Prigorodnoye Export Terminal Port Regulations.pdf - Inchcape ...

Classification: RESTRICTED BM Code: EP.14.03.01.09
Issue Purpose Approved for Use March, 2007
Sakhalin Energy Investment Company Ltd.
PRIGORODNOYE EXPORT TERMINAL
PORT REGULATIONS
Портовые правила терминала отгрузки в п. Пригородное
Document Number: 0000-S-90-01-P-0207-00-E
Revision 01
The copyright of this document is vested in Sakhalin Energy Investment Company LTD. All rights reserved.
Neither the whole nor any part of this document may be reproduced, stored in any retrieval system or transmitted in
any form or by any means (electronic, mechanical, reprographic, recording or otherwise) without the prior written
consent of the copyright owner. The contents of this controlled document shall not be altered without formal
approval of the document Custodian.

Prigorodnoye Export Terminal Port Regulations Rev 01
CONTENT
1 INTRODUCTION...........................................................................................................................................9
1.1 PURPOSE ..............................................................................................................................................................9
1.2 SCOPE...................................................................................................................................................................9
1.3 TERMINOLOGY .................................................................................................................................................9
1.4 USER NOTES .........................................................................................................................................................9
2 RISKS AND CONTROLS..............................................................................................................................9
2.1. RISKS.............................................................................................................................................................9
2.2. CONTROLS ....................................................................................................................................................9
2.2.1 Performance Monitoring .................................................................................................................................... 9
2.2.2 Review and Improvement................................................................................................................................. 10
3 RESPONSIBILITIES ...................................................................................................................................10
3.1 SEIC LOGISTICS MANAGER ..............................................................................................................................10
3.2 SEIC MARINE MANAGER ..................................................................................................................................10
4 REFERENCES..............................................................................................................................................10
5 TERMINAL AND OPERATIONS ..............................................................................................................11
5.1 CONDITIONS OF USE..........................................................................................................................................11
5.2 DEFINITIONS .....................................................................................................................................................11
5.3 DESCRIPTION OF THE PRIGORODNOYE LOADING FACILITY ..............................................................................13
5.4 GENERAL PORT INFORMATION..........................................................................................................................13
5.4.1 Location............................................................................................................................................................ 13
5.4.2 Terminal Limits................................................................................................................................................ 13
5.5 NAVIGATION CHARTS.........................................................................................................................................14
5.6 LNG LOADING JETTY – SPECIFIC INFORMATION ............................................................................................14
5.7 CRUDE OIL TANKER LOADING UNIT (TLU) – SPECIFIC INFORMATION..........................................................14
5.8 TRANSIT ANIVA BAY ..........................................................................................................................................15
5.9 ANCHORAGES .....................................................................................................................................................15
5.10 APPROACH TO THE TERMINAL..........................................................................................................................16
5.11 BERTHING..........................................................................................................................................................16
5.12 PILOTAGE ..........................................................................................................................................................16
5.13 PILOT BOARDING AREA ....................................................................................................................................16
5.14 ICE PERIOD ........................................................................................................................................................16
5.15 ACCOMMODATION FOR PILOTS ........................................................................................................................17
5.16 DUTY PILOT.......................................................................................................................................................17
5.17 OFFSHORE SECURITY ZONE..............................................................................................................................17
5.18 TUGS ..................................................................................................................................................................17
5.19 TUG REQUIREMENTS – LNG TANKERS............................................................................................................18
5.20 TUG REQUIREMENTS – CRUDE OIL TANKERS .................................................................................................18
5.21 STAND-BY TUG...................................................................................................................................................18
5.22 SECURITY...........................................................................................................................................................18
5.23 RUSSIAN FEDERAL AND LOCAL REGULATIONS. ................................................................................................18
5.24 LOCAL TIME ZONE.............................................................................................................................................20
5.25 HEALTH AND SANITATION ISSUES.....................................................................................................................20
5.25.1 Asian Gypsy Moth certification ....................................................................................................................... 20
6 COMMUNICATIONS..................................................................................................................................20
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6.1 TERMINAL COMMUNICATIONS ..........................................................................................................................20
7 SEA ICE.........................................................................................................................................................20
7.1 ICE MANAGEMENT .............................................................................................................................................21
7.2 ICE BREAKERS.....................................................................................................................................................21
7.3 ICE PILOT ............................................................................................................................................................21
7.4 ICE FORECASTING ..............................................................................................................................................21
7.5 ICE PASSPORT.....................................................................................................................................................21
7.6 CERTIFICATE OF ENGINE POWER......................................................................................................................22
7.7 PROPELLER TIP IMMERSION..............................................................................................................................22
7.8 WINTERISATION .................................................................................................................................................22
8 WEATHER....................................................................................................................................................25
8.1 WEATHER CONDITIONS .....................................................................................................................................25
8.2 WEATHER SEASONS............................................................................................................................................25
8.3 WINDS ................................................................................................................................................................26
8.4 SEAS AND WAVE HEIGHT..................................................................................................................................26
8.5 CURRENT ...........................................................................................................................................................26
8.6 TIDE ...................................................................................................................................................................26
8.7 REDUCED VISIBILITY ........................................................................................................................................26
8.8 ADVERSE WEATHER PROCEDURES...................................................................................................................27
9 POLLUTION AND ENVIRONMENT........................................................................................................29
9.1 GENERAL ............................................................................................................................................................29
9.2 AVOIDANCE OF POLLUTION ...............................................................................................................................29
9.3 BALLAST .............................................................................................................................................................29
9.4 AIR POLLUTION..................................................................................................................................................30
9.5 WASTE MANAGEMENT.....................................................................................................................................30
9.6 NOX AND SOX.................................................................................................................................................30
10 GENERAL INFORMATION.......................................................................................................................31
10.1 SHORE LEAVE..................................................................................................................................................31
10.2 VISITORS TO THE SHIP/PLANT .........................................................................................................................31
10.3 CREW CHANGE/REPATRIATION.......................................................................................................................31
10.4 MEDICAL FACILITIES.......................................................................................................................................31
10.5 SHIPS STORES ...................................................................................................................................................31
10.6 BUNKERING.......................................................................................................................................................31
10.7 SOURCES OF IGNITION......................................................................................................................................32
10.8 FISHING.............................................................................................................................................................32
10.9 WORKING HOURS .............................................................................................................................................32
10.10 COURTESY FLAG..............................................................................................................................................32
11 GENERAL MOORING/UNMOORING PROCEDURES.........................................................................32
11.1 GENERAL ..........................................................................................................................................................32
12 CRUDE OIL TANKER OPERATIONS AT THE TANKER LOADING UNIT (TLU).........................33
12.1 TANKER LOADING UNIT....................................................................................................................................33
12.2 HYDROGEN SULPHIDE (H2S) AND OXYGEN (O2) CONTENT IN CARGO TANKS VAPOURS .............................34
12.3 COMMUNICATIONS..........................................................................................................................................34
12.3.1 Pre Arrival Messages...................................................................................................................................... 34
12.3.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival)............................................................................... 35
12.3.3 Update ETA..................................................................................................................................................... 35
12.3.4 48 Hours Prior to Arrival................................................................................................................................. 35
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12.3.5 24 hours prior to arrival.................................................................................................................................. 35
12.3.6 6 Hours before arrival..................................................................................................................................... 36
12.3.7 Contact with Prigorodnoye Marine Terminal................................................................................................... 36
12.3.8 Contact with Prigorodnoye Pilot ...................................................................................................................... 36
12.3.9 Departure Communications.............................................................................................................................. 36
13 TANK LOADING UNIT LOADING HOSE ..............................................................................................36
13.1 SUMMER HOSE.................................................................................................................................................36
13.2 WINTER HOSE .................................................................................................................................................36
14 TANK LOADING UNIT MOORING HAWSER......................................................................................37
14.1 SUMMER HAWSER ............................................................................................................................................38
14.2 WINTER HAWSER .............................................................................................................................................38
14.3 HAWSER CONNECTION ....................................................................................................................................38
15 TLU BERTHING PROCEDURE ................................................................................................................39
15.1 PRE ARRIVAL PREPARATIONS..........................................................................................................................39
15.2 ANCHORS ..........................................................................................................................................................39
15.3 MANIFOLD ........................................................................................................................................................39
15.4 BOW LOADING...................................................................................................................................................40
16 TLU BERTHING APPROACH...................................................................................................................40
17 TLU MOORING BOAT ...............................................................................................................................40
18 TLU PULL BACK TUG...............................................................................................................................40
19 TLU MOORING PROCEDURE .................................................................................................................40
20 TLU HOSE CONNECTION ........................................................................................................................42
20.1 SUMMER..............................................................................................................................................................42
20.2 WINTER...............................................................................................................................................................43
21 TLU SAFETY CHECKS ..............................................................................................................................43
22 TLU PRE-LOADING CONFERENCE.......................................................................................................43
23 TLU LOADING.............................................................................................................................................44
23.1 AVOIDANCE OF SURGE PRESSURE .....................................................................................................................44
24 TLU OIL SPILL PRECAUTIONS..............................................................................................................45
24.1 EQUIPMENT IN THE HOSE...........................................................................................................................45
24.1.1 Construction ................................................................................................................................................... 45
24.1.2 Breakaway Coupling ...................................................................................................................................... 45
24.1.3 Surge Tank ..................................................................................................................................................... 45
24.1.4 Pressure Recorder........................................................................................................................................... 46
24.2 SHIPBOARD WATCHKEEPERS.....................................................................................................................46
24.2.1 Forecastle Watch............................................................................................................................................ 46
24.2.2 Manifold Watch.............................................................................................................................................. 46
24.2.3 LOADING MASTER AND ASSISTANT ..............................................................................................................46
24.2.4 Tugs and Support Boats ................................................................................................................................. 47
25 TLU COMPLETION OF LOADING..........................................................................................................47
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25.1 HOSE DISCONNECTION.....................................................................................................................................47
25.2 CARGO DOCUMENTATION AND SAMPLES..........................................................................................................48
25.3 UNMOORING ......................................................................................................................................................48
26 LIQUEFIED NATURAL GAS (LNG) TANKER OPERATIONS ...........................................................48
26.1 COMMUNICATIONS ...........................................................................................................................................48
26.1.1 Pre Arrival Messages...................................................................................................................................... 49
26.1.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival). ............................................................................. 49
26.1.3 Update ETA.................................................................................................................................................... 49
26.1.4 48 Hours Prior to Arrival................................................................................................................................ 49
26.1.5 24 hours prior to arrival.................................................................................................................................. 50
26.1.6 6 Hours before arrival..................................................................................................................................... 50
26.1.8 Contact with Prigorodnoye Pilot .................................................................................................................... 50
26.1.9 Departure Communications............................................................................................................................ 50
26.2 LNG VAPOUR RETURN TO SHORE AND PROHIBITION OF GAS BURNING ALONGSIDE ...................................50
27 LNG VESSEL MOORING OPERATIONS................................................................................................51
27.1 MOORING............................................................................................................................................................51
27.2 EMERGENCY FIRE/TOWING WIRES..................................................................................................................51
27.3 VESSEL MOVING OUT OF POSITION WHILST ALONGSIDE................................................................................52
28 LNG PRE LOADING OPERATIONS ........................................................................................................52
28.1 GANGWAY.........................................................................................................................................................52
28.2 CONNECTING ESD/COMMUNICATIONS CABLES .............................................................................................52
28.3 MOORING INTEGRITY & SAFETY CHECKS......................................................................................................52
28.4 CONNECTING LOADING ARMS .........................................................................................................................52
28.5 PRE LOADING MEETING ..................................................................................................................................53
28.6 PRESSURE TEST & PURGING OF LOADING ARMS ...........................................................................................53
28.7 WATER CURTAIN..............................................................................................................................................54
28.8 GAUGING...........................................................................................................................................................54
28.9 ESD TESTS .......................................................................................................................................................54
29 LNG CARGO HANDLING..........................................................................................................................55
29.1 NORMAL LOADING ...........................................................................................................................................55
29.2 COOLDOWN.......................................................................................................................................................55
29.3 BULK LOADING & TOPPING OFF.....................................................................................................................56
29.4 DRAINING & INERTING OF LOADING ARMS....................................................................................................56
29.5 VESSELS ARRIVING IN THE INERTED CONDITION............................................................................................57
29.6 RE-GASIFICATION & COOLDOWN....................................................................................................................57
29.7 SINGLE ARM COOLDOWN ................................................................................................................................57
29.8 DRAINING AND INERTING OF LOADING ARMS................................................................................................57
30 LNG POST LOADING OPERATIONS......................................................................................................58
30.1 GAUGING...........................................................................................................................................................58
30.2 POST DISCHARGE MEETING AND DOCUMENTATION ........................................................................................58
30.3 REMOVAL OF GANGWAY..................................................................................................................................58
31 SAFETY AND EMERGENCY PROCEDURES APPLICABLE TO BOTH LNG/TLU OPERATIONS
58
31.1 RESPONSIBILITIES ............................................................................................................................................58
31.2 SAFETY ALONGSIDE .........................................................................................................................................59
31.3 COMMUNICATIONS ...........................................................................................................................................59
31.3.1 LNG Communications.................................................................................................................................... 60
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31.3.2 Tanker Loading Unit Communications ........................................................................................................... 61
31.3.3 Communications with Stand-by Tug ............................................................................................................... 61
31.4 SHIP SHORE SAFETY CHECKLIST.....................................................................................................................61
31.5 Fire Prevention .................................................................................................................................................. 61
31.6 SHORE FIRE-FIGHTING EQUIPMENT................................................................................................................62
31.7 SHIP’S FIRE-FIGHTING EQUIPMENT.................................................................................................................62
31.8 MAIN ENGINE READINESS................................................................................................................................62
31.9 TESTING MAIN ENGINES ..................................................................................................................................62
31.10 HOT WORK ......................................................................................................................................................63
31.11 EMERGENCY TOWING WIRES.........................................................................................................................63
31.12 JETTY ACCESS & SAFETY REQUIREMENTS....................................................................................................63
31.13 EMERGENCY RESPONSE ..................................................................................................................................63
31.14 INCIDENTS ONBOARD SHIPS...........................................................................................................................63
31.14.1 Fire/Explosion Onboard a Tanker ................................................................................................................ 64
31.14.2 Oil spill from Tanker.................................................................................................................................... 65
31.14.3 Uncontrolled release of LNG from Tanker/Jetty.......................................................................................... 65
31.14.4 Man overboard Incident ............................................................................................................................... 65
31.14.5 Other ship related incidents.......................................................................................................................... 66
31.14.6 Cold weather and ice transit incidents.......................................................................................................... 66
31.14.7 Terminal Incidents........................................................................................................................................ 66
APPENDIX 1 - PILOT BOARDING REQUIREMENTS. ................................................................................69
APPENDIX 2 – RUSSIAN REGULATIONS AFFECTING THE PORT OF PRIGORODNOYE. ..................69
APPENDIX 2 – RUSSIAN REGULATIONS AFFECTING THE PORT OF PRIGORODNOYE. ..................70
APPENDIX 3 - UK STANDARD TERMS & CONDITIONS FOR TOWAGE & OTHER SERVICES. .....78
APPENDIX 4 - TERMINAL MARINE CRAFT - GENERAL PARTICULARS. ..........................................82
APPENDIX 5 - MOORING PROCEDURES LNG JETTY..............................................................................83
APPENDIX 6 - CONDITIONS OF USE (COU).................................................................................................84
APPENDIX 7 - SHIP SHORE SAFETY CHECK LIST....................................................................................86
APPENDIX 8 - SAFETY LETTER AND ACKNOWLEDGEMENT OF PORT REGULATIONS. ............92
APPENDIX 9 - LNG JETTY FIRE-FIGHTING EQUIPMENT. ....................................................................93
APPENDIX 10 - SMOKING AREA NOTICE. .................................................................................................94
APPENDIX 11 - ENVIRONMENTAL PROTECTION. .................................................................................95
APPENDIX 12 – RUSSIAN REGULATIONS GENERAL DECLARATION. ...................................................99
APPENDIX 13 – HIGH FLOW RATES. ..............................................................................................................100
APPENDIX 14 – REQUEST FOR BERTHING ASSISTANCE.........................................................................101
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Prigorodnoye Export Terminal Port Regulations Rev 01
1 Introduction
1.1 Purpose
The purpose of this document is to provide guidance for vessels whilst operating in the area of
Prigorodnoye export terminal.
1.2 Scope
The scope of these procedures are applicable to all SEIC employees, it’s contractors, and
service providers and to all tankers visiting the Prigorodnoye LNG or Tanker Loading Unit (TLU)
export terminal .
1.3 Terminology
TERM
MEANING
Shall
Should
May
Indicates a mandatory course of action.
Indicates a preferred course of action.
Indicates a permitted course of action.
1.4 User Notes
The requirements of this document are either mandatory, preferred or permitted, as specified.
Non-compliance shall be authorised using the deviation procedure described in Chapter 10 of
the Corporate Document Control Procedure (0000-S-90-01-P-0078-00-E).
A controlled copy of the current version of this document to available to permitted SEIC sources,
located in LiveLink and is available via the Sakhalin Energy website. Before using this document
it is the users responsibility to ensure that any hard or electronic copy is current. The Document
Custodian should be contacted for assistance and any feedback.
2 Risks and Controls
2.1. Risks
The risks associated with these regulations are those of marine collision, fire, environmental
pollution and disruption to export facilities for both crude oil and LNG from Prigorodnoye export
terminal.
2.2. Controls
2.2.1 Performance Monitoring
Compliance with this procedure shall be monitored through periodic and random site
inspections, vessel inspections and audits.
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2.2.2 Review and Improvement
Any user of this document who encounters a mistake or confusing entry is requested to
immediately notify the Document Custodian. Any vessel may pass such issues to SEIC
via the Loading Master at the terminal.
This document shall be reviewed as necessary by the Document Custodian at SEIC, but
at least once every 3 years. Triggers for full or partial review may include:
• Emerging/growing HSE concerns in specific areas.
• Incident investigations which identify shortfalls in this procedure.
• Changing Company activities and locations.
• New hazards or activities not considered in this procedure.
• Introduction of new legislation or rules and regulations.
3 Responsibilities
3.1 SEIC Logistics Manager
The SEIC Logistics Manager is accountable for all logistics activities conducted with Sakhalin
Energy including contracted marine services.
3.2 SEIC Marine Manager
The SEIC Marine Manager is responsible for the management of all marine activities on behalf
of the Company, and for monitoring compliance with these procedures. He is also responsible
for encouraging compliance by liaison visits to the Tanker Loading Unit and LNG terminal
facilities, service providers, SEIC contractors, operators and vessels. He will arrange for liaison
visits and audits to ensure compliance with Shell Group standards.
For visiting vessels the point of contact will be via the Loading Master or the terminal
communications address.
4 References
Other applicable documents which should be read or referenced in conjunction with this document
include:
Corporate Document Control Procedure
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5 Terminal and Operations
5.1 Conditions of Use
Masters of all ship’s using the Prigorodnoye export terminal will be required to sign a copy
of the Conditions of Use (COU) in acknowledgement of the ship’s responsibilities and liabilities
whilst using the port. A copy of the COU can be found in Appendix 6.
These port regulations comply with the requirements of SEIC HSSE management system.
5.2 Definitions
Within these regulations the words and expressions used have the following meanings:
Approved Equipment means equipment of a design that has been tested and approved by
an appropriate authority such as a government department or classification society. The
authority shall have certified the equipment as safe for use in a specified hazardous
atmosphere.
Authorised Craft means any tug, barge, water boat or launch authorised by the Marine
Manager of the Prigorodnoye export terminal, or his authorised deputy, to operate at
Prigorodnoye export terminal and which complies with the safety requirements of the terminal
Common Facility Shift Supervisor means shore person responsible for day to day activities in
the shore storage and loading area and is also responsible for activities associated with shore
loading and connection.
Company means Sakhalin Energy Investment Company Ltd (SEIC).
Gas Free means a tank, compartment or container is gas-free when sufficient fresh air has been
introduced into it to lower the levels of any flammable, toxic or inert gases to those required for a
specific purpose, e.g. hot work, entry, etc., and has been certified for that purpose by an
authorised person.
Hot Work means work involving sources of ignition or temperatures sufficiently high to cause
the ignition of a flammable gas mixture. This includes any work requiring the use of welding,
burning or soldering equipment, blow torches, power-driven tools, portable electrical equipment
which is not intrinsically safe or contained within an approved explosion-proof housing,
sandblasting, grinding, or internal combustion engine.
Inert Condition refers to an ‘inerted’ space on board a tanker where the oxygen content of the
atmosphere throughout the space has been reduced to below 8% by volume, by the addition of
an inert gas.
Inert Gas means a gas such as Nitrogen or Carbon Dioxide, or a mixture of flue gases,
containing insufficient oxygen to support the combustion of hydrocarbons.
ISGOTT means the International Safety Guide for Oil Tankers and Terminals in its latest edition.
LNG terminal is the terminal facility in the port of Prigorodnoye for the loading and export of
liquefied natural gas.
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Loading Master means the person responsible, on behalf of the terminal, for pilotage, mooring
operations, connection and disconnection of loading arms and all other activities associated with
the loading of vessels. The individual is Pilot, Berthing and Loading Master and may also
act as Ice Pilot.
Master means the Captain of a ship or his duly authorised deputy or any person who for the time
being is in charge of the vessel.
Marine Rota means the competent marine person on- call.
Naked Lights means open flames or fires, exposed incandescent material or any other
unconfined source of ignition.
Offshore Security Zone or terminal limits means the area of the sea bounded by the onshore
security perimeter markers and the East and West offshore terminal limit marker buoys and
includes both the TLU and LNG jetty. See port limits 5.3 Diagram A.
Operations means the loading, discharging and transfer of LNG, crude oil, ballasting/deballasting,
gas-freeing, purging and tank-cleaning and any other activity associated with the
handling of bulk petroleum or hydrocarbon derivatives.
Owner(s) means the owner(s), disponent owner(s), managers and those acting on behalf of
owners of any vessel or tanker.
TLU means the Prigorodnoye Tanker Loading Unit for crude oil export. This is a single point
mooring unit.
Terminal means the Prigorodnoye export terminal, its LNG and crude oil loading terminal, its
berths and loading facilities, approaches and anchorages. It also includes the onshore storage
and process areas.
Terminal Authority means the governmental approved authority or its agents responsible for
the navigation or berthing in, to or from the Prigorodnoye export terminal, The Sakhalin
Energy Investment Company Ltd (SEIC) or body appointed by this Company or body to be
advised.
Responsible Ship’s Officer means the Master or any officer to whom the Master may delegate
authority for any operation or duty on board ship. This is normally the tanker’s Chief Officer or
Cargo Officer delegated by the Master as being in charge of cargo operations.
Tanker means any ship designed either for the carriage of LNG, crude oil or any other
hydrocarbon products.
Vessel means any ship, tug, craft or other floating navigable object.
Work Permit means a document issued by the Common Facility Shift Supervisor (and approved
as may be required by the relevant authorities, e.g. port authority) permitting specific work to be
done during a specified period in a defined area on board a vessel berthed at the port.
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5.3 Description of the Prigorodnoye Loading Facility
The Prigorodnoye export terminal is sited in Aniva Bay on the South Coast of Sakhalin Island as
shown below. The terminal is the export facility for both crude oil and LNG.
Diagram A – Prigorodnoye Export Terminal
5.4 General Port Information
5.4.1 Location
The terminal is located in the following position:
Latitude 46 o 36’ N Longitude 142 o 55’ E
5.4.2 Terminal Limits
The terminal is bounded by the following limits:
East Limit 1. 46 37.2 N 142 56.0 E
East Limit 2. 46 35.2 N 142 58.0 E
East Limit 3. 46 33.3 N 142 58.0 E
West Limit 4. 46 33.3 N 142 52.8 E
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West Limit 5. 46 36.6 N 142 52.8 E
West Limit 6. 46 37.6 N 142 53.5 E
The northern limit is the point where the East and West limits cut the shoreline.
5.5 Navigation Charts
For the approach to the terminal, see Russian chart cumber 63102. British Admiralty Charts
equivalent to the Russian charts will be produced in due course.
5.6 LNG Loading Jetty – Specific Information
The LNG loading jetty comprises a ‘finger’ pier of 805 metres in length. The berth is orientated
on a North/South heading and is situated on the western side at the head of the jetty.
The berth has 4 breasting dolphins and 7 mooring dolphins. The approach to the LNG berth is
from the South towards the turning basin off the jetty. The vessel will be turned onto a
southerly heading and be berthed port side alongside, head out.
Two mooring boats are available to expedite mooring operations. When they are not available
due to ice, the method of mooring will be achieved by use of heaving line and messenger.
Water depth at the berth
16.54m (LAT)
Water depth in the turning circle
15.17m (LAT)
Minimum under keel clearance required 2.00m
Connections
Maximum loading rate
4 x 16” Hydraulic quick coupler
LLVL or LVLL interchangeable.
Emergency release discoupling.
Shore provision for 12” ship
connections with reducers.
Not less than 10,000 m3/hr
5,000 m3/hr available each
liquid arm.
Vessel restrictions:
Maximum draught on departure
Length overall
Displacement
Cubic capacity
12 metres
300 metres
105,000 Tonnes
125,000 – 145,000 m3
18,000 – 30,000 m3
5.7 Crude Oil Tanker Loading Unit (TLU) – Specific Information
Position Latitude 46 o 34.7 N
Longitude 142 o 55.5 E
Depth of sea bed
Connections
28.2m (LAT)
2 x 16” port manifold (Summer)
1 x 20” bow (Winter)
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Maximum loading rate
Not less than 8000 m 3 /hour
Vessel restrictions:
Maximum draught on departure
Maximum SDWT
Maximum distance bow – manifold
Approximately 17.5 metres
150,000 MT
145 m
The manifold and forward mooring and securing connections are to comply with respective
OCIMF recommendations for vessels loading at a single point mooring. The summer hose
will be connected to the port manifold with 2 x 16” connections.
During the ice season, tankers will be fitted with a bow loading manifold to accommodate a
single 20” hose.
5.8 Transit Aniva Bay
Routeing has to date been recommended for vessels transiting the La Perouse Strait and
Aniva Bay from the West. There is a traffic separation system off Cape Krylion, marked clearly
by a light on ‘Danger Rock’. There is extensive fishing in this area. All tankers are
recommended to transit La Perouse Strait South of this separation zone.
See diagram in Appendix 11 for Recommended Transit Route in La Perouse Strait and Aniva
Bay from the West.
Transiting of Aniva Bay will be monitored via a Vessel Traffic Management (VTS).
Routeing approach from the East will be advised in due course.
(It is anticipated that the routeing will be approved by the Russian authorities for the transit of
all tankers and that vessels will report their passing specific positions on this track to the local
authority as they transit the la Perouse Strait. This information will be promulgated to all
shipping as part of the Vessel Traffic Management System).
5.9 Anchorages
The recommended anchorages will be outside of the terminal limits:
Anchorage for Oil tankers at TLU: Bounded by the following limits:
East Longitude 142 58.5 E
West Longitude 142 55.5 E
South Latitude 46 31.5 N
North Latitude 46 32.6 N
Anchorage for LNG vessels:
Bounded by the following limits:
East Longitude 142 52.0 E
West Longitude 142 50.5 E
South Latitude 46 32.5 N
North Latitude 46 34.5 N
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5.10 Approach to the Terminal
The approach to both the LNG jetty and to the TLU is an open sea approach from the South.
During the ice period pilotage from offshore will require a planned route of approach.
5.11 Berthing
TLU and LNG berthing will be carried out 24 hours per day weather permitting.
5.12 Pilotage
Pilotage is compulsory for all vessels berthing at Prigorodnoye Export Terminal. The duty
Loading Master will act as Pilot for the LNG Berth, TLU and as Ice Pilot.
5.13 Pilot Boarding Area
The pilot boarding position will be advised by Prigorodnoye Marine Control prior to the
vessels arrival and will very depending on the season.
LNG CARRIERS Boarding position will be in a position approx 3 miles South West of the
LNG berth in position Latitude 46° 34’ 00” N, Longitude 142° 52’ 00’E.
CRUDE OIL TANKERS Boarding position will vary dependant on the prevailing weather
conditions, as advised by pilot, and will be either:
East of the TLU in position Latitude 46 o 32’ 36” N, Longitude 142 o 53’ 00” E.
West of the TLU in position Latitude 46 o 32’ 36” N, Longitude 142 o 58’ 00” E.
Pilot hoists, pilot ladders and/or combination accommodation ladders must be rigged in
accordance with the prescribed industry access regulation requirements relating to
freeboard. One officer together with one other person should be in attendance on deck to
monitor pilot embarkation/disembarkation and must be in radio contact with the ship’s
bridge. See Appendix 1.
5.14 Ice Period
The Loading Master will act as the Ice Pilot, and will board the tanker at the edge of the ice
which could be up to fifty miles from the terminal near Point Krylion in the La Perouse Strait.
Vessels will be advised of the rendezvous position 24 hrs before arrival.
Prior to ice transit a pre-ice transit discussion between the Ice Pilot/Loading Master and the
tanker Master will cover relevant issues including the following aspects.
• Responsibilities.
• Ice condition advice.
• Rigging of emergency towing wires.
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• Testing of systems.
• Communications with lead ice breaker.
• Emergencies.
• Becoming fast in ice.
• Stopping distances.
• Validity of ice passport.
• Feedback form all sources.
• Ice observations.
• Independently navigated traffic.
5.15 Accommodation for Pilots
The Loading Master and his Assistant will remain on the crude oil tanker throughout the
loading period, and the tanker is to provide cabins for them. There may be additional persons
staying on board, cargo surveyor and possibly customs and immigration officials and cabins
are to be made available.
The Loading Master may remain onboard an LNG tanker during the loading period and the
LNG tanker is to provide a cabin for this purpose should he, for operational reasons, not
decide to be accommodated in the terminal.
5.16 Duty Pilot
The Loading Master will act as duty pilot throughout the vessel’s stay and be available either
full time staying onboard the crude oil tanker or within the LNG terminal for the LNG tanker.
5.17 Offshore Security Zone
On no account must a vessel enter the Offshore Security Zone without a pilot on board and
tugs secured alongside. The extent of the Offshore Security Zone is within the terminal limits
prescribed above, see 5.3 Diagram A.
5.18 Tugs
All vessels berthing at Prigorodnoye must use the terminal’s tugs managed by SEIC. Towage
is provided under the “UK Terms & Conditions for Towage and Other Services (Revised
1986)”, a copy of which is attached to the end of this section, in Appendix 3. Signed
acceptance of above is included within the Conditions of Use (Appendix 6) and the
Request for berthing assistance (Appendix 14).
There are four tugs permanently based at the terminal, details of which can be found in
Appendix 4 at the end of this section.
Tugs 34.5m 4 Bollard pull 70 ahead/65 astern mt
Mooring boats 15m 2 Bollard pull 8 tonnes
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5.19 Tug Requirements – LNG Tankers
Three tugs will be available for berthing and unberthing all large LNG vessels. For smaller
LNG carriers this will be reduced to two tugs. In addition two mooring boats will be available
for handling the mooring lines during the open water season. These may not be available
during periods when ice is present within the terminal.
Additional tugs may be used in the ice season.
5.20 Tug Requirements – Crude Oil Tankers
One tug will be provided to act as a pull back tug for all tankers moored to the TLU. This will
be made fast to the tanker during the approach. A mooring boat will assist with the handling
of the mooring ropes and hoses during the open water period. A second tug will be used
during the ice period.
Additional tugs may also be used in the ice season as required.
5.21 Stand-by Tug
Whenever an LNG carrier is moored to the LNG berth, one tug will act as the duty stand-by
tug and remain in a state of immediate readiness offshore to provide assistance, as and
when required. During the ice period this tug will also provide ice management at the berth if
required.
When a tanker is moored to the TLU, a tug, over and above the pull back tug will be
assigned as a duty standby tug for the TLU.
The duty standby tugs will maintain a listening watch on VHF Channel’s 69 and 73 and the
terminal’s UHF channel.
5.22 Security
The terminal and vessels will comply with all the requirements of the International Ship and
Port Facilities Security (ISPS) Code. Vessels will declare their security level and any relevant
incidents relating to code compliance in the appropriate section of their 72 hour pre-arrival
message.
5.23 Russian federal and local regulations.
Attention is drawn to all vessels, regardless of flag, of the stringent requirements of Russian
federal, regional and local regulations with which there is a necessity to be conversant.
The following Articles of the Russian Merchant Shipping Code are of particular relevance
(Articles 9, 74-76, 78-84, 89-90), Governmental Regulation No.60 on checkpoints, Federal
law No. 155-FZ on Internal Waters, Territorial Sea and Adjacent Zone of the Russian
Federation, Law No. 4730-1 on the State Border (especially Articles 9-12,24). See Appendix
2.
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Agents will assist masters in any particular requirements but attention is drawn to relevant
reporting, health, customs and border regulations which will have an impact on the vessels
operations in the port of Prigorodnoye. Officials of national and local bodies, the State
Supervision Authority of the Port (SSAP) in the Port, the Duty Captain, will have official
duties to perform in visiting the vessel and masters are to be guided accordingly.
The Agent advises local authorities of the arrival of the vessel 48 hours in advance. Local
Russian authorities work between the hours of 0830 and 2030 weekdays and will require
special arrangements outside of these hours. Vessels are required to be visited and cleared
inward and outward before cargo operations may commence and the ship may sail. The
border guards will often act in lieu of Immigration department and crew without Russian visas
will require their seaman’s book stamping inward and outward. Customs do not tend to visit
vessels inward/outward foreign. Clearance from officials normally takes ½ - 1 hour, inward and
outward. The following documents are to be prepared by the Master prior arrival. No local
Russian format documentation is required and international forms, prepared in electronic format,
as per international trade are accepted by Russian authorities. For general declaration, E format is
available from Agents, see Appendix 12.
Testing of lifeboats in the water, overside work and use of incinerator within port limits is
prohibited.
Arrival documentation.
Crew list
6 copies
General declaration 3 copies (E format available from Agency, Appendix 12).
Cargo declaration
2 copies
Ship’s stores list
2 copies
Crew effects list
2 copies
Preliminary stowage plan
2 copies
List of ports of call
2 copies
Ship’s particulars
2 copies
Copy of Certificate of Class 1 copy
To be passed to Agent for sanitation clearance ashore.
Maritime declaration of health
Copy of de-ratting certificate
Vaccination list
List of ports of call (last 2 months)
1 copy
1 copy
1 copy
1 copy
Charterers vetting documents SAFE, SIRE etc as required and advised.
Departure documentation.
Crew list
General declaration
Cargo declaration
Ship’s stores list
Crew effects list
Bill of lading
Port clearance
2 copies
2 copies
2 copies
2 copies
2 copies
3 copies for customs with original stamp.
1 copy (Loading Master will issue)
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5.24 Local time zone
Last Sunday in March to the last Sunday in October.
Remainder of year.
GMT + 11 hours
GMT + 10 hours
5.25 Health and Sanitation issues
5.25.1 Asian Gypsy Moth certification
Vessels trading from Prigorodnoye to the USA, Canada, Australia, New Zealand or
Chile will be required to obtain an Asian Gypsy Moth free (AGM) certificate from the
Russian appointed responsible body Rosselkhoznadzor.
The application for an AGM certificate to be issued has to be made at least 7 days in
advance following which Rossekhoznadzor will send their inspectors from the former
phyto-sanitary control inspectorate to the vessel for examination. A team of about ten to
thirteen people will be used and the current cost for a certificate is circa 5,000 USD.
The certificates are currently issued by the Oblast Rosselkhoznadzor (Yuzhno).
Masters should liase with Agents with respect to the above requirements in order to
avoid contravention of regulations at the discharge port countries mentioned where
vessels coming from Eastern Russia will be scrutinised for the presence of certification
relating to the sanitary health aspects of the Asian Gypsy Moth.
No inward Russian inward requirement exits for Asian Gypsy Moth certification.
6 Communications
6.1 Terminal Communications
The following communication channels shall be used:
Prigorodnoye Control VHF 69 (Backup 73)
Marine Base (Pilot) VHF 69 (Backup 73)
Tugs working channel VHF 73
Stand-by Tug
VHF 16 & 73 plus UHF Simplex
Vessels will continue to monitor VHF 16 at all times.
7 Sea Ice
Sea ice forms in the Sea of Okhotsk to the North of Sakhalin Island during November and moves
South under the influence of the wind and current. By early January this reaches the southern part of
Sakhalin Island and can migrate into Aniva Bay.
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The ice is thin first year ice, less than 70 cms in thickness. The area does not normally experience
severe ice pressure.
The TLU and LNG marine facilities will be located off the north-eastern coast of Aniva Bay. The ice
that occurs in the general vicinity of the TLU and LNG jetty is normally quite thin, in the range of 0.1m
to 0.3m. Somewhat thicker ice that forms locally can also occur, with typical thicknesses between
0.3m and 0.7m. It is seen in varying concentrations and usually in small floe sizes. This ice should
not exert significant loads on the TLU and LNG jetty, and should not seriously impede ice capable
vessels.
7.1 Ice Management
The winter / ice season is defined as any period when light nilas ice (over 5-10cm thick) is
observed in Aniva Bay and / or La Perouse Strait in concentrations greater than 6/10 or when
the average daily (24 hourly) temperature at Prigorodnoye drops below 0°C. Based on hindcast
data the daily average temperature can drop below zero from mid November to early April and
ice can be present on route to Prigorodnoye from December to May.
The period is typically from mid January until early April, according to Korsakov port.
During this period ice class LU2 or below, or equivalent to Russian Register, is required.
7.2 Ice Breakers
Sakhalin Energy will provide transit ice breakers to assist all tankers movements through the ice
in Aniva Bay, to and from Prigorodnoye Export Terminal. The ice coverage can be from the La
Perouse Strait at the Western entrance to Aniva Bay, a distance of approximately 50 miles from
the terminal. The ice beakers will form a lead in the ice for the tankers to follow.
At the terminal, the terminal tugs will manage the ice at the loading facilities.
7.3 Ice Pilot
SEIC will provide the Ice Pilot to advise the master on the procedures required to navigate the
ice in convoy with the ice breaker escort. Exemptions may be obtained from SEIC for Masters
who have demonstrated competence in ice pilotage within Aniva Bay.
7.4 Ice Forecasting
SEIC will monitor the ice and Metocean conditions within Aniva Bay and provide an ice forecast
to all tankers to assess the optimum route for the vessel through the ice to be pre-determined.
The forecast can be made up to 72 hrs in advance, and will be forwarded to the vessel, with
subsequent updates by email of facsimile.
7.5 Ice Passport
All tankers are required to have an ‘Ice certificate' during the ice season. The requirement for
this Ice certificate for transit is however only limited to the duration of the ice/winter season.
These are issued by an institute approved by the Russian authorities and will provide the safe
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speed a vessel may proceed in a given thickness of ice. In addition it will determine the distance
the vessel is to be astern of the icebreaker escort, and will also determine the width of navigable
curvature of the channel in turns the ice breaker is to make.
The Ice certificate will also assess vessel suitability for operation in lower temperatures of Aniva
Bay.
7.6 Certificate of Engine Power
All tankers in winter are required to have a ‘Certificate of adequate engine power’ during the ice
season. This confirms that the tanker can achieve a speed of at least 4 knots in ice thickness of
60 cms following in the lead created by ice breakers in the absence of ice pressure. The
certificate is issued by an institute approved by the Russian authorities.
7.7 Propeller Tip Immersion
All tankers are to have a propeller tip immersion of at least 70 cms. LNG carriers are to have
a propeller that is the equivalent of the Russian ice class ‘LU2’. If this is not the case, there
may be a requirement to increase the propeller tip immersion. The required immersion will form
part of the Certificate of adequate engine power.
7.8 Winterisation
Winterisation is the requirement that the vessel, during the winter period, from November
to April, is able to operate in sub zero temperatures down to –25 o C, which may be experienced
within Aniva Bay.
Precautions include measures to ensure that the fire fighting equipment on deck is operational,
in particular that the fire lines do not freeze, that the ballast space air ventilators do not freeze,
and that the mooring equipment is operational. The cargo and ballast systems should be
protected against cold temperatures. The crew are to be provided with appropriate warm
clothing and the accommodation heating must be effective. Other measures will require the
deck steel to be of a grade that will withstand cold temperatures, and internal heating may be
required in the ballast spaces. Steam line dead end sections are to be treated with caution and
drained of condensate which may be susceptible to freezing.
A study of winterisation requirements by SEIC has identified the following requirements.
• Ice class for hull structure - Vessels, which are built with a view to load at Prