harbour tug assistance.

In event no tug assistance readily available, suspend cargo transfer operations; cargo

hoses to be maintained cold.

Request Pilot to board in order to depart berth if conditions persist.

> 45

Actions as above.

In addition:

Suspend all cargo operations and disconnect cargo hoses.

Additional tug assistance deployed alongside.

Pilot to be on-board.

Departure from berth not a consideration at this wind speed.

1.7. SHIP ASSIST TUG BOATS

Ship assist tug boat services have to be arranged through respective ship agencies request to PQA.

Specific details of the tugs assigned to service the LNGC and FSRU calling at Port Qasim and the EETL

facility can be found in ANNEX BBB.


Rev: 3 May 27th, 2015 Page 17 of 104

In general, the capability, size and number of the ship assist tugs necessary to service the EETL facility

has been defined by technical studies conducted by SiPort XXI of Madrid, Spain, on behalf of PQA

consistent with best indusrty practice for LNGCs expecting to call at the EETL facility.. The technical

studies included the following basis of assumptions:

FSRU sizes to 173,000 m3 semi-permanently moored to the EETL berth

LNGC sizes to 217,000 m3 making periodic LNG delivery to the EETL facility

PQA maintained navigation channel depths to 13.0 meters below chart datum as per Port Qasim

Chart Datum of Indian Low Water Spring

Tidal range of 4.6 meters (HAT – LAT) with usual range of 2.4 meters above chart datum

Tidal stream (current) velocities up to 5 knots (2.5 m/s) at the Ahsan Channel Bar Cut

Seasonal wind patterns (monsoonal and extra-tropical systems)

Existing Marine Pilot practices at Port Qasim

Commercial traffic patterns calling at Port Qasim

Port facility and ship security concerns

Emergency response

For each vessel calling at Port Qasim, the PQA establishes the minimum level of vessel services,

including the number of Marine Pilots, ship assist tugs (size and capabilty), along with the deployment

of escort and security vessels, mooring line handling vessels and standby tugs in the Port Tariff. Ship

owners and operators may increase the level of vessel services, based upon their respective Safety

Management System requirements. Specific arrangements should be made through respective ship

agents.


Rev: 3 May 27th, 2015 Page 18 of 104

2. SAFE MOORING AND WORKING GUIDE

EETL is not responsible for ship assist escort, towage and berthing operations of the vessels calling at

the EETL faciltiy. It is compulsory that the services of a qualified Marine Pilot who is authorized by PQA

will be used each time the vessel has to be moved in Port Qasim and at the EETLfacility.

The following best pracitices / guidelines, based upon OCIMF and SIGTTO guidelines, shall be followed

for the duration of all vessel calls at the EETL facility:

The Master is responsible for ensuring that mooring lines are in good condition and that winches

and securing devices are properly maintained in safe & efficient operational order. Mooring shall be

completed as per recommmendations of the STS compatability study in compliance with the

technical studies upon which the EETL berth was designed.

Any known defect in the vessel’s mooring system including limitation of mooring winch brakes

should be reported to the Terminal Manager by the Master in order that, if necessary, additional

precautions may be agreed upon. Any additional measures, if required for mitigating defects should

be agreed upon between the Master of the LNGC, the Master of the FSRU and the Terminal

Manager.

The Master shall ensure that the vessel mooring lines are fastened only to the proper mooring

fixtures provided for this purpose and in accordance with the pre-agreed mooring arrangement.

Under no circumstances should a mixture of wires and synthetic lines (mixed moorings) in the same

direction of service and to the same mooring point be acceptable.

The vessel must provide full power to all mooring winches throughout the period alongside the

EETL facility.

When mooring, the LNGC shall be prepared to send mooring lines to the EETL jetty and the FSRU

when the LNGC is parallel with the FRSU about 50 meters off.Mooring boats shall be used to run

the head and stern lines of the LNGC to the shore mooring dolphins (MD-1 and MD-4) quick release

hooks (QRH).

Final transverse approach / berthing speed of the LNGC should not be more than 8 cms/sec.

The Master should endeavor to ensure compliance with the mooring layout.

Once moored and All Fast, the vessel’s winches must be secured with the winch brakes set to the

design holding power of the morring winch system. Automatic tension winch settings shall not be

used.

During the period alongside, a strict watch shall be maintained of the vessel’s mooring at all states

of tide to ensure that all lines are properly tensioned to prevent undue movement of the vessel.

The mooring lines shall be adjusted under the supervision of a responsible ship’s officer.

In order to avoid damage to cargo transfer hoses and the HP gas arm, the vessels shall be kept

close alongside at all times.

The Responsible Terminal representative shall direct cargo transfer operations to be suspended

and / or tugs summoned in case of:

Vessel’s movement endanger loading arms / hoses

Absence of adequate deck watch personnel.

Under normal operating conditions, berthing / unberthing is permitted during daylight hours only.

PQA may provide up to three Marine Pilots for all LNGC movements.


Rev: 3 May 27th, 2015 Page 19 of 104

ALL DELAYS / CHARGES caused by the ship’s failure to observe PQA Port rules and general

legislation affecting the terminal, FSRU or LNGC shall be for the ship’s account.


Rev: 3 May 27th, 2015 Page 20 of 104

2.1. EETL BERTH LAYOUT OVERVIEW

Figure6. Berth Arrangement at EETL Facility.


Rev: 3 May 27th, 2015 Page 21 of 104

2.2. SECURITY

Unauthorized vessels are prohibited from entering the terminal basin with enforcement and interdiction

to be provided by PQA security forces.

2.3. ENGINE IMMOBILIZATION

The main engine shall be kept ready for immediate use. Urgent repairs may only be undertaken with

written form approval from the Terminal Manager who will obtain permission from the Harbor Master.

Repairs which are restricted to the maneuverability of the vessel may only be carried out and will be

conditional on the Master hiring sufficient standby tugs to move the vessel if so required. All

consequential costs resulting from repair work carried out on the vessel while it is moored at the

Terminal shall be borne by the vessel.

Should the repair works represent a risk for the terminal or should the conditions of the approval be

compromised, the Terminal Manager may require that the vessel be removed from the berth at the

owners costs.

2.4. ANCHORS

Vessel’s shall have their anchors ready for immediate use while transitting the navigation channel of

Port Qasim.

2.5. ANCHORAGE LOCATION

Anchorage can be obtained in the Outer Anchorage Area, West of the fairway lighted buoy. The

anchorage supports depths of 16 – 20 M with good holding ground of sand and mud. During the heavy

swells of the Southwest Monsoon, vessels should anchor near the West end of the anchorage area and

pay out extra cable.

The turning basin in the Port Qasim navigation channel may be used for a temporary or emergency

anchorage provided an escort tug is in attendance and the LNGC has a pilot on board.

2.6. EMERGENCY TOWING WIRES

The use of an emergency towing wire is discouraged by OCIMF and SIGTTO guidelines and

recomnmendations and shall not be required at the EETL facility.


Rev: 3 May 27th, 2015 Page 22 of 104

2.7. NUMBER OF CREW

The Master shall at all times retain sufficient crew on board to operate his vessel in compliance with the

vessel’s safe manning certificate.

2.8. CONTROLLED ACCESS TO THE TERMINAL AND FSRU

Owing to the nature of the products handled on the Terminal and to comply with the Regulations, it is

necessary to exercise strict control of access to the area.

Unauthorized persons are not allowed to enter a vessel berthed alongside the Terminal until it has been

cleared by agents and the Authorities.

EETL personnel and representatives shall have access to the vessel for the performance of their duties.

The Master will give them all the necessary information with regard to operations and shall allow them

to inspect all safety equipment and handling facilities. Backup support by the vessel’s crew is to be

assured.

Persons with valid work passes are allowed to enter the Terminal to proceed to the jetty. Persons having

lawful business with vessels, tradesmen and suppliers will be issued with a day pass by the Security

officer.

A hydraulically operated variable access gangway will be provided for access and egress of personnel

between the FSRU and the Jetty. Throughout normal operational periods, the access gangway will be

landed on the FSRU and is attended by vessel staff. During unusual operational periods, typically with

heightened security level, the access gangway may be closed and removed from the vessel.

Crew members of a vessel are not allowed to enter the terminal without permission as mentioned in

“Marine Terminal Pass Form”, a copy of which may be found in the Annex.

The entry of women to the Terminal is restricted to female member of vessel’s crew or wives of crew

members and any other females if approved by Port Authority and Terminal Management..

The cooperation of the Masters and Shipping Agents is requested in the interest of safety.

A gangway of approved design and function shall be provided as means of access between the FSRU

and jetty. The LNGC shall, have the offhsore combination pilot / accommodation ladder available for

access. Access between the FSRU and the LNGC shall be by personnel transfer basket using a crane

certified for personnel transfer provided by the FSRU. The Pilot and the harbor authorities shall have

the option of embarkation/disembarkation on/from the FSRU (when the LNGC is not alongside) or

LNGC from the seaward side.


Rev: 3 May 27th, 2015 Page 23 of 104

Posted Notice Board

A notice board shall be displayed in a prominent area near the access to the vessel indicating:

“NO ADMITTANCE, EXCEPT ON BUSINESS”

“NO SMOKING ALLOWED”

“NO OPEN LIGHTS OR CELLULAR PHONES ALLOWED”


Rev: 3 May 27th, 2015 Page 24 of 104

3. VESSEL COMPATABILITY

A detailed vessel compatability review shall be conducted for each vessel involved in the STS Transfer.

STS transfer operations shall not be conducted with a vessel that has not undergone such review. This

review enables the respective ships’ management and the STS service provider to identify any aspects

of the operation that require attention prior to the start of the STS operation. The review shall include:

Vessel particulars, type of containment and restrictions thereof, VPQ;

General arrangements of the vessels involved;

Mooring appliances and deck fittings (type, number and location of mooring lines);

Hull particulars including parallel mid-bodies and shell loading;

Bridge wing clearance, fore and aft as well as longitudinal offsets;

Means of securing primary and secondary fenders;

Vessel draughts, freeboards, manifold heights and key measurements;

Officer Matrix, Number of crew carried to conduct the STS including the number of officers to

maintain a bridge and cargo watch throughout the transfer, without exceeding work hour

restrictions. The number of crew shall take into account the FSRU may be conducting simultaneous

operations;

Primary, secondary and emergency communications systems;

Emergency shutdown systems and the compatability of the system between the vessels;

Emergency response and contingency plans;

Nitrogen availability;

Hose handling cranes, their SWL, out-reach and certification for personnel transfer, if applicable;

Manifold design and deck load limit;

Manifold deluge-water curtain and water bath requirements;

Gas Form C or VPQ;

Optimoor vessel file;

Photos of the manifold area including hand rail;

Photos of bow and stern with emphasis on winches, chocks, fairleads, mooring gear;

Cargo Transfer Piping Diagram;

Latest Class Survey Status Report including conditions of class amd memoranda;

Copy of IOPP Certificate including supplement (Form A or B);

Latest SIRE Report (< 6 Months Old) should be uploaded to the OCIMF website; and

Any additional features of the vessels involved which may be considered of importance.


Rev: 3 May 27th, 2015 Page 25 of 104

4. SHIP TO SHIP (STS) OPERATIONS

4.1. PRE TRANSFER OPERATIONS

Pre-arrival Tests and Inspection Prior to LNGC Arrival

The visiting LNGC ship shall perform the normal pre-arrival tests, inspections and preparations as for

typical shore terminals, as follows:

Low cargo tank pressure;

Liquid temperature shall not be warmer than -159°C;

Liquid manifolds shall not be cooled down;

Manifold shall be cleaned, purged and ready for opening (singled-up to 4 bolts);

Air & N2 hoses and connections ready.

Fire hose (to fill saddle with water) laid out;

Sufficient 16” gaskets available;

SW Ballast system tested;

Gas meters tested;

Cargo alarms set points checked and annunciator tested;

ESD system tested;

Portable deluge system and water bath dams installed (optional); and

Pre-Arrival tests, inspection checklists completed.

STS Fenders

The FSRU shall have five (5) ‘Yokohama’-type LP-50 pneumatic fenders rigged on the port side. The

fenders are 4.5 m diameter and 9.0 meters long, wrapped in a tire net. Three (3) of the fenders are

rigged aft of the LNG cargo manifold and the remaining two (2) forward. There are also two (2) ‘baby’

fenders suspended on the upper fore and aft limits of the parallel mid-body. The fenders ISO 17357

compliant. The fenders and rigging are subject to inspection prior to each STS transfer operation.

Figure 7. STS fender string arrangement


Rev: 3 May 27th, 2015 Page 26 of 104

Figure 8. Typical jumbo STS fenders

Mooring Arrangement

The EETL facility is fitted with mooring and breasting dolphins on the jetty on which the quick release

hooks

(QRH) are fitted. Each QRH has a mooring load cell incorporated within it which allows for remote

monitoring of mooring line loads. The actuation of the QRH function is also controlled locally and from

the FSRU. QRH actuation is on a hook-by-hook basis in order to avoid unintentional release of all lines.

The general arrangement of the mooring system is as follows:

Mooring Dolphin 1 (MD 1)

QRH – 3 (3 X 137 Ton SWL) – for Q-Flex head lines

QRH – 3 (3 X 125 Ton SWL) – for FSRU head lines


QRH – 4 (4 X 125 Ton SWL) – for FSRU forward breast lines


QRH – 4 ( 4 X 125 Ton SWL) – for FSRU after breast lines


QRH – 3 (3 X 137 Ton SWL) – for Q-Flex stern lines

QRH – 3 (3 X 125 Ton SWL) – for FSRU stern lines

Berthing Dolphin 1 (BD 1)

QRH – 3 (3 X 125 Ton SWL) – for FSRU forward spring lines

Berthing Dolphin 2 (BD 2)


Rev: 3 May 27th, 2015 Page 27 of 104

QRH – 3 (3 X 125 Ton SWL) – for FSRU aft spring lines

The FSRU is fitted with the following QRH for the LNGC mooring lines:

QRH – 3 (2 x 125 Ton SWL) – foredeck for Q-Flex forward breasting lines

QRH – 1 (3 x 125 Ton SWL) – forward for Q-Flex forward spring lines

QRH – 1 (3 x 125 Ton SWL) – aft for Q-Flex aft spring lines

QRH – 3 (2 x 125 Ton SWL) - aft deck for Q-Flex after breasting lines

Access Between the FSRU and LNGC

The FSRU is fitted with personnel transfer basket (Billy Pugh). The personnel transfer basket will land

aft of the LNGCs cargo manifolds and form part of the pre-arrival compatibility checks.

On completion of mooring, the Pilot and LNGC’s Master will confirm to the FSRU Master that the LNGC

is securely moored (“All Fast”) and that the personnel transfer basket can now be operated and land on

the LNGC’s deck.

Due care and caution shall be exercised when transferring personnel between vessels using the

personnel transfer basket. The crane utilized to lift this basket shall be certified for lifting personnel and

the crane operator and supervisor properly trained. Certification of the crane(s) used for personnel

transfer shall be confirmed during the STS compatibility process.

Before landing the personnel transfer basket on to the LNGC, a responsible LNGC’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.


Rev: 3 May 27th, 2015 Page 28 of 104

Pre Cargo Transfer Meeting

After the LNGC/FSRU Safety Checklist has been completed and prior to the opening Custody Transfer

Measurement Survey a ‘Pre-Cargo Transfer Meeting’ shall be held on board the LNGC.

The attendees of this meeting shall be the LNGC officer responsible for cargo management and the

FSRU’s responsible officer for cargo transfer, the Independent Cargo Surveyor, EETL’s representative

and any other individual with a recognized 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:

Status of cargo tanks on arrival (temperature and pressure)

Sequence of ESD tests

Cargo hoses Cool-down procedure

Vapour handling

Ramp up

Bulk cargo transfer procedure

Ramp down

Drain purging and disconnecting

Ballasting

Anticipated weather and sea conditions.

Communications between FSRU, LNGC & (stand-by tug if any).

Emergency Procedures

Maritime Security

Notice of Readiness (NOR)

The LNGC shall tender the NOR at the time and place as per the relevant clause of the Charter Party

and / or the Master Sale Agreement (Sale and Purchase Agreement) whichever is applicable. The NOR

shall be addressed to the Master of the FSRU only and copied to other entities as required.

Bills of Lading

The Bill(s) of Lading for the cargo to be discharged shall be handled by the owners of the LNGC and

their local agents. The Master of the LNGC, his owners / operators and charterers, if any, shall take

utmost care to have the requisite authorization for the Master of the LNGC to commence discharge

operation without any delays.

The Master of the FSRU shall not, in the normal course of business, be required to issue a Bill of Lading

or Mate’s Receipt for cargo laden by STS transfer.


Rev: 3 May 27th, 2015 Page 29 of 104

Cargo Survey, Documentation, Customs and Agents

Visiting LNGC’s appointed agent will arrange port entry and customs clearance. Clearance by

authorities must be given prior to any operations can commence. Custom officials and other

representatives are disembarking the LNGC via launch.

Emergency Shut Down Systems

Each vessel involved in the STS transfer operation shall have an emergency shutdown (ESD) system

which enables a rapid and controlled means of stopping the cargo transfer and isolating the free

communication of LNG and GNG between the vessels in the event of an emergency. Modified

arrangements may be required for vessels engaged in a STS cargo transfer in order that both ESD

systems are compatible. This shall be addressed in the Compatibility Study. The ESD system shall

comply with the SIGTTO guidelines for linked ESD systems.

The ESD system features the typically ‘stepped’ system used at conventional LNG terminals where

ESD-1 shutdowns the cargo transfer system in a ‘fail-safe’closed’ arrangement and ESD-2 releases the

cargo transfer hoses in the event of vessel separation.

Linked ESD Systems

The cause and effect of shutting down cargo transfer in an emergency shall be discussed and confirmed

by both vessels prior to commencement of the cargo transfer. Vapor management and the actions

surrounding recovery from an ESD shall also be confirmed.

The primary ESD link shall consist of a pneumatic, electric or fiber optic connection with a “weak link”

fitted in the umbilical between the two vessels. The weak link is a failsafe in case of vessels drifting

apart. The means of linking the ESD systems of the vessels shall be addressed in the Compatibility

Study.

Testing of ESD Systems

Prior to arrival, the ESD system shall be thoroughly tested by both vessels as required by the IGC code.

All methods of activation should be tested and the timing of the ESD valve closure shall be noted. The

closing times and sequencing of the ESD valves shall be more than 15 and less than 30 seconds

ensuring pressure surges do not occur. The FSRU ESD valves are timed to close within 30 seconds.

The LNGC should set its valves to close within 25 seconds.

Prior to commencement of the cargo transfer (hose cool down), the linked ESD system shall be tested

by both vessels in accordance with the IGC code. The ESD shall be tested once cargo transfer hoses

are connected and purged. It is important that the ESD valves are not operated before purging has

been completed since the cargo transfer hose and spool pieces may contain oxygen and moisture.

The procedure for testing the linked ESD system shall be addressed in the Compatibility Study and

confirmed at the pre-transfer safety meeting. The vessels shall agree to the sequence and number of

tests to be conducted.


Rev: 3 May 27th, 2015 Page 30 of 104

Communications Failure

In the event of a communications failure between the vessels, all cargo transfer operations shall

shutdown until the cause has been identified and communications between the vessels re-established.

Mooring Integrity & Safety Checks

Prior to connecting the cryogenic flexible hoses/or commencement of the Pre Cargo Transfer Safety

Meeting the FSRU Master or his authorized deputy shall together with a responsible LNGC officer check

and confirm that all moorings are tight, brakes properly hardened up and winches are out of gear,

firefighting 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 FSRU and LNGC shall ensure the vessels are moored properly according to the

approved mooring layout. Any deviations in the mooring arrangement shall be brought to the attention

of the Terminal Manager.

The safety checks shall be documented using the Safety Check List found in the Annex.

Water Spray Hull Protection System

Once the LNGC is moored to the FSRU, and before the cargo transfer hoses are connected, the water

curtain should be started by both vessels.

After completion of connecting the cargo transfer hoses, each vessel is responsible to establish a water

bath and water cascade on the trunk deck slope under the cargo manifold.

The fire main shall remain pressurised at all times on both the FSRU and the LNGC.

Communications Alongside

Communications between LNGC and FSRU shall be established before commencement of cargo

transfer operations.

Communications systems shall be included in the ship compatibility study and shall be confirmed during

the pre-transfer safety meeting.

The FSRU shall provide the communication links between the vessels.

In addition the FSRU shall provide the LNGC with a hand held UHF Radio, spare battery and charger

for use during the unloading operation. A receipt for the radio shall be signed by a responsible officer

from the LNGC.

In the event of a communications failure between the vessels, all cargo transfer operations shall be

shutdown until the cause has been identified and communications between the vessels re-established.


Rev: 3 May 27th, 2015 Page 31 of 104

Gas Burning

Gas burning on board of the LNGC can be accepted related to commercial terms and condition outline

in the commercial agreements.

LNGC equipped with reliquefaction plant may use it as per their requirement but after approval of the

EETL Terminal Manager or LNG operations representative.

Opening Custody Transfer Measurement

Before the LNGC's manifold valves are opened at the start of line cooldown the opening CTMS shall

take place. The opening CTMS shall take place on both vessels simultaneously, therefore clocks on

each vessel should be syncronized accordingly. This is usually done following the safety meeting.

The CTMS on the LNGC shall be witnessed by an independent surveyor. In some cases Port State

Customs authorities may also be present. The CTMS is conducted in compliance to the standard

GIIGNL guidelines.

Engine room fuel meters, GCU counter and other ‘consumers’ shall be recorded at the start of opening

CTMS.

In the event of a primary gauging system failure, the secondary gauging system shall be used for CTMS.

Vessels should NOT secure gas burning prior to or during gauging unless otherwise agreed.

Cargo Transfer Hose Specification and Testing

Flexible cryogenic cargo transfer hoses are stowed on board the FSRU and provided to the LNGC for

cargo transfer. When not in use the hoses are stowed in a dedicated wooden hose rack in a horizontal

position, stowed with a slight positive pressure and protected from the elements by tarp.

The hose rack allows for:

Storage of 9 hose lengths, allowing for 1 spare length of hose;

Visual inspection and dew pointing of hoses at regular intervals;

Pressure testing of hoses per Class and OEM requirements; and

Ease of hose handling for the crew with the manifold crane.

The cargo hoses are a nominal 10” (250 mm) diameter by 59’ (18 m) long, composite hose, type

approved for the transfer of LNG. The hoses are the similar to what is outfitted as part of the vessels’

safety equipment for emergency cargo transfers. Class certificates for the cryogenic hoses may be

found in Annex GGG.


Rev: 3 May 27th, 2015 Page 32 of 104

Figure9. Typical 10" LNG cargo transfer hose

Figure 10. Typical 10" LNG cargo transfer hose


Rev: 3 May 27th, 2015 Page 33 of 104

Cargo Transfer Hose Specification

Type: Composite, multi-layer

Diameter 250 mm nominal internal

Bending Radius: 1500 mm supported

Material: Polyester and Polyamide films and fabrics

316 L stainless steel end fittings, flanges, inner and outer wire

mandrel

Length: 18 m

Temperature: -196 degrees C to +50 degrees C

Pressure: SWL 10.5 bar / testing 15 bar

Flow: 2,250 m3/hr

Connection: ASA floating flanges

Weight 665 kg dry and 920 kg filled with LNG and covered in 1” hard-ice

Standard: European Committee for Standardization: Thermoplastic multi-layer,

(non-vulcanized) hoses and hose assemblies for the transfer of liquid

petroleum gas and liquefied natural gas-Specification EN 13766

dated February 2003 and EN1474 as amended.

Typically eight (8) hoses may be used for cargo transfer. A total of two (2) hoses shall be used for

vapour return between the vessels. The remaining hoses (6) shall be dedicated to liquid cargo transfer.

The hoses used for the vapour transfer are interchangeable with the hoses used for liquid transfer.

An annual pressure test of each hose shall be conducted and results recorded by the FSRU. Due to

the construction of the hose it may not possible to stencil the test date to each hose. The annual

pressure test shall be performed in accordance with the IMO IGC 5.7.3 with a test pressure of 1½ times

the working pressure of the hose or as per the manufacturer’s recommendations. Dry nitrogen gas will

be used to conduct the pressure test.

When the cargo transfer hoses are stowed and not in use, the hoses shall be stowed and maintained

with a positive-pressure nitrogen blanket inside

Emergency Release (Hose) Couplings

Each liquid and vapour hose used for the ship-to-ship transfer is fitted on FSRU side with a cryogenic

‘dry break’ emergency release coupling (ERC). The coupling is an emergency release device with

internal double closure valves activated by an integrally mounted hydraulic release mechanism. The

ERC are Class approved and are able to function with ice accumulation up to 25mm in accordance with

IGC code requirements.

The 10” ERC is an improved system, hydraulically actuated, and features a ‘controlled closure-against-

flow’ feature which certified and Class approved. The ERC will function against full rate flow to prevent

release of LNG in the event of an ESD-2 actuation. The ESD-2 is integrated into the ESD-1 function to

ensure ESD-1 occurs first.


Rev: 3 May 27th, 2015 Page 34 of 104

The ERC actuation system shall be tested prior to starting the hose cool down on FSRU side.

Figure 11. Emergency Release Coupling - 10" with controlled closure against flow function

Figure 12. ERC in cryogenic condition - post actuation.


Rev: 3 May 27th, 2015 Page 35 of 104

Cargo Hose Support Saddles

Hose support saddles are specially designed and fabricated for use in supporting the cargo transfer

hoses as they cross the manifold hand railing of both vessels. The saddles are designed to support the

loads of the cargo hose with the LNG volume, maintain the minimum bend radius of the hose and

manage the dynamic loads transferred to the vessels manifolds. The saddles shall be placed in the

correct location by the crew of both vessels.

The FSRU will have hose saddles on board that shall be transferred to the manifold of the LNGC.

The saddles rigged on the cargo manifold of the FSRU contain a braking system to allow the safe

automatic descent of the cargo transfer hoses in the event of an ESD-2 emergency disconnection.

Figure 13. Rendering of the STS equipment rigged on the FSRU cargo manifold


Rev: 3 May 27th, 2015 Page 36 of 104

Cargo Hose Support Saddle Specification

Primary material: Seawater resistant aluminum

ASTM 5083 (nonstructural) and 5383 (structural)

Plate thickness: 8mm (structural)

6mm (nonstructural)

Other materials: Teflon sheet (3mm) in way of flexible hose, 400mm wide

Wooden plate between saddle bottom and platform grating

Stability: Provided by filling the bottom tank of each saddle with seawater,

maximum 500mm depth – approximately 1 ton

Draining: One large hole for quick draining while in place on manifold platform.

Screw in plug accessible from manifold side

One small plug (1/2”) for full draining in storage position

Securing / Horizontal: By ratchet straps with rim fixed by clamps on the manifold gutter plate,

with the rim running around the entire saddle

Weight: 738 kg dry and 1477 kg with water ballast.

The Master of each vessel shall ensure the following prior to beginning hose connection:

No visible damage to the Teflon sheet that could damage hoses

Bottom ballast tank of each saddle is filled with seawater

Horizontal securing strap and putting blocks are in place

Vertical securing straps and wooden floor-plate are in place with saddle properly adjusted for height

The hose support saddle is stable

Figure 14. STS transfer system general arrangement


Rev: 3 May 27th, 2015 Page 37 of 104

LNG Cargo Hose Connection

STS equipment handling and hose connection shall be in compliance with the Cargo Hose Handling

Manual issued to the LNGC before arrival. It is of utmost importance that the instructions contained in

the manual are followed by all personnel involved.

The crew of both vessels are involved in rigging the cargo transfer system in a manner similar to other

types of STS operations. Since the crew of the LNGC shall be actively involved in the hose connecting

operation, a copy of the Cargo Hose Handling Manual shall be supplied to the LNGC in advance of the

operation. If the Master of the LNGC does not have the manual on board, it should be requested in

advance.

The hose handling and connection process is supervised by the officers of each vessel however one

officer from the FSRU will be present to assist the staff of the LNGC. The senior officers of the LNGC

are requested to attend a STS transfer familairization training course in advance of calling at the EETL

facility.

Hose buns designed to support and protect the composite hose when lifted by the crane shall be

provided by the FSRU. The hose bun shall be secured to each hose and used to lift the hose thus

avoiding external damage and excessive bending.

The wye-reducers, composite hoses and emergency release couplings (ERC’s) shall be fitted between

the respective liquid manifolds and the vapour manifold.

Insulation flange sets shall be installed on board the FSRU between the wye-reducer and the ERC in

each hose string.

All bolted flange connections shall be set with a torque of 250 – 270 Nm, each with a new packing

installed.

The responsible LNGC officer shall verify the torque settings on the LNGC manifolds.

Liquid manifold connections not used for the cargo transfer shall remain blinded and secured with bolts

/ nuts in all flange connection holes. Usually the cargo transfer hoses shall be connected starting with

the second liquid manifold connection (L-2) and working aft until all hoses are connected.

On each manifold, the cargo hose string has a wye-reducer spool piece shall be bolted to each 16”

manifold or 20” by 16” reducer, as applicable, with a new packing and all twelve (12) bolts properly

torqued.


Rev: 3 May 27th, 2015 Page 38 of 104

Figure15. Wye-reducer spool piece

Wye-Reducer Spool Piece Specification:

Primary material: 316 SUS

Pipe thickness: Schedule 80

Flanges: 16” ANSI 150, RF

10” ANSI 150, RF

Weight: 175 kg

Lifting sling: Permanent 6 mm SUS wire, tri-pod sling with lifting eye above center of

gravity to maintain horizontal presentation

The FSRU shall supply and transfer the wye-reducer spool pieces to the LNGC and the guide pins or

spuds (tapered bars with hand grips) are used to guide and align the hose flange bolt holes with the

holes on the spool piece presentation flange.


Rev: 3 May 27th, 2015 Page 39 of 104

Cargo Hose Inerting and Flange Leak Test

Once the cargo hoses are connected, the manifolds, spools and hoses shall be purged of oxygen using

nitrogen supplied by the FSRU. The pressure shall be raised to 450 kPa (4.5 bar) in the liquid lines and

150 kPa (1.5 bar) in the vapour line. The pressure shall be maintained while a leak test is carried out

on the flanged connections using a soapy water solution. Once the leak test has been completed the

pressure shall be released to atmosphere by the LNGC and the hose atmosphere shall be tested.

Purging is considered complete once the O2 is < 2%. All hoses shall be depressurized to 5-10 kPa after

the leak test and purge.

Warm ESD Test

In addition to any tests that may be carried out by the FSRU prior to the LNGC's arrival, ESD tests shall

be conducted in conjunction with each arriving LNGC.

When both FSRU and LNGC have confirmed ready for test, the LNGC shall initiate an ESD. After

resetting the FSRU shall initiate an ESD test. ESD procedure shall be agreed at the Pre Cargo Transfer

Meeting.

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. CARGO TRANSFER OPERATIONS

Hose and Manifold Cooldown

During LNGC arrival pilotage and hose handling operations the cargo lines shall be cooled down up to

the inboard manifold double-block valve in order to avoid the risk of LNG passing across an ESD valve

during flanging operations. Line cooldown is considered to be complete once the fwd and aft liquid

cross-over lines are < -110˚C. Line cooldown can commence during LNGC pilotage so long as

personnel are available for safely conducting the operation. The line cooldown process shall be

addressed during the vessel compatibility study and confirmed during the pre-transfer safety meeting.

During hose and line cooldown, the integrity of the hoses, flanged connections and the manifold area

shall be closely monitored.

Cargo hose cooldown shall be performed by using one (two if required) of the LNGC’s cargo spray

pumps and should take a minimum of 90 minutes.

The cooldown shall be conducted with the LNGC ESD valves open and the manifold double-block

valves closed. The rate of cooldown shall be controlled with the cool down valves on the manifold

coming from the spray header.

The liquid manifold valves on the FSRU shall remain closed. The coolant shall bypass the ESD valves

flowing into the stripping header towards the spray line at the vapour dome until the spool piece on the

FSRU is 50% frosted.


Rev: 3 May 27th, 2015 Page 40 of 104

Thereafter the manifold ESD valves and the double-block valves aboard the FSRU shall be opened in

order to start to cooldown of the LNG manifold risers. Once achieving the desired temperature the

cooldown is completed and stopped. The cold ESD test shall be conducted after which valve line-up

takes place for the cargo transfer.

Cold ESD Test

Before initiating the cold ESD test both LNGC and FSRU shall confirm their readiness to each other to

conduct this test. The FSRU following a countdown will initiate the ESD. Both LNGC and FSRU will

check their respective ESD valves for proper closure. Closing time of both LNGC and FSRU valves are

to be recorded. Only one ESD is required. One ESD is initiated from the LNGC and one from the FSRU

(Pyle and Optical) and the opposite during warm test.

Cargo Transfer

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 LNGC and the FSRU.

Prevention of Rollover procedures is incorporated into FSRU’s cargo operation manual and must be

complied with at all times. These procedures are based upon best industry practice and SIGTTO

recommendations.

The FSRU and the LNGC 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 LNGC 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.

The terminal is designed for a transfer rate of up to 12,000 m3/hour, however in its sole discretion the

FSRU will advise on the maximum loading rate for the individual discharge.

During the LNG cargo transfer a carefully check of the tank pressure must be maintained throughout.

To maintain tank pressure on the LNGC BOG from the FSRU will be returned via the vapour system

utilizing the pressure difference.

Simultaneously with the cargo transfer the LNGC will be ballasting and the FSRU will be de-ballasting

accordingly. Both the FSRU and the LNGC must have a stability plan prepared for this operation.

Ramping up and down rates shall be discussed at the pre-transfer meeting. However the ramping up

can be slowed down if either party feels uncomfortable with the situation. Normal ramp up is expected

to take one (1) hour.

Starting cargo transfer and subsequent increases in transfer rate shall be authorized by the FSRU to

ensure that tank pressures are managed in a safe manner.

During the transfer an hourly exchange of information shall take place between the vessels. This shall

include (but not limited to) cargo transfer rate, tank pressure, cargo ROB quantities, mooring line status,

etc.


Rev: 3 May 27th, 2015 Page 41 of 104

The ramping down process shall be discussed and agreed to at the pre-transfer safety meeting.

Vapour Management

Gas will be returned to the LNGC via a pressure control valve on the FSRU on free flow basis. The set

point will be agreed during pre-discharge meeting. Due to higher operating pressure on the FSRU

excessive boil off is reduced during transfer, therefore it is important to note that the FSRU tanks

pressure relief valves are set at 700 mbar(g). The operation pressure on the FSRU is set out by the

overall operation of the terminal and independent from the individual discharge operation.

It is the responsibility of the LNGC 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 LNGC 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 manage

vapor pressure in the FSRU cargo tanks by other means (Recondenser, MSO compressor).

In case of raising tank pressure on the LNGC side the FSRU Cargo Control Room needs to be informed

immediately for further action.

Topping Off

Topping off shall occur at the pre-agreed reduced rate, one tank at a time. A topping off rate of 500-

800m3/hr is normally agreed upon.

There may be an increase in the effect boil off has on tank pressures whilst tanks are being topped off,

this is due to the construction shape of the prismatic tanks. Adequate precautionary measures shall be

taken in order to avoid possible venting.

Stripping / Heeling Out

Heeling out operation is permitted, if commercial terms and conditions are in agreement with this

operation. Under no circumstance the contractual lay time should be exceeded due to the heeling out

operation.

Stripping pumps shall be started in ample time if the discharging vessel intends to heel-out (strip) cargo

tanks. This shall ensure cargo consolidation can be completed if the main cargo pump loses suction

due to liquid movement.

The minimum LNG liquid level accounted in the custody transfer is the height of liquid, where the

accuracy equal to or better than plus or minus five (±5) millimeters over the relevant measurement

ranges of the cargo tanks as outlined in the calibration table of the vessel. Any liquid level below the

minimal height may not be accounted for, therefore it is usually recommended to heel-out with some

level of innage remaining.

Heeling out operation will be discussed during the pre – discharge meeting.

Cargo Hose Drain and Purge

Once the cargo transfer operation has been completed, the ESD valves on the manifold of the FSRU

shall be closed. On the LNGC the double-block valves shall be closed while the ESD valves remain


Rev: 3 May 27th, 2015 Page 42 of 104

open to allow draining of the vertical risers and cargo transfer hoses. All cargo transfer hoses shall be

drained from the LNGC towards the FSRU.

Draining shall be conducted by repeatedly pressurizing the hoses using nitrogen until the pressure

reaches four (4) to five (5) bar and then opening the FSRU manifold ESD bypass valves until the hoses

are liquid free. During this operation sea water spray shall be directed onto the LNG hose bight

(catenary) to speed up de-icing and vaporization of remaining LNG in the hose. As the LNG boils-off,

the line pressure increase will assist in displacing liquid in the lines. Both vessels shall conduct the

drain and purge operation together.

It may aid the operation if the FSRU can supply nitrogen, via a flexible hose, to the LNGC N2 rail to aid

the pressurization of the cargo hoses from the LNGC side. This shall be discussed at the pre-transfer

safety meeting.

Cargo hoses shall continue to be purged with nitrogen until they contain an atmosphere of less than

2% methane by volume. Hoses may then be disconnected, blind flanges installed and the hoses passed

back to the FSRU.

Cargo Hose Disconnection

The cargo hoses shall be disconnected and handled in accordance with procedures in the Cargo Hose

Handling Manual provided to the vessels.

After disconnection each hose flange shall be blanked prior to returning the hose to the FSRU. The

manifold ESD by-pass valves on the FSRU shall be partially open to prevent any pressure build up in

the cargo transfer hoses.

4.3. POST CARGO TRANSFER OPERATIONS

Closing Custody Transfer Measurement

On completion of draining and purging of the cargo hoses and confirmation that all the LNGC’s

manifolds are closed, closing CTMS may commence.

In most cases the same witnesses to the opening CTMS shall be present at the closing CTMS.

On completion of cargo calculation and agreement of the cargo quantity transferred, any documentation

will be prepared by the LNGC, for signing by all interested parties.

Engine room fuel meters, GCU counter and other ‘consumers’ shall be recorded at the start of closing

CTMS. In addition to standard CTM prints, the LNGC should provide screen prints from the control

system to demonstrate vapor handling on board the LNGC for engine room, GCU or reliquifaction unit

consumption.

Removal of ESD Cable

The ESD Cable should be disconnected after the cargo hoses have been disconnected and water

curtains are secured.


Rev: 3 May 27th, 2015 Page 43 of 104

5. HAZARD SITUATIONS & EMERGENCY RESPONSE

5.1. FIRE AND SAFETY PRECAUTIONS

Repair Work and Maintenance

No boiler cleaning, chipping, scaling and scraping of steel work or work likely to cause sparks shall be

undertaken on any vessel (and no iron or steel hammers or other instrument capable of causing sparks

shall be used for the purpose of opening or closing hatches), unless the previous written permission of

the Terminal Manager has been obtained and permission of Harbor Master.

Engineer on Duty

In addition to the supervision required on deck a competent Engineer must be on duty in the engine

room and or boiler room at all times whilst the vessel is berthed of the Terminal.

Excessive Funnel Smoking

Soot blowing and excessive funnel smoking is prohibited and immediate steps must be taken to

eliminate sparking from funnels.

Fire and Fire Fighting

For an emergency on shore, jetty or FSRU, an alarm shall be raised. The EETL facility signals and

emergency by giving the sound of siren. Refer to ANNEX HHH for further details.

Fire Fighting Equipment

Vessel(s) shall be adequately manned at all times for fire fighting and for vacating the berth in case of

an emergency. The following fire fighting precautions shall be ready:

Fire hoses to be run out fore and aft, ready for use

Fire main must be under pressure

Dry chemical extinguishing equipment of adequate capacity must be stationed near the vessel’s

manifold

In The Event Of A Fire Ashore

All cargo operations and/or ballasting operations must be stopped immediately and the Master shall

prepare the vessel for immediate departure and await instruction from the Terminal Manager or PQA.

In The Event Of Fire Aboard

Advise jetty operator, FSRU / LNGC as applicable and sound the alarm. Shutdown cargo operations

and activate the water deluge as necessary.

In case of fire on board of a vessel at the EETL facility, the responsibility for fire fighting onboard remains

with the Master. The vessel Master may request assistance from the Senior Fire Brigade Officer on

duty and the FiFi tugs available in the port.


Rev: 3 May 27th, 2015 Page 44 of 104

Generally the fire brigade will be on the scene first and will on request of the Master assist in combating

the fire.

5.2. VENTING GAS TO ATMOSPHERE

Venting of natural gas to atmosphere is not permitted during normal operations. The need for emergency venting shall minimized through the process of tank pressure management and the use of ‘consumers’ on board the FSRU or LNGC. In the case of emergency venting, the gas shall be heated and cold venting avoided.

The water spray deluge systems shall be in use and all ventilation systems secured during any venting event.

5.3. THUNDERSTORMS/ELECTRICAL STORMS - SUSPENSION OF OPERATIONS

Lightning hazards may be associated with several severe weather conditions. During periods when

lightning/thunderstorms pose a threat, personnel shall be expected to use prudent judgment and

proceed indoors and withdraw from exposed locations. When lightning/thunderstorms are in close

proximity to LNG/RLNG transfer operations, operations may be temporarily halted until determined that

the lighting strikes no longer pose a hazard to personnel working outdoors. Transitions in operations

may represent moments of increased risk. Careful evaluation of the circumstances and potential for

release of gas should be considered when determining whether to shut down or continue cargo transfer

operations with electrical storm activity in the vicinity.

It is to note, shutting down regas operations may pose increased risks and therefore may dictate that

continuing regas operations to be the safest course of action.

In the case of STS cargo transfers, the transfer shall be suspended until the lighting passes. During the

suspended period, the cargo transfer hoses may be maintained cold by use of a small spray/stripping

pump.

The vessel Master is responsible for the safety of the vessel and is responsible for the actions necessary

to protect the vessel. Master’s should take into account weather factors associated with the

lightning/thunderstorms as well as the potential increased risk of gas release during a regas plant

shutdown. It is the Masters decision to stop or continue regas operations.

5.4. PERSONNEL EMERGENCY ESCAPE

The vessel’s offshore lifeboat shall be ready for immediate lowering as an emergency escape means

for personnel.

An accomodation/pilot ladder rigged on the offshore side of the vessel shall be ready for immediate

lowering as means of escape in the event of an emergency.

Personnel working on the Engro Elengy Terminal jetty shall normally use the jetty to evacuate toward

the shore but in cases where they are trapped, they should consider boarding the FSRU as a means

to escape.


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5.5. HIGH PRESSURE (HP) GAS FIRE

Gas leaking from a pipeline under pressure, if ignited, will give rise to a jet flame. The first action to be

taken in case of a high pressure leak is to isolate the leak and secure the source of gas. Activation of

the Emergency Shutdown (ESD) system is the preferred method of action, as the systems are designed

to fail safe or shut down into a safe condition.

The action taken to manage high pressure leak or fire shall include:

Activation of the ESD system on the FSRU;

Isolate and secure the gas source;

Dispersing or controlling the vapor cloud;

Securing potential sources of ignition;

Activation of the FSRU’s high pressure gas blow down system.

In some cases, if ignition has occurred and the fuel source has been isolated and secured, it may be

best to allow the gas fire to burn itself out. Adequate spray and/or deluge of water to protect adjacent

structures is needed to provide thermal protection.

Dry Chemical (Ansul-brand Purple-K® or similar) is the preferred agent for extinguishing gas fires under

pressure. It is of prime importance to consider the ability to secure the fuel source for all gas fires before

extinguishment is attempted. A gas fire consuming fuel in one location that can be managed is a far

better consequence than a gas cloud that may find an ignition source somewhere else.

5.6. NATURAL GAS FIRE

Natural Gas fires can occur when LNG is released, warmed up, forms a vapor cloud that mixes with an

oxygen sufficient atmosphere (the mixture can neither be too lean or too rich) and then comes in contact

with an ignition source. Natural gas fires can be either an “open” type fire, where the vapor cloud is

open to the surrounding environment, or the “closed” type where the vapor cloud is held within a

confined space such as an enclosed compartment or furnace, or both. The resultant size of a vapor

cloud after a LNG release is directly proportionate to the amount of LNG released.

In any case, if a natural gas fire breaks out, the first action is to secure the source of fuel to the fire, then

create a means of cooling adjacent equipment and exposures using large volumes of water spray.

Evacuate personnel as necessary. The decision should be made whether to attemp to extinguish the

fire or let it burn itself out.

Category I Fire

A Category I gas fueled fire is identified as a fire that will probably remain contained, within the specific

area of origin, has a limited fuel supply, and does not possess the ability to spread further.

The action taken to manage Category I Natural Gas Fire shall include:

Primary Firefighting Equipment typically utilized is hand portable dry chemical fire fighting

extinguisher (s).


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Water Spray and/or water deluge systems may be employed for thermal protection of personnel

and surrounding structure (s). Additional water spray may be provided by the FSRU’s firefighting

monitors.

Confirm limited fuel supply source to decide whether to extinguish the fire or allow total consumption

of available fuel (burn-out).

Category II Fire

A Category II gas fire is identified as a fire that has migrated outside of the area of origin or initial

containment area, has a substantial fuel supply, and if not addressed quickly, could develop into a

Category III gas fire. Emphasis on managing unnecessary exposure of unprotected personnel and risk

of escalation should be of paramount importance.

Emergency response requires containment of the fire and management of the fuel supply source. This

will usually be accomplished by isolation of the involved piping or system and controlled vaporization of

the LNG released that will typically be associated with this category fire.

The action taken to manage Category II Natural Gas Fire shall include:

Primary Firefighting Equipment typically utilized is fixed fire fighting extinguishing equipments such

as total flooding CO2 systems or large dry chemical systems capable of managinging substantial

fire threat utilizing protected response personnel.

Hand portable fire fighting equipment must be available as back-up.

Water Spray and/or water deluge systems may be employed for thermal protection of personnel

and surrounding structure (s). Additional water spray may be provided by the FSRU’s firefighting

monitors.

Consider additional resources external to the FSRU such as local offshore service vessels to assist.

Confirm fuel supply source to decide whether to extinguish the fire or allow total consumption of

available fuel (burn-out).

In any case, after extinguishment of a Category I or II fire:

A re-flash watch shall be set and adjacent structural cooling shall continue;

All involved or damaged equipment or systems shall be inerted/isolated;

A damage assessment of the involved equipment or system shall be made;

A determination of the root and secondary cause(s) of the fire, including the source of the fuel leak

and location of the ignition source shall be made;

Corrective actions to prevent recurrence shall be taken before cargo operations are allowed to

resume.

Category III Fire

A Category III gas fueled fire is identified as a fire of catastrophic proportion that has major or total

involvement of the FSRU. With a Category III fire, personnel evacuation and preservation of life is of

utmost importance.

Although, the FSRU involved in a Category III gas fueled fire may be saved from total constructive loss,

it is beyond the capability and resources of the FSRU and Engro Enlengy Terminal personnel. Engro


Rev: 3 May 27th, 2015 Page 47 of 104

Elengy Terminal’s response to catastrophic Category III gas fueled fire shall be to manage the resources

necessary to facilitate the evacuation of Engro Elengy Terminal personnel and the FSRU crew at the

Master’s request. This evacuation of personnel shall include the employment of the FSRU’s lifeboats

and life rafts, service vessels in the vicinity, Port Qasim Authority, and or other qualified local response

services.

5.7. LNG SPILL / GNG RELEASE

LNG is a cryogenic liquid, hazardous to personnel due to low temperature. LNG does not burn. Any

LNG released to atmosphere will warm and vaporize into GNG. GNG is a non-toxic, flammable gas,

lighter than air at ambient temperatures. In an open atmosphere/non-contained condition, GNG is non

explosive. The flammable limits of GNG in air are between 5 % and 15 %. There may be slight variation

to the flammable limits due to the actual composition of the GNG.

The action taken to manage an LNG Spill/GNG Release may include:

The use of water spray as the primary means of liquid vaporization and vapor cloud control.

The source of the LNG/GNG release shall be immediately isolated and secured.

Consideration to force vaporize the LNG with water taking into accoung prevailing wind conditions

and ability of response personnel to control the direction of movement of the GNG vapor cloud that

will be generated.

Consideration to activate the FSRU’s water deluge system and/or water spray from support vessels

to provide protection to personnel, vessels and/or support structures as well as provide control of

vapor cloud movement and vaporization of LNG.

5.8. CRYOGENIC BURNS – COLD LIQUID CONTACT

The effects of cold liquid upon the skin are very rapid and can cause frostbite and freezing. The injury

received can be severe, can occur in seconds, and is the same as a burn injury of 1st, 2nd, or 3rd degree.

Indications

1st degree injuries can cause numbing of the skin which may turn white in color. Skin may feel stiff

to the touch, but underlying tissue is still soft.

2nd degree injuries can cause skin to turn white or blue in color and feel hard and frozen. The

underlying tissue is still undamaged, blistering is likely.

3rd degree injuries can cause skin to be white, blotchy, and/or blue in color. The underlying tissue

is hard and cold to the touch.

Treatment

Immediately flush affected areas with clean, cool water.

Wrap affected areas with loose, clean bandages.

Do not rub affected areas.

Seek immediate medical assistance.


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Precautionary Measures

The adverse effect of LNG upon the skin can be minimized by utilizing the proper personal protective

equipment (PPE). These items include but are not limited to:

Rain Slickers / Foul Weather Gear

Face shields and goggles

Hard hat

Rubber coated gloves

Rubber boots

5.9. THREAT TO SURROUNDING AREA / EVAUATION ROUTES

The area surrounding the Engry Elengy Terminal is largely populated. An incident at the terminal, FSRU

and/or attending LNGC could pose a threat to public safety, hazard/damage to property and/or

significantly disrupt key assets located within that area.

In the event that an uncontrolled emenrgency poses a threat to the general public or vessel transit route,

Engro Elengy Terminal Management will recommend that an off-site eveacuation be ordered.

When the order to evacuate is received, Engro Elengy Terminal Management shall alert local law

enforcement and emergency response agencies to organize a public evacuation of the areas

surrounded by the impacted area. Port Qasim Authority shall assist in determining the impacted

waterways, necessary broadcasts to mariners, and any necessary additional safety zones and / or

waterway restrictions. The evacuation should be in the most direct route away from the incident.


Rev: 3 May 27th, 2015 Page 49 of 104

6. ENVIRONMENTAL PROTECTION

6.1. PROHIBITION OF POLLUTION

The release of pollutants at the EETL facility and within the port is strictly prohibited.

Soot emission and any excessive exhaust emissions from the funnel or exhaust lines are prohibited.

6.2. BALLASTING / DE BALLASTING

As long as the vessel is moored at the berth, only designated ballast tanks may be utilized for ballast

operations.

6.3. TANK CLEANING/GAS FREEING

Tank cleaning and/or gas freeing operations are prohibited while alongside the berth without the

express permission of the Terminal Manager.

6.4. PRODUCT SPILLAGE AND LEAKAGE

Prior to any handling of cargo or bunkers, all scupper holes shall be plugged in such a manner as will

make them leak proof. All pipes, valves, connections and fittings, etc. used for handling cargo shall be

kept free from leakage.

When transfer operations have been completed, the cargo transfer hoses shall be drained, purged and

disconnected in accordance with the Cargo Hose Handling Manual.

Drip trays shall be used when flange connections are leaking.

If a product spillage occurs the product, the spill shall be contained, area cleaned and refuse shall be

disposed by a method agreed by the Terminal Manager. Under no circumstances shall product be

washed or swept overboard.

All product spillage whether on to the deck of the vessel or into the sea must be reported immediately

to the jetty operator who will contact the responsible EETL departments and E&S department of PQA.

The concerned officer of PQA (E&S department) will visit and observe the spillage / prepare spillage

report for onward submission to PQA higher authorities. Every possible action must be taken by the

vessel to stop spillage, reduce spreading and recover the product.


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7. BUNKERING, STORING, VICTUALLING OF VESSELS

7.1. BUNKERING AND STORING

No bunkering facilities are provided on the EETL facility. Bunkering, storing and victualling of the LNGC

shall not be permitted during cargo transfer operations. No bunkering, storing and victualling operations

shall take place if access to the EETL is obstructed and operations are not properly supervised by a

responsible ship’s officer.

Drums of oil, paint, steel plates, gas cylinders or any other heavy metal parts which may cause a spark,

should be landed on rubber or other suitable matting and not directly onto vessel’s deck. These items

must not be dragged or rolled along the deck.

If an oil spillage occurs, the oil shall be disposed either by mopping up or by a method agreed by the

Terminal Manager. Drip trays must always be used when flanged connections are leaking. Under no

circumstances shall oil be washed overboard.

The appropriate document indemnifying EETL against all accidents shall be signed by the Master prior

to bunkering.

The designated loading point for vessel stores will be agreed between the vessel and the Terminal

Manager. In the case of the LNGC, stores, spares and victuals are handled by launch to the offshore

side of the vessel.

In general, If the above criteria are not met, EETL reserves the right to refuse permission to conduct

the operation.

7.2. SUPPLY VESSEL’S ALONGSIDE

Supply vessels are permitted alongside with prior notification the the Responsible Terminal

Representative. The vessel’s agent will be required to make all necessary arrangements.


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8. COMMUNICATIONS

Once vessel has berthed, Responsible Terminal Representative will place a portable radio aboard the

vessel to be used by the vessel in contacting the Terminal during operation. The radio will be set to

direct contact with the Jetty operator and Responsible terminal Representative. The Master of the

vessel shall sign a receipt for the radio. A copy of the receipt may be found in ANNEX MMM.

9. SAFETY CHECK LIST

The Master/Representative must complete and return to the Responsible Terminal Representative a

SHIP / SHORE SAFETY CHECK LIST certifying that all statutory conditions have been complied with,

all necessary loading valves onboard are properly set, and the agreed cargo transfer signals are

understood before commencement. A copy of the SHIP / SHORE SAFETY CHECK LIST may be found

in ANNEX LLL. The SHIP / SHORE SAFETY CHECK LIST shall be completed and signed by both

Vessel and Responsible Terminal Representative. A copy shall be retained on the vessel.

10. SECURITY CHECK LIST

The Master shall complete and return to the Terminal Manager a Security Check List certifying that all

statutory conditions have been complied with, A copy of the Security Check List signed by both the

Master and Terminal Manager is to be retained on the vessel.

10.1. BATHING / SWIMMING

Bathing / swimming will not be permitted from the platform and approaches or from the vessel whilst

berthed at the Terminal.


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11. ANNEX AAA – NAVIGATION CHART FOR PORT QASIM


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12. ANNEX BBB – SHIP ASSIST TUG BOATS

Figure16. Typical Ship Assist Tug for EETL

Figure17. Typical Ship Assist Tug profile view


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Figure18. Typical Ship Assist Tug plan view

Figure19. Typical Ship Assist Tug hold view


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Figure20. Typical Ship Assist Tug end elevations


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13. ANNEX CCC – FSRU – GENERAL ARRANGEMENT


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Figure21. FSRU EXQUISITE


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14. ANNEX DDD – LNGC – GENERAL ARRANGEMENT

Characteristic of the Q-Flex

The analysis of access conditions to the terminal considers a Q-Flex LNGC of 216,000 m3 capacity.

These are a prismatic tanks ships using propulsion- steering system with twin propellers and two

rudders.

The following table shows the main characteristics of the ship considered:

LNGC 216000 m3 (Q-Flex)

Length over all ....................................................................

315.16 m

Length between perpendiculars ............................................... 303.00 m

Beam ............................................................................... 50.00 m

Depth ............................................................................... 27.00 m

Draught loaded .................................................................... 12.00 m

ballast .................................................................... 9.70 m

Capacity ............................................................................ 216 000 m3

Displacement loaded ............................................................. 142 392 t

ballast .................................................................... 112 538 t

Type of Engine .....................................................................

Diesel

No. propellers...................................................................... 2

Power ............................................................................... 2 x 23 530 BHP

rpm ................................................................................. 85 rpm

Service speed loaded ............................................................ 20.8 knots

Number of Rudders ............................................................... 2

Max Rudder Angle ................................................................ 35

Frontal wind area loaded ....................................................... 1 604 m2

ballast .................................................................... 2 830 m2

Lateral wind area loaded ....................................................... 7 168 m2

ballast .................................................................... 7 850 m2


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Figure22. Typical Q-Flex LNGC

These types of ships are extremely sensitive to wind because of the large windage area. Q-Flex

propulsion-steering system has twin propellers and two rudders.


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15. ANNEX EEE - OPTIMOOR MOORING ANALYSIS

Engro Elengy Terminal Ltd

Port Qasim, Pakistan

FSRU EXQUISTE (151,000 m3 & Q-Flex 210,000 m3 Introduction The mooring arrangement for the FSRU berthed starboard-side to the jetty of the EETL facility and LNGC Q-Flex vessel berthed outboard, starboard-side to the FSRU was analyzed using the OPTIMOOR, Version 6.2.9 (March 2014) developed by Tension Technology International. The software program produces mooring and fendering system analysis based upon actual numerical models of the vessels expected to call at the facility. The program yields mooring line tension, fender compression and vessel surge and sway based upon the standard OCIMF wind and current conditions, the type and positioning of fenders and the placement of respective mooring hooks. In the case of the Jetty, FSRU and LNGC only quick release mooring hooks (QRH) are used in the mooring arrangement, all moorings are either wire or HMPE and no mixed moorings are allowed. The cases (5) are run basis combinations of wind and current speeds and directions applied are as follows:

Current: 3 knots from ahead and astern (case 1 & 2) 2 knots at 10° on either bow or quarter (cases 3 & 4) 0.75 knot at 90° to ship’s axis (case 5) Wind: 60 knots (30.9 m/s) from any direction

In accordance with OCIMF guidelines, the maximum allowable tension in the mooring lines for each case is taken as 55% of the maximum breaking load of the wires. Results / Conclusions The mooring proposed meets OCIMF criteria basis 53 knot wind sweep for both laden and ballast conditions. The maximum wind sweep is 53 knots, wind speeds greater than 53 kts results in excessive line tension by the LNGC or guest vessel from astern current flow in ballast condition, lines 20-21 50% respectively. This third optimoor study was run to keep HMPE lines below 50% MBL by using a total of 18 lines by LNGC.


Rev: 3 May 27th, 2015 Page 61 of 104

Figure23. Mooring line tension of LNGC

Berth Data for Pakistan Berth

Units in m & tonnes

Left to Right of Screen Site Plan Points: 130° Width of Channel (for Current): 405 Pier Height (Fixed) above Datum: 8.3 Dredged Depth below Datum: 15.0 Permissible Surge Excursion Fwd/Aft: ± 2.00 Permissible Sway Excursion Port/Stbd: ± 2.00 Permissible Vertical Movement: ± 2.00 Dist of Berth Target to Right of Origin: 0.0 Wind Speed Specified at Height: 10.0 Current Specified at Depth: 0.0 _____________________________________________________ Hook/ X-Dist Dist to Ht above Allowable Bollard to Origin Fender Line Pier Load A -185.5 27.6 -1.2 450 B -182.5 29.1 -1.2 375 C -113.5 48.0 -1.2 500 D -35.0 5.4 0.5 375 E 45.0 5.4 0.5 375 F 120.0 48.0 -1.2 500 G 187.2 23.1 -1.2 375 H 190.0 21.9 -1.2 450 _____________________________________________________ Fender X-Dist Ht above Width Face Contact to Origin Datum Along Side Area (m²) aa -48.0 6.1 3.2 19.2 bb -38.0 6.1 3.2 19.2 cc 45.0 6.1 3.2 19.2 dd 55.0 6.1 3.2 19.2 Fender Load-Compression Data aa 141 213 321 350 361 354 278 263 278 361 tonnes 0.14 0.20 0.34 0.41 0.47 0.54 0.74 0.81 0.88 0.97 m bb 141 213 321 350 361 354 278 263 278 361 tonnes 0.14 0.20 0.34 0.41 0.47 0.54 0.74 0.81 0.88 0.97 m cc 141 213 321 350 361 354 278 263 278 361 tonnes 0.14 0.20 0.34 0.41 0.47 0.54 0.74 0.81 0.88 0.97 m dd 141 213 321 350 361 354 278 263 278 361 tonnes 0.14 0.20 0.34 0.41 0.47 0.54 0.74 0.81 0.88 0.97 m ____________________________________________________________


Rev: 3 May 27th, 2015 Page 62 of 104

Vessel Data for Excelerate Energy FSRU EXQUISITE

Units in m, mm, & tonnes Longitudinal datum at Target

LBP: 280.0 Breadth: 43.4 Depth: 26.0 Target: 1.9 fwd from midship and 4.8 above deck at side End-on projected windage area: 693 above deck level Side projected windage area: 2375 above deck level Fendering possible from: 0.395 LBP aft of midship to: 0.274 LBP fwd of midship Current drag data based on: OCIMF (Conventional Bow) Wind drag data based on: OCIMF Gas Carrier (Prismatic) Flatside Contour Hull Pressure Limit (t/m²) = 20 STS Gap =5.2 X-dist -112.6 -109.5 -102.9 -89.4 -71.5 -38.6 35.7 49.4 58.5 66.6 72.2 74.7 Depth 0.0 4.0 9.6 15.3 19.4 22.5 22.6 20.7 18.0 11.4 3.8 0.0

__________________________________________________________________________________ Line Fair- Fair- Ht on Dist to Brake Pre- Line Tail Segment-1 No. Lead X Lead Y Deck Winch Limit Tension Size-Type-BL Lgth-Size-Type-BL 1 143.9 -1.0 0.4 9.3 78 16 42 SW 124 11.0 88 bf 175 2 143.9 1.0 0.4 9.3 78 16 42 SW 124 11.0 88 bf 175 3 140.7 5.4 0.4 8.7 78 16 42 SW 124 11.0 88 bf 175 4 134.7 9.6 0.4 7.5 78 16 42 SW 124 11.0 88 bf 175 5 133.1 10.5 0.4 6.5 78 16 42 SW 124 11.0 88 bf 175 6 127.9 13.2 0.4 23.4 78 16 42 SW 124 11.0 88 bf 175 7 124.6 14.7 0.4 24.6 78 16 42 SW 124 11.0 88 bf 175 8 120.1 15.9 0.4 22.8 78 16 42 SW 124 11.0 88 bf 175 9 117.6 16.5 0.4 23.7 78 16 42 SW 124 11.0 88 bf 175 10 115.9 17.1 0.4 24.3 78 16 42 SW 124 11.0 88 bf 175 11 93.1 21.0 0.4 48.0 78 16 42 SW 124 11.0 88 bf 175 12 91.0 21.0 0.4 48.6 78 16 42 SW 124 11.0 88 bf 175 13 -107.7 21.6 0.4 5.4 78 16 42 SW 124 11.0 88 bf 175 14 -109.9 21.6 0.4 5.4 78 16 42 SW 124 11.0 88 bf 175 15 -133.8 16.8 -4.8 6.0 78 16 42 SW 124 11.0 88 bf 175 16 -135.6 15.9 -4.8 5.1 78 16 42 SW 124 11.0 88 bf 175 17 -138.5 15.0 -4.8 26.1 78 16 42 SW 124 11.0 88 bf 175 18 -140.1 14.4 -4.8 25.5 78 16 42 SW 124 11.0 88 bf 175 19 -147.6 2.9 -4.8 4.5 78 16 42 SW 124 11.0 88 bf 175 20 -147.6 5.3 -4.8 4.5 78 16 42 SW 124 11.0 88 bf 175 21 -147.6 7.4 -4.8 4.5 78 16 42 SW 124 11.0 88 bf 175 22 143.9 -1.0 0.4 3.1 78 16 42 SW 124 11.0 88 bf 175 23 140.7 -5.4 0.4 3.1 78 16 42 SW 124 11.0 88 bf 175 24 134.7 -9.6 0.4 3.6 78 16 42 SW 124 11.0 88 bf 175 25 133.1 -10.5 0.4 6.3 78 16 42 SW 124 11.0 88 bf 175 26 127.9 -13.2 0.4 6.5 78 16 42 SW 124 11.0 88 bf 175 27 127.9 -13.2 0.4 23.4 78 16 42 SW 124 11.0 88 bf 175 28 124.6 -14.7 0.4 24.6 78 16 42 SW 124 11.0 88 bf 175 29 -134.3 -17.0 0.5 3.0 124 30 SW 125 30 -135.9 -16.0 0.5 2.8 124 30 SW 125 31 -138.9 -15.3 0.5 3.4 124 30 SW 125 32 -140.8 -14.2 0.5 3.6 124 30 SW 125 33 -142.1 -13.9 0.5 4.3 124 30 SW 125 34 -143.6 -13.3 0.5 3.3 124 30 SW 125 35 -133.8 -16.8 -4.8 6.0 78 16 42 SW 124 11.0 88 bf 175 36 -135.6 -15.9 -4.8 5.1 78 16 42 SW 124 11.0 88 bf 175 37 -138.5 -15.0 -4.8 26.1 78 16 42 SW 124 11.0 88 bf 175 38 -140.1 -14.4 -4.8 25.5 78 16 42 SW 124 11.0 88 bf 175 41 -105.9 21.6 0.4 37.6 78 16 42 SW 124 11.0 88 bf 175 42 -111.9 21.6 0.4 37.6 78 16 42 SW 124 11.0 88 bf 175 44 -40.7 -21.5 0.5 4.1 30 SW 125 45 -40.7 -21.5 0.5 4.1 30 SW 125 46 -40.7 -21.5 0.5 4.1 30 SW 125 47 44.7 -21.5 0.5 4.3 30 SW 125 48 44.7 -21.5 0.5 4.3 30 SW 125 49 44.7 -21.5 0.5 4.3 30 SW 125 50 120.5 -16.0 0.5 4.2 30 SW 125 51 122.4 -15.5 0.5 4.0 30 SW 125 52 124.7 -15.0 0.5 4.3 30 SW 125 53 127.9 -13.4 0.5 3.8 30 SW 125


Rev: 3 May 27th, 2015 Page 63 of 104

54 133.1 -11.2 0.5 4.3 30 SW 125 55 134.9 -9.9 0.5 4.5 30 SW 125 __________________________________________________________________________________ Codes for Types of Line: SW: Steel Wire (steel core) bf: Bexcofloat


Rev: 3 May 27th, 2015 Page 64 of 104

Vessel Data for PRONAV Q-Flex DMSE 210k

Units in m, mm, & tonnes Longitudinal datum at Target

LBP: 303.0 Breadth: 50.0 Depth: 27.0 Target: 5.0 fwd from midship and 4.8 above deck at side End-on projected windage area: 770 above deck level Side projected windage area: 2967 above deck level Fendering possible from: 0.385 LBP aft of midship to: 0.285 LBP fwd of midship Current drag data based on: OCIMF (Conventional Bow) Wind drag data based on: OCIMF Gas Carrier (Prismatic) Flatside Contour STS Gap =5.2 X-dist -121.7 -102.7 -88.3 -78.6 -62.5 -41.2 33.5 49.6 64.0 67.5 72.6 81.3 Depth 0.0 9.8 15.0 17.6 20.7 23.5 23.5 21.3 17.6 15.0 10.3 0.0

__________________________________________________________________________________ Line Fair- Fair- Ht on Dist to Brake Pre- Line Tail Segment-1 No. Lead X Lead Y Deck Winch Limit Tension Size-Type-BL Lgth-Size-Type-BL 1 153.0 1.4 0.0 9.0 82 15 44 st 132 11.0 104 eu 197 2 152.1 3.0 0.0 7.7 82 15 44 st 137 11.0 104 eu 197 3 152.9 -1.6 0.0 8.7 82 15 44 st 137 11.0 104 eu 197 4 143.8 10.0 0.0 9.4 82 15 44 st 137 11.0 104 eu 197 5 142.1 10.9 0.0 8.0 82 15 44 st 137 11.0 104 eu 197 6 130.2 16.3 0.0 24.1 82 15 44 st 137 11.0 104 eu 197 7 128.3 17.0 0.0 26.8 82 15 44 st 137 11.0 104 eu 197 8 122.2 19.0 0.0 22.1 82 15 44 st 137 11.0 104 eu 197 9 120.4 19.5 0.0 22.4 82 15 44 st 137 11.0 104 eu 197 10 118.1 20.1 0.0 23.5 82 15 44 st 137 11.0 104 eu 197 11 101.2 23.5 0.0 40.2 82 15 44 st 137 11.0 104 eu 197 12 98.9 23.8 0.0 40.9 82 15 44 st 137 11.0 104 eu 197 13 95.7 24.0 0.0 41.5 82 15 44 st 137 11.0 104 eu 197 14 -123.7 24.9 0.0 6.7 82 15 44 st 137 11.0 104 eu 197 15 -125.9 24.6 0.0 6.4 82 15 44 st 137 11.0 104 eu 197 16 -149.2 21.3 -5.1 5.0 82 15 44 st 137 11.0 104 eu 197 17 -150.9 21.0 -5.1 4.7 82 15 44 st 137 11.0 104 eu 197 18 -154.3 20.1 -5.1 37.2 82 15 44 st 137 11.0 104 eu 197 19 -156.0 19.7 -5.1 37.2 82 15 44 st 137 11.0 104 eu 197 20 -161.6 6.1 -5.1 4.4 82 15 44 st 137 11.0 104 eu 197 21 -161.6 4.4 -5.1 4.4 82 15 44 st 137 11.0 104 eu 197 22 -161.6 -4.4 -5.1 4.4 82 15 44 st 137 11.0 104 eu 197 23 -161.6 -6.1 -5.1 4.4 82 15 44 st 137 11.0 104 eu 197 __________________________________________________________________________________ Codes for Types of Line: eu: euroflex polypropylene/polyester (broken-in) st: Steelite 12 HMPE (broken-in)


Rev: 3 May 27th, 2015 Page 65 of 104

Figure24. General arrangement at berth

OCIMF Case 1 – Laden Q-Flex

Units in m & tonnes

DMSE 210 k laden <50% MBL Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 3.0 knots Current Direction True: 310° Current Direction to Berth X-axis: 180° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 11.1 0.2 0.0 FSRU Moves (min and max): 0.4 fwd -0.4 out 0.1° port 0.0 up -0.4 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 74.1 10° 37.7 30% 2h-B 0.53 72.5 10° 37.5 30% 4h-B 0.53 70.8 0° 34.0 27% 5h-C 0.48 69.1 20° 38.5 31% 6h-C 0.51 82.0 20° 37.1 30% 7h-C 0.51 81.0 20° 37.4 30% 11h-D 0.45 106.5 160° 31.4 25% 12h-D 0.45 105.1 160° 31.5 25% 13h-E 0.50 68.4 300° 35.0 28% 14h-E 0.51 70.5 300° 34.7 28% 15h-F 0.50 60.4 60° 38.5 31% 16h-F 0.50 60.8 60° 38.3 31% 17h-F 0.55 83.5 60° 35.2 28%


Rev: 3 May 27th, 2015 Page 66 of 104

18h-F 0.55 84.0 60° 35.1 28% 19h-G 0.43 61.9 80° 34.9 28% 20h-G 0.42 60.2 80° 34.5 28% 21h-G 0.42 58.7 80° 34.1 27% 41h-E 0.58 98.7 300° 32.1 26% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 179 0.17 9.3 100% bb 177 0.17 9.2 100% cc 260 0.26 13.5 100% dd 278 0.28 14.5 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 13.9 0.3 0.1 Q-Flex Moves (min and max): 0.7 fwd 0.2 inw 0.2° port 0.0 up -0.4 aft 1.3 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.12 113.2 10° 37.8 29% 2g-A 1.10 110.7 10° 38.7 28% 3g-A 1.12 115.7 10° 38.1 28% 4g-24h 0.91 45.7 350° 19.5 14% 5g-54h 0.90 42.6 350° 19.8 14% 6g-51h 0.89 48.8 5° 20.1 15% 7g-50h 0.89 50.7 10° 20.1 15% 12g-48h 0.38 99.5 110° 26.1 19% 13g-47h 0.38 96.9 110° 26.4 19% 14g-44h 0.47 93.5 310° 21.6 16% 15g-45h 0.47 95.4 310° 21.5 16% 16g-29h 0.68 28.7 345° 27.1 20% 17g-30h 0.70 29.1 345° 27.7 20% 18g-31h 0.81 63.5 345° 24.4 18% 19g-32h 0.84 64.6 75° 25.4 19% 20g-H 1.00 97.3 80° 59.6 44% 21g-H 1.01 98.8 80° 59.1 43% 22g-H 1.03 107.3 80° 56.5 41% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 91 1.17 2.2 b 86 1.12 2.1 c 84 1.10 2.1 d 89 1.15 2.2 e 98 1.23 2.4 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 35.5 108.7 114.3 18° 8.6 B 69.6 81.4 107.1 41° 16.5 C -28.3 107.6 111.3 -15° 18.4 D -62.0 6.4 62.4 -84° 8.7 E 100.6 8.6 101.0 85° 12.9 F 43.4 140.0 146.6 17° 11.8 G -72.3 73.3 103.0 -45° 8.4 H -50.7 167.6 175.1 -17° 5.0 ________________________________________________________________ Approximate natural periods Surge: 39 Sway: 48 secs


Rev: 3 May 27th, 2015 Page 67 of 104


Units in m & tonnes

DMSE 210 k laden <50% MBL

Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 3.0 knots Current Direction True: 130° Current Direction to Berth X-axis: 0° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -15.1 -0.3 0.1 FSRU Moves (min and max): 0.7 fwd -0.4 out 0.1° port 0.0 up -0.2 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 74.1 10° 34.1 27% 2h-B 0.53 72.5 10° 33.8 27% 4h-B 0.53 70.8 0° 28.9 23% 5h-C 0.48 69.1 20° 42.2 34% 6h-C 0.51 82.0 20° 40.1 32% 7h-C 0.51 81.0 20° 40.0 32% 11h-D 0.45 106.5 160° 42.3 34% 12h-D 0.45 105.1 160° 42.5 34% 13h-E 0.50 68.4 300° 27.0 22% 14h-E 0.51 70.5 300° 26.9 22% 15h-F 0.50 60.4 60° 35.3 28% 16h-F 0.50 60.8 60° 34.9 28% 17h-F 0.55 83.5 60° 31.9 26% 18h-F 0.55 84.0 60° 31.6 25% 19h-G 0.43 61.9 80° 39.9 32% 20h-G 0.42 60.2 80° 39.8 32% 21h-G 0.42 58.7 80° 39.6 32% 41h-E 0.58 98.7 300° 25.7 21% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 179 0.17 9.3 100% bb 178 0.17 9.3 100% cc 268 0.27 13.9 100% dd 288 0.30 15.0 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -18.4 -0.3 0.1 Q-Flex Moves (min and max): 1.0 fwd 0.2 inw 0.2° port 0.0 up -0.2 aft 1.3 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.12 113.2 10° 35.3 27% 2g-A 1.10 110.7 10° 35.9 26% 3g-A 1.12 115.7 10° 35.6 26% 4g-24h 0.91 45.7 0° 20.3 15% 5g-54h 0.90 42.6 0° 20.8 15% 6g-51h 0.89 48.8 0° 21.6 16% 7g-50h 0.89 50.7 10° 21.8 16% 12g-48h 0.38 99.5 110° 30.5 22% 13g-47h 0.38 96.9 110° 30.9 23% 14g-44h 0.47 93.5 310° 17.7 13% 15g-45h 0.47 95.4 310° 17.7 13% 16g-29h 0.68 28.7 345° 22.5 16% 17g-30h 0.70 29.1 345° 23.5 17% 18g-31h 0.81 63.5 70° 21.9 16%


Rev: 3 May 27th, 2015 Page 68 of 104

19g-32h 0.84 64.6 70° 23.2 17% 20g-H 1.00 97.3 80° 63.6 46% 21g-H 1.01 98.8 80° 63.0 46% 22g-H 1.03 107.3 80° 59.8 44% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 91 1.17 2.2 b 86 1.12 2.1 c 85 1.12 2.1 d 91 1.17 2.2 e 97 1.22 2.4 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 32.8 101.3 106.5 18° 8.0 B 61.3 72.5 95.0 40° 14.6 C -31.1 116.4 120.5 -15° 19.9 D -83.5 8.6 83.9 -84° 11.7 E 78.7 6.8 78.9 85° 10.1 F 39.0 127.2 133.1 17° 10.7 G -83.7 84.4 118.8 -45° 9.7 H -54.4 178.2 186.3 -17° 5.3 ________________________________________________________________ Approximate natural periods Surge: 39 Sway: 48 secs


Rev: 3 May 27th, 2015 Page 69 of 104


Units in m & tonnes


Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 2.0 knots Current Direction True: 300° Current Direction to Berth X-axis: 170° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 5.4 -10.1 -3.0 FSRU Moves (min and max): 0.5 fwd -0.3 out 0.1° port 0.0 up -0.3 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 74.1 10° 34.2 28% 2h-B 0.53 72.5 10° 34.0 27% 4h-B 0.53 70.8 0° 30.8 25% 5h-C 0.48 69.1 20° 35.7 29% 6h-C 0.51 82.0 20° 34.3 28% 7h-C 0.51 81.0 20° 34.6 28% 11h-D 0.45 106.5 160° 33.1 27% 12h-D 0.45 105.1 160° 33.2 27% 13h-E 0.50 68.4 300° 33.5 27% 14h-E 0.51 70.5 300° 33.3 27% 15h-F 0.50 60.4 60° 36.8 30% 16h-F 0.50 60.8 60° 36.7 30% 17h-F 0.55 83.5 60° 33.7 27% 18h-F 0.55 84.0 60° 33.6 27% 19h-G 0.43 61.9 90° 35.0 28% 20h-G 0.42 60.2 90° 34.8 28% 21h-G 0.42 58.7 90° 34.6 28% 41h-E 0.58 98.7 300° 30.9 25% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 195 0.19 10.2 100% bb 192 0.18 10.0 100% cc 262 0.26 13.6 100% dd 279 0.28 14.5 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 5.4 -26.1 -6.7 Q-Flex Moves (min and max): 0.8 fwd 0.3 inw 0.2° port 0.0 up -0.4 aft 1.3 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.12 113.2 10° 33.1 25% 2g-A 1.10 110.7 10° 33.8 25% 3g-A 1.12 115.7 10° 33.3 24% 4g-24h 0.91 45.7 350° 18.0 13% 5g-54h 0.90 42.6 355° 18.3 13% 6g-51h 0.89 48.8 0° 18.9 14% 7g-50h 0.89 50.7 10° 19.0 14% 12g-48h 0.38 99.5 110° 27.4 20% 13g-47h 0.38 96.9 110° 27.7 20% 14g-44h 0.47 93.5 310° 20.5 15% 15g-45h 0.47 95.4 310° 20.5 15% 16g-29h 0.68 28.7 350° 25.3 18% 17g-30h 0.70 29.1 350° 26.1 19% 18g-31h 0.81 63.5 350° 23.5 17%


Rev: 3 May 27th, 2015 Page 70 of 104



Rev: 3 May 27th, 2015 Page 71 of 104


Units in m & tonnes


Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 2.0 knots Current Direction True: 140° Current Direction to Berth X-axis: 10° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -7.0 -11.9 4.2 FSRU Moves (min and max): 0.6 fwd -0.3 out 0.2° port 0.0 up -0.3 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 74.1 10° 34.1 28% 2h-B 0.53 72.5 10° 33.8 27% 4h-B 0.53 70.8 0° 29.4 24% 5h-C 0.48 69.1 20° 40.2 32% 6h-C 0.51 82.0 20° 38.2 31% 7h-C 0.51 81.0 20° 38.2 31% 11h-D 0.45 106.5 160° 40.0 32% 12h-D 0.45 105.1 160° 40.1 32% 13h-E 0.50 68.4 300° 28.8 23% 14h-E 0.51 70.5 300° 28.7 23% 15h-F 0.50 60.4 60° 32.8 26% 16h-F 0.50 60.8 60° 32.5 26% 17h-F 0.55 83.5 60° 30.0 24% 18h-F 0.55 84.0 60° 29.8 24% 19h-G 0.43 61.9 80° 36.2 29% 20h-G 0.42 60.2 80° 36.1 29% 21h-G 0.42 58.7 80° 35.9 29% 41h-E 0.58 98.7 300° 27.2 22% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 178 0.17 9.3 100% bb 178 0.17 9.3 100% cc 285 0.29 14.8 100% dd 307 0.32 16.0 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -7.9 -26.8 8.8 Q-Flex Moves (min and max): 0.9 fwd 0.3 inw 0.3° port 0.0 up -0.3 aft 1.3 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.12 113.2 10° 35.3 27% 2g-A 1.10 110.7 10° 36.0 26% 3g-A 1.12 115.7 10° 35.6 26% 4g-24h 0.91 45.7 0° 19.8 14% 5g-54h 0.90 42.6 0° 20.2 15% 6g-51h 0.89 48.8 10° 20.8 15% 7g-50h 0.89 50.7 10° 21.0 15% 12g-48h 0.38 99.5 155° 28.5 21% 13g-47h 0.38 96.9 155° 28.9 21% 14g-44h 0.47 93.5 310° 19.3 14% 15g-45h 0.47 95.4 310° 19.2 14% 16g-29h 0.68 28.7 350° 21.6 16% 17g-30h 0.70 29.1 350° 22.4 16% 18g-31h 0.81 63.5 70° 21.3 16%


Rev: 3 May 27th, 2015 Page 72 of 104



Rev: 3 May 27th, 2015 Page 73 of 104


Units in m & tonnes


Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 0.75 knots Current Direction True: 40° Current Direction to Berth X-axis: -90° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -0.1 16.4 -0.2 FSRU Moves (min and max): 0.5 fwd -0.4 out 0.1° port 0.0 up -0.3 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 74.1 10° 37.7 30% 2h-B 0.53 72.5 10° 37.5 30% 4h-B 0.53 70.8 0° 32.9 27% 5h-C 0.48 69.1 20° 42.0 34% 6h-C 0.51 82.0 20° 40.1 32% 7h-C 0.51 81.0 20° 40.3 32% 11h-D 0.45 106.5 160° 35.7 29% 12h-D 0.45 105.1 160° 35.9 29% 13h-E 0.50 68.4 300° 31.4 25% 14h-E 0.51 70.5 300° 31.2 25% 15h-F 0.50 60.4 60° 38.9 31% 16h-F 0.50 60.8 60° 38.6 31% 17h-F 0.55 83.5 60° 35.3 28% 18h-F 0.55 84.0 60° 35.1 28% 19h-G 0.43 61.9 80° 38.4 31% 20h-G 0.42 60.2 80° 38.1 31% 21h-G 0.42 58.7 80° 37.8 31% 41h-E 0.58 98.7 300° 29.4 24% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 173 0.16 9.0 100% bb 171 0.16 8.9 100% cc 254 0.25 13.2 100% dd 273 0.28 14.2 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -0.1 11.7 -0.7 Q-Flex Moves (min and max): 0.9 fwd 0.2 inw 0.2° port 0.0 up -0.3 aft 1.2 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.12 113.2 10° 38.4 29% 2g-A 1.10 110.7 10° 39.2 29% 3g-A 1.12 115.7 10° 38.7 28% 4g-24h 0.91 45.7 0° 19.9 15% 5g-54h 0.90 42.6 0° 20.3 15% 6g-51h 0.89 48.8 0° 20.8 15% 7g-50h 0.89 50.7 10° 20.9 15% 12g-48h 0.38 99.5 110° 28.0 20% 13g-47h 0.38 96.9 110° 28.4 21% 14g-44h 0.47 93.5 310° 19.8 14% 15g-45h 0.47 95.4 310° 19.8 14% 16g-29h 0.68 28.7 345° 25.8 19% 17g-30h 0.70 29.1 345° 26.7 19% 18g-31h 0.81 63.5 345° 23.9 17%


Rev: 3 May 27th, 2015 Page 74 of 104



Rev: 3 May 27th, 2015 Page 75 of 104

Wind Rose for FSRU 151K and Laden Q-Flex 210K – STS

Analysis for Time: 1200 18 Feb 2015 Remarks: DMSE 210 k laden <50% MBL Water Level: 0.00 above datum Draft: 9.5 Trim: 0.0


Rev: 3 May 27th, 2015 Page 76 of 104

OCIMF CASE 1 – Ballast Q-Flex

Units in m & tonnes

DMSE 210 k ballast <50% MBL

Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 3.0 knots Current Direction True: 310° Current Direction to Berth X-axis: 180° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 12.5 0.4 0.1 FSRU Moves (min and max): 0.5 fwd -0.4 out 0.1° port 0.0 up -0.4 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 73.8 10° 37.5 30% 2h-B 0.53 72.3 10° 37.4 30% 4h-B 0.53 70.6 0° 33.8 27% 5h-C 0.48 68.9 20° 38.8 31% 6h-C 0.51 81.7 20° 37.3 30% 7h-C 0.51 80.7 20° 37.7 30% 11h-D 0.45 106.3 160° 32.2 26% 12h-D 0.45 104.8 160° 32.3 26% 13h-E 0.50 68.1 300° 34.8 28% 14h-E 0.51 70.3 300° 34.6 28% 15h-F 0.50 60.2 60° 38.9 31% 16h-F 0.50 60.7 60° 38.7 31% 17h-F 0.55 83.4 60° 35.6 29% 18h-F 0.55 83.8 60° 35.4 29% 19h-G 0.43 61.8 80° 35.2 28% 20h-G 0.42 60.1 80° 34.8 28% 21h-G 0.42 58.6 80° 34.4 28% 41h-E 0.58 98.5 300° 32.0 26% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 185 0.18 9.6 100% bb 183 0.17 9.5 100% cc 259 0.26 13.5 100% dd 276 0.28 14.4 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 11.9 0.1 0.0 Q-Flex Moves (min and max): 0.8 fwd 0.3 inw 0.4° port 0.0 up -0.4 aft 1.5 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.20 113.3 10° 39.9 30% 2g-A 1.18 110.8 10° 40.9 30% 3g-A 1.20 115.9 10° 40.3 29% 4g-24h 0.99 45.6 0° 23.3 17% 5g-54h 0.98 42.6 10° 23.8 17% 6g-51h 0.96 48.8 10° 23.8 17% 7g-50h 0.96 50.7 10° 23.7 17% 12g-48h 0.39 99.5 110° 27.6 20% 13g-47h 0.39 96.9 110° 27.9 20% 14g-44h 0.48 93.5 270° 23.5 17% 15g-45h 0.48 95.5 270° 23.4 17% 16g-29h 0.76 27.6 345° 26.6 19%


Rev: 3 May 27th, 2015 Page 77 of 104

17g-30h 0.78 28.0 60° 28.0 20% 18g-31h 0.89 62.4 70° 25.3 18% 19g-32h 0.92 63.6 70° 26.6 19% 20g-G 1.09 97.6 80° 62.3 46% 21g-H 1.08 98.9 80° 62.1 45% 22g-H 1.11 107.3 80° 59.3 43% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 165 1.57 4.1 b 139 1.45 3.4 c 113 1.31 2.8 d 100 1.24 2.5 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 37.4 114.6 120.5 18° 12.0 B 69.6 81.4 107.1 41° 13.1 C -28.7 108.9 112.6 -15° 14.8 D -63.8 6.6 64.1 -84° 6.8 E 100.5 8.6 100.9 85° 9.7 F 43.9 141.7 148.3 17° 6.8 G -90.1 134.2 161.6 -34° 8.4 H -34.5 116.2 121.2 -17° 6.6 ________________________________________________________________ Approximate natural periods Surge: 43 Sway: 59 secs


Rev: 3 May 27th, 2015 Page 78 of 104


Units in m & tonnes

DMSE 210 k ballast <50% MBL Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 3.0 knots Current Direction True: 130° Current Direction to Berth X-axis: 0° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -16.6 -0.4 0.1 FSRU Moves (min and max): 0.7 fwd -0.4 out 0.1° port 0.0 up -0.2 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 73.8 10° 33.9 27% 2h-B 0.53 72.3 10° 33.6 27% 4h-B 0.53 70.6 0° 28.8 23% 5h-C 0.48 68.9 20° 42.4 34% 6h-C 0.51 81.7 20° 40.2 32% 7h-C 0.51 80.7 20° 40.2 32% 11h-D 0.45 106.3 160° 42.9 35% 12h-D 0.45 104.8 160° 43.1 35% 13h-E 0.50 68.1 300° 26.9 22% 14h-E 0.51 70.3 300° 26.8 22% 15h-F 0.50 60.2 60° 35.8 29% 16h-F 0.50 60.7 60° 35.4 29% 17h-F 0.55 83.4 60° 32.2 26% 18h-F 0.55 83.8 60° 31.9 26% 19h-G 0.43 61.8 80° 40.1 32% 20h-G 0.42 60.1 80° 40.1 32% 21h-G 0.42 58.6 80° 39.9 32% 41h-E 0.58 98.5 300° 25.7 21% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 189 0.18 9.8 100% bb 185 0.18 9.7 100% cc 268 0.27 14.0 100% dd 287 0.29 14.9 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -16.4 -0.2 0.0 Q-Flex Moves (min and max): 1.0 fwd 0.3 inw 0.4° port 0.0 up -0.2 aft 1.5 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.20 113.3 10° 37.7 29% 2g-A 1.18 110.8 10° 38.4 28% 3g-A 1.20 115.9 10° 38.1 28% 4g-24h 0.99 45.6 170° 24.6 18% 5g-54h 0.98 42.6 170° 25.0 18% 6g-51h 0.96 48.8 10° 25.2 18% 7g-50h 0.96 50.7 10° 25.2 18% 12g-48h 0.39 99.5 110° 31.3 23% 13g-47h 0.39 96.9 110° 31.7 23% 14g-44h 0.48 93.5 295° 19.4 14% 15g-45h 0.48 95.5 295° 19.3 14% 16g-29h 0.76 27.6 345° 22.7 17% 17g-30h 0.78 28.0 60° 24.4 18% 18g-31h 0.89 62.4 65° 23.2 17% 19g-32h 0.92 63.6 70° 24.7 18%


Rev: 3 May 27th, 2015 Page 79 of 104

20g-G 1.09 97.6 80° 65.7 48% 21g-H 1.08 98.9 80° 65.7 48% 22g-H 1.11 107.3 80° 62.4 46% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 164 1.56 4.0 b 139 1.44 3.4 c 113 1.31 2.8 d 108 1.28 2.7 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 35.0 108.1 113.6 18° 11.3 B 61.3 72.5 95.0 40° 11.6 C -31.4 117.5 121.6 -15° 16.0 D -85.0 8.7 85.5 -84° 9.0 E 78.8 6.8 79.1 85° 7.6 F 39.5 129.1 135.0 17° 6.2 G -102.4 148.3 180.2 -35° 9.3 H -36.6 122.6 127.9 -17° 6.9 ________________________________________________________________ Approximate natural periods Surge: 43 Sway: 59 secs


Rev: 3 May 27th, 2015 Page 80 of 104


Units in m & tonnes

DMSE 210 k ballast <50% MBL Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 2.0 knots Current Direction True: 300° Current Direction to Berth X-axis: 170° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 5.2 -20.6 -6.0 FSRU Moves (min and max): 0.5 fwd -0.3 out 0.1° port 0.0 up -0.3 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 73.8 10° 33.9 27% 2h-B 0.53 72.3 10° 33.8 27% 4h-B 0.53 70.6 0° 30.6 25% 5h-C 0.48 68.9 20° 36.0 29% 6h-C 0.51 81.7 20° 34.6 28% 7h-C 0.51 80.7 20° 34.8 28% 11h-D 0.45 106.3 160° 34.0 27% 12h-D 0.45 104.8 160° 34.1 28% 13h-E 0.50 68.1 300° 33.2 27% 14h-E 0.51 70.3 300° 33.0 27% 15h-F 0.50 60.2 60° 37.5 30% 16h-F 0.50 60.7 60° 37.3 30% 17h-F 0.55 83.4 60° 34.2 28% 18h-F 0.55 83.8 60° 34.1 27% 19h-G 0.43 61.8 80° 35.6 29% 20h-G 0.42 60.1 80° 35.2 28% 21h-G 0.42 58.6 90° 34.9 28% 41h-E 0.58 98.5 300° 30.7 25% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 202 0.19 10.5 100% bb 198 0.19 10.3 100% cc 261 0.26 13.6 100% dd 277 0.28 14.4 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: 5.9 -10.6 -2.7 Q-Flex Moves (min and max): 0.8 fwd 0.3 inw 0.4° port 0.0 up -0.4 aft 1.6 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.20 113.3 10° 36.6 28% 2g-A 1.18 110.8 10° 37.4 27% 3g-A 1.20 115.9 10° 36.9 27% 4g-24h 0.99 45.6 0° 23.7 17% 5g-54h 0.98 42.6 10° 24.2 18% 6g-51h 0.96 48.8 10° 24.1 18% 7g-50h 0.96 50.7 10° 24.1 18% 12g-48h 0.39 99.5 110° 28.1 21% 13g-47h 0.39 96.9 110° 28.4 21% 14g-44h 0.48 93.5 270° 22.7 17% 15g-45h 0.48 95.5 270° 22.6 16% 16g-29h 0.76 27.6 350° 25.8 19% 17g-30h 0.78 28.0 60° 27.3 20% 18g-31h 0.89 62.4 70° 24.9 18% 19g-32h 0.92 63.6 70° 26.1 19%


Rev: 3 May 27th, 2015 Page 81 of 104

20g-G 1.09 97.6 80° 62.0 45% 21g-H 1.08 98.9 80° 61.8 45% 22g-H 1.11 107.3 80° 59.0 43% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 166 1.57 4.1 b 140 1.45 3.5 c 115 1.32 2.8 d 109 1.29 2.7 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 34.2 104.9 110.4 18° 11.0 B 63.0 73.5 96.8 41° 11.9 C -26.6 100.9 104.3 -15° 13.7 D -67.4 7.0 67.8 -84° 7.1 E 96.2 8.2 96.5 85° 9.3 F 42.3 136.5 142.9 17° 6.5 G -90.8 134.7 162.4 -34° 8.4 H -34.3 115.6 120.6 -17° 6.5 ________________________________________________________________ Approximate natural periods Surge: 43 Sway: 59 secs


Rev: 3 May 27th, 2015 Page 82 of 104


Units in m & tonnes

DMSE 210 k ballast <50% MBL Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 2.0 knots Current Direction True: 140° Current Direction to Berth X-axis: 10° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -7.2 -21.6 8.4 FSRU Moves (min and max): 0.6 fwd -0.3 out 0.1° port 0.0 up -0.3 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 73.8 10° 34.4 28% 2h-B 0.53 72.3 10° 34.1 28% 4h-B 0.53 70.6 0° 29.6 24% 5h-C 0.48 68.9 20° 40.6 33% 6h-C 0.51 81.7 20° 38.7 31% 7h-C 0.51 80.7 20° 38.7 31% 11h-D 0.45 106.3 160° 40.5 33% 12h-D 0.45 104.8 160° 40.6 33% 13h-E 0.50 68.1 300° 28.9 23% 14h-E 0.51 70.3 300° 28.7 23% 15h-F 0.50 60.2 60° 32.9 27% 16h-F 0.50 60.7 60° 32.6 26% 17h-F 0.55 83.4 60° 30.1 24% 18h-F 0.55 83.8 60° 29.9 24% 19h-G 0.43 61.8 80° 36.0 29% 20h-G 0.42 60.1 80° 35.9 29% 21h-G 0.42 58.6 80° 35.7 29% 41h-E 0.58 98.5 300° 27.3 22% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 184 0.18 9.6 100% bb 184 0.17 9.6 100% cc 283 0.29 14.8 100% dd 303 0.31 15.8 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -7.6 -12.8 3.4 Q-Flex Moves (min and max): 0.9 fwd 0.3 inw 0.4° port 0.0 up -0.3 aft 1.6 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.20 113.3 10° 37.5 28% 2g-A 1.18 110.8 10° 38.2 28% 3g-A 1.20 115.9 10° 37.8 28% 4g-24h 0.99 45.6 170° 24.4 18% 5g-54h 0.98 42.6 170° 24.7 18% 6g-51h 0.96 48.8 10° 24.6 18% 7g-50h 0.96 50.7 10° 24.6 18% 12g-48h 0.39 99.5 105° 30.4 22% 13g-47h 0.39 96.9 105° 30.8 22% 14g-44h 0.48 93.5 270° 20.6 15% 15g-45h 0.48 95.5 270° 20.6 15% 16g-29h 0.76 27.6 350° 23.4 17% 17g-30h 0.78 28.0 60° 25.3 18% 18g-31h 0.89 62.4 70° 23.8 17%


Rev: 3 May 27th, 2015 Page 83 of 104

19g-32h 0.92 63.6 70° 25.2 18% 20g-G 1.09 97.6 80° 61.3 45% 21g-H 1.08 98.9 80° 61.3 45% 22g-H 1.11 107.3 80° 58.3 43% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 171 1.60 4.2 b 144 1.47 3.6 c 117 1.33 2.9 d 103 1.26 2.6 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 34.8 107.4 112.9 18° 11.3 B 62.6 73.8 96.7 40° 11.9 C -30.1 112.9 116.8 -15° 15.4 D -80.2 8.2 80.6 -84° 8.5 E 84.2 7.2 84.5 85° 8.1 F 36.8 119.8 125.3 17° 5.7 G -92.4 135.1 163.7 -34° 8.5 H -34.2 114.5 119.5 -17° 6.5 ________________________________________________________________ Approximate natural periods Surge: 43 Sway: 59 secs


Rev: 3 May 27th, 2015 Page 84 of 104


Units in m & tonnes

DMSE 210 k ballast <50% MBL Static Analysis for Time: 1200 18 Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 0.75 knots Current Direction True: 40° Current Direction to Berth X-axis: -90° Wind Speed: 53 knots Wind Direction: All° True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -0.1 26.3 -0.4 FSRU Moves (min and max): 0.6 fwd -0.4 out 0.1° port 0.0 up -0.3 aft 0.2 inw -0.1° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B 0.54 73.8 10° 37.7 30% 2h-B 0.53 72.3 10° 37.5 30% 4h-B 0.53 70.6 0° 32.9 26% 5h-C 0.48 68.9 20° 42.4 34% 6h-C 0.51 81.7 20° 40.6 33% 7h-C 0.51 80.7 20° 40.8 33% 11h-D 0.45 106.3 160° 36.5 29% 12h-D 0.45 104.8 160° 36.7 30% 13h-E 0.50 68.1 300° 31.2 25% 14h-E 0.51 70.3 300° 31.0 25% 15h-F 0.50 60.2 60° 39.6 32% 16h-F 0.50 60.7 60° 39.3 32% 17h-F 0.55 83.4 60° 36.0 29% 18h-F 0.55 83.8 60° 35.7 29% 19h-G 0.43 61.8 80° 39.0 31% 20h-G 0.42 60.1 80° 38.7 31% 21h-G 0.42 58.6 80° 38.4 31% 41h-E 0.58 98.5 300° 29.3 24% ______________________________________________________________________ Berth Fender Thrust Compression Pressure Contact Area aa 180 0.17 9.4 100% bb 177 0.17 9.2 100% cc 254 0.25 13.2 100% dd 271 0.28 14.1 100% ________________________________________________________________ Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: -0.1 3.6 -0.3 Q-Flex Moves (min and max): 0.9 fwd 0.2 inw 0.4° port 0.0 up -0.4 aft 1.5 inw -0.2° stbd 0.0 up ______________________________________________________________________ Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A 1.20 113.3 10° 40.6 31% 2g-A 1.18 110.8 10° 41.5 30% 3g-A 1.20 115.9 10° 41.0 30% 4g-24h 0.99 45.6 170° 23.4 17% 5g-54h 0.98 42.6 5° 23.7 17% 6g-51h 0.96 48.8 10° 23.8 17% 7g-50h 0.96 50.7 10° 23.8 17% 12g-48h 0.39 99.5 110° 29.1 21% 13g-47h 0.39 96.9 110° 29.4 21% 14g-44h 0.48 93.5 290° 21.3 16% 15g-45h 0.48 95.5 290° 21.2 15% 16g-29h 0.76 27.6 345° 24.8 18% 17g-30h 0.78 28.0 60° 25.9 19% 18g-31h 0.89 62.4 70° 24.0 18%


Rev: 3 May 27th, 2015 Page 85 of 104

19g-32h 0.92 63.6 70° 25.4 19% 20g-G 1.09 97.6 80° 65.3 48% 21g-H 1.08 98.9 80° 65.2 48% 22g-H 1.11 107.3 80° 62.0 45% ______________________________________________________________________ STS Fender Thrust Compression Pressure a 162 1.56 4.0 b 138 1.44 3.4 c 113 1.31 2.8 d 103 1.26 2.6 ________________________________________________________________ Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A 37.9 116.5 122.5 18° 12.2 B 68.9 81.1 106.4 40° 13.0 C -31.3 118.5 122.5 -15° 16.1 D -72.4 7.5 72.8 -84° 7.7 E 90.8 7.8 91.1 85° 8.8 F 44.2 143.7 150.3 17° 6.8 G -99.2 145.3 175.9 -34° 9.1 H -36.2 121.7 127.0 -17° 6.9 ________________________________________________________________ Approximate natural periods Surge: 43 Sway: 59 secs


Rev: 3 May 27th, 2015 Page 86 of 104

Wind Rose for FSRU 151K and Ballasted Q-Flex 210K – STS Analysis for Time: 1200 18 Feb 2015 Remarks: DMSE 210 k ballast <50% MBL Water Level: 0.00 above datum Draft: 11.5 Trim: 0.0


Rev: 3 May 27th, 2015 Page 87 of 104

16. ANNEX FFF – FSRU MOORING ARRANGEMENT

Figure25. FSRU Mooring Arrangement – Forward

Figure26. FSRU Mooring Arrangement - Aft


Rev: 3 May 27th, 2015 Page 88 of 104

17. ANNEX GGG – CARGO HOSE CERTIFICATES


Rev: 3 May 27th, 2015 Page 89 of 104

18. ANNEX HHH - FIRE NOTICE

IN CASE OF FIRE “DO NOT HESITATE TO RAISE THE ALARM”

TERMINAL FIRE ALARM

At this Terminal the fire alarm signal is:

Alarm Case = Continuous alarm

Back to normal = One continuous alarm.

IN CASE OF FIRE

Sound one or more blasts of the ship’s whistle each blast of not less than second duration

supplemented by a continuous sounding of the general alarm system.

Contact the terminal: Walkie-talkie “VHF” communication channel 2 Provided by the EVTL

ACTION by SHIP

Fire on Your Ship:

Raise Alarm

Fight fire and prevent fire spreading

Inform Terminal

Cease all cargo operations and then close all valves

Standby disconnect hoses or arms

Bring engines and crew to standby, ready to unberth.

Fire on other ship or ashore:

Standby, and when in structed:


Disconnect hoses or arms

Bring engines and crew to standby, ready to unberth

ACTION by TERMINAL

Fire on a Ship:

Raise Alarm

Contact Ship


Standby disconnect hoses or arms

Standby to assist fire fighting

Inform all ships

Implement Terminal emergency plan

Fire ashore:

Raise alarm


Rev: 3 May 27th, 2015 Page 90 of 104


Fight fire and prevent fire spreading

If required standby to disconnect hoses or arms

Inform all ships

Implement Terminal emergency plan

IN THE CASE OF FIRE AT THE TERMINAL, TERMINAL PERSONNEL WILL DIRECT THE

MOVEMENT OF VEHICULAR TRAFFIC ASHORE.


Rev: 3 May 27th, 2015 Page 91 of 104

19. ANNEX JJJ - SAFETY REQUIREMENTS – MASTERS ACKNOWLEDGEMENT

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 cooperation and understanding on the safety requirements set out in

the Ship / Shore Safety Check List which are based on safe practices widely accepted by the LNG, oil

and tanker industries.

We expect you and all under your command to adhere strictly to these requirements throughout your

stay alongside this terminal and, for our part, we will ensure that our personnel do likewise and

cooperate 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 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, 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.

THERE CAN BE NO COMPROMISE WITH SAFETY.

Please acknowledge receipt of this letter by countersigning and returning the RECEIPT OF TERMINAL

REGULATIONS FOR VESSELS found in the next section.


Rev: 3 May 27th, 2015 Page 92 of 104

20. ANNEX KKK - RECEIPT OF TERMINAL REGULATION FOR VESSELS

To

MV/MT/LPG/C. ___________________________________ (Name of Vessel)

Dear Sir,

Please acknowledge the receipt for Terminal Regulations for Vessels by signing of this letter.

Signed ____________________________________ Master / Chief Officer

( _____________________________________ )

Date ___________________ Time _____________

Ship / Shore Safety Checklist

Rev: 3 May 27th, 2015 Page 93 of 104

21. ANNEX LLL - SHIP / SHORE SAFETY CHECK LIST

Ship Name:

Berth: Port: _________________

Date of Arrival: Time of Arrival:

INSTRUCTION FOR COMPLETION:

The safety of operations requires that all relevant statements are considered and the associated

responsibility and accountability for compliance are accepted, either jointly or singly. Where either party

is not prepared to accept an assigned accountability, a comment must be made in the ‘REMARKS’

column and due consideration should be given to assessing whether operation can proceed. Where a

particular item is considered not to be applicable to the ship, the terminal or to the planned operation, a

note to this effect should be inserted in the ‘Remarks’ column.

A box in the columns 'ship' and 'terminal' indicates that checks should be carried out by the party

concerned.

The presence of the letter A, P or R in the column 'Code' entitled ‘Code’ indicates the following:

A – (“Agreement’).This indicates an agreement or procedure that should be identified in the “Remarks’

column of this 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 permission of the appropriate authority

R- (Recheck). This indicates items to be rechecked at appropriate intervals, as agreed between both

parties, at periods stated in the declaration

The joint declaration should not be signed until both parties have checked and accepted their assigned

responsibilities and accountabilities.


Rev: 3 May 27th, 2015 Page 94 of 104

PART ‘A’ – BULK LIQUID GENERAL – PHYSICAL CHECKS

Bulk Liquid - General Ship Terminal Code Remarks

1. There is safe access between the ship and shore.

R

2. The ship is securely moored. R

3. The agreed ship/shore communication system is operative.

A R

System ................…. Back up system ……...

4. Emergency towing-off pennants are correctly rigged and positioned.

R

5. The ship’s fire hoses and fire-fighting equipment is positioned and ready for immediate use.

R

6. The terminal’s fire-fighting equipment is positioned and ready for immediate use.

R

7. The ship’s cargo and bunker hoses, pipelines and manifolds are in good condition, properly rigged and appropriate for the service intended.

8. The terminal’s cargo and bunker hoses/arms are in good condition, properly rigged and appropriate for the service intended.

9. The cargo transfer system is sufficiently isolated and drained to allow safe removal of blank flanges prior to connection.

10. Scuppers and save alls on board are effectively plugged and drip trays are in position and empty.

R

11. Temporarily removed scupper plugs will be constantly monitored.

R

12. Shore spill containment and sumps are correctly managed.

R

13. The ship’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

14. The terminal’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

15. All cargo, ballast and bunker tank lids are closed.


Rev: 3 May 27th, 2015 Page 95 of 104


16. Sea and overboard discharge valves, when not in use, are closed and visibly secured.

17. All external doors, ports and windows in the accommodation, stores and machinery spaces are closed. Engine room vents may be open.

R

18. The ship’s emergency fire control plans are 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 Terminal Code Remarks

19. Fixed IGS pressure and oxygen content recorders are working.

R

20. All cargo tank atmospheres are at positive pressure with oxygen content of 8% or less by volume

P R

PART ‘B’ – BULK LIQUID GENERAL – VERBAL VERIFICATION


21. The ship is ready to move under its own power.

P R

22. There is an effective deck watch in attendance on board and adequate supervision of operations on the ship and in the terminal.

R

23. There are sufficient personnel on board and ashore to deal with an emergency.

R

24. The procedures for cargo, bunker and ballast handling have been agreed

A R

25. The emergency signal and shutdown procedure to be used by the ship and shore have been explained and understood

A

26. Material safety data sheets (MSDS) for the cargo transfer have been exchanged where requested.

P R

27. The hazards associated with toxic substances in the cargo being handled have been identified and understood.

H2S Content ..........…

Benzene Content .…..


Rev: 3 May 27th, 2015 Page 96 of 104


28. An International Shore Fire Connection has been provided.

29. The agreed tank venting system will be used.

A R

Method …...................

30. The requirements for closed operations have been agreed.

R

31. The operation of the P/V system has been verified.

32. Where a vapour return line is connected, operating parameters have been agreed.

A R

33. Independent high level alarms, if fitted, are operational and have been tested.

A R

34. Adequate electrical insulating means are in place in the ship/shore connection.

A R

35. Shore lines are fitted with a non-return valve or procedures to avoid ‘back filling’ have been discussed.

P R

36. Smoking rooms have been identified and smoking requirements are being observed.

A R

Nominated smoking rooms:..............….

37. Naked light regulations are being observed.

A R

38. Ship/shore telephones, mobile phones and pager requirements are being observed.

A R

39. Hand torches (flashlights) are of an approved type.

40. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.

41. Portable VHF/UHF transceivers are of an approved type.

42. The ship’s main radio transmitter aerials are earthed and radars are switched off.

43. Electric cables to portable electrical equipment within the hazardous area are disconnected from power.

44. Window type air conditioning units are disconnected.


Rev: 3 May 27th, 2015 Page 97 of 104


45. Positive pressure is being maintained inside the accommodation. And air conditioning intakes which may permit the entry of cargo vapours are closes.

46. Measures have been taken to ensure sufficient mechanical ventilation in the pump room.

R

47. There is provision for an emergency escape.

48. The maximum wind and swell criteria for operations has been agreed.

A

Stop cargo at: ..........kts.. Disconnect at: ..........kts.. Un-berth at: ..........kts.

49. Security protocols have been agreed between the Ship Security Officer and the Port Facility Security Officer, if appropriate.

A

50. Where appropriate, procedures have been agreed for receiving nitrogen supplied from shore, either for inserting or purging ship’s tanks, or for line cleaning into the ship.

A P

If the ship is fitted, or is required to be fitted, with inert gas system (IGS) the following statements should be addressed:

Inert gas system Ship Terminal Code Remark

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 level in pressure/vacuum

Breakers and correct.

R

54 The fixed and portable oxygen

analysers have been calibrated and

are working properly.

R

55. All the individual tank IG valves (if fitted) are correctly set and locked.

R

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.

If the ship is fitted with a crude Oil washing (COW) system, and intend to crude oil wash, the following statements should be addressed:


Rev: 3 May 27th, 2015 Page 98 of 104

Crude Oil Washing Ship Terminal Code Remark

57. The Pre-Arrival COW check-list, 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

If the ship is planning to tank clean alongside, the following statements should be addressed:

Tank Cleaning Ship Terminal Code Remark

59. Tank cleaning operations are planned during the ship’s stay alongside the shore installation.

Yes/No* Yes/No*

60. If yes the procedures and approval for tank cleaning have been agreed.

61. Permission has been granted for gas freeing operations.

Yes/No* Yes/No*

*Delete Yes or No as appropriate

PART ‘C’ – Bulk Liquid Chemicals –Verbal Verification

Bulk Liquid Chemical Ship Terminal Code Remark

1. Material Safety Data Sheet are available giving the necessary data for the safe handling of the cargo.

2. A manufacturer’s inhibition certificate, Where applicable, has been provided.

P

3. Sufficient protective clothing and equipment (including self-contained breathing apparatus) is ready for immediate use and is suitable for the product being handling.

4. Countermeasures against accidental personal contact with the cargo have been agreed

5. The cargo handling rate is compatible with the automatic shutdown system, if in use.

A

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


Rev: 3 May 27th, 2015 Page 99 of 104

Bulk Liquid Chemical Ship Terminal Code Remark

10 Cargo handling is being performed with the permanent installed pipeline system.

P

11. Where appropriate procedures have been agreed for receiving nitrogen supplied from shore, either for inerting or purging ship’s tanks, or for line cleaning into ship.

A P

PART ‘D’ – BULK LIQUEFIED GASES - VERBAL VERIFICATION

Bulk Liquefied Gases Ship Terminal Code Remarks

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.

P

3. The water spray system is ready for immediate use.

4. There is sufficient protective equipment (including self-contained breathing apparatus) and protective clothing ready for immediate use.

5. Hold and inter-barrier spaces are properly inerted or filled with dry air, as required.

6. All remote control valves are in working order.

7. The required cargo pumps and compressors are in good order, and the maximum working pressures have been agreed between ship and shore.

A

8. Re-liquefaction or boil off control equipment is in good order.

9. The gas detection equipment has been properly set for the cargo, is calibrated has been tested and inspected and is in good order.

10. Cargo system gauges and alarms are correctly set and in good order.

11. Emergency shutdown systems have been tested and are working properly.

12. Ship and shore have informed each other of the closing rate of ESD valves, automatic valves or similar devices.

A

Ship ..........………….

Shore .........………….


Rev: 3 May 27th, 2015 Page 100 of 104

Bulk Liquefied Gases Ship Terminal Code Remarks

13. Information has been exchanged between ship and shore on the maximum/minimum temperatures/ pressures of the cargo to be handled.

A

14. Cargo tanks are protected against inadvertent overfilling at all times while any cargo operations are in progress.

15. The compressor room is properly ventilated; the electrical motor room is properly pressurised and the alarm system is working.

16. Cargo tank relief valves are set correctly and actual relief valve settings are clearly and visibly displayed. (Record settings bellow.)

Tank No 1 Tank No 5 Tank No 8 Tank No 2 Tank No 6 Tank No 9 Tank No 3 Tank No 7 Tank No 10 Tank No 4 DECLARATION We, the undersigned, have checked the above items in Parts A and B, and where appropriate, Part C or D, in accordance with the instructions 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 coded ‘R’ in the Check List should be re-checked at intervals not exceeding ____ hours.

If to our knowledge the status of any item changes, we will immediately inform the other party.

For Ship For Shore

Name………………………………….. Rank…………………………………… Signature……………………………... Date……………………………………. Time……………………………………

Name………………………………… Position or Title…………………… Signature……………………………. Date…………………………………… Time……………………………………


Rev: 3 May 27th, 2015 Page 101 of 104

Record of repetitive checks:

Date:

Time:

Initials for Ship:

Initials for Shore:

Date:

Time:

Initials for Ship:

Initials for Shore:

Date:

Time:

Initials for Ship:

Initials for Shore:


Rev: 2 March 1st , 2015 Page 102 of

104

22. ANNEX MMM - RECEIPT OF WALKIE TALKIE

The Ship / Shore Representative: ____________________________

Dear Sir

For effective communication with shore during Ship Loading / Unloading, a Walkie-talkie is being issued

to you in good working condition. Please sign a copy of this letter to acknowledge receipt of Walkie-

talkie and return it back after Loading / Unloading operations.

Transceiver Identification Number __________, Channel # 02

Person to contact: Loading Master / CCR / Jetty Operator EETL

For Receipt:

Signed ______________________________________

(Ship / Shore) Representative

( _____________________________________ )

Date ___________________ Time ________________

Returned back

Signed ____________________________________

(Ship / Shore) Representative

( _____________________________________ )

Date ___________________ Time __________Vessel: __________________________

Product: LNG Date: _______________ Time: ______________



104

23. ANNEX NNN – TERMINAL PASSES

S.No. Name Time In Time Out Reason ID # Sign

1

2

3

4

5

6

7

8

9

10

11

12

Signed _____________________

___________________________

( ___________________________ ) (

__________________________ )

Master / Chief Officer Date & Time

Terminal Representative Date & Time

Note: Ship crew to show shore passes & necessary documents before leaving/entering the terminal,

photocopies to be attached.



104

24. ANNEX OOO – OPERATIONS AND EMERGENCY ARRANGEMENT

OPERATIONS AND EMERGENCY ARRANGEMENT

Name of Vessel: FSRU / LNGC:__________________________ Arrival Date: _________________

Product: LNG or GNG Loading / Unloading B/L: _____________ M3 MMSCF:

To : Shore by pipeline: to SSGC transmission system via Engro Elengy Terminal, LTC

From: Ship’s Tank(s): _______________________________________________________________

Loading arm connected to Ship line & Connection Size: ____________________________________

Shore line & Connection Size: ___________24 * 1 & 12” * 1 (300 NS Class 900)

Sr.

# Parameters Shore Ship Agreed

1 Max. back pressure 1200 psig / 82.76 barg

2 Max. flow rate 690 MMSCFD

3 Initial flow rate 50 MMSCFD

4 Initial flow for

Until go ahead received

from Shore

5 Product temp.

41.0°F to 100°F / 5.0°C

to 37.8°C

6 Pump type N/A Centrifugal

7 Pump Shutoff pressure

8 Standby time for stop

pumping 24 hrs

9 Hot gassing provide by Ship

Loading arm will be emptied by nitrogen to Ship.

Remarks

___________________________________________________________________________

_________________________________________________________________________________

__

* Please Note Terminal nitrogen supply pressure is 12 bar.

* Ship / Shore Safety Checklist must be completed before Loading / Unloading.

Emergency Shutdown If the emergency arises Shore / Ship emergency trip button must be activated.

Ship : ESD button location: ________________ ESD valve closing time: _______ sec

Shore: ESD button location: ____Jetty head___ ESD valve closing time: _______ sec

Signed ______________________________

________________________________

( _____________________________ ) (

___________________________ )

Master / Chief Officer Terminal Representative

Date: ________/___________/__________ Time:

___________________________

Documents

TERMINAL REGULATIONS - Pakistan State Oilpsopk.com/suppliers/pdf/Engro-Elengy-Terminal-Regulation-Booklet... · Terminal Regulations for Vessels & Receipt Rev: ... for LNG Carriers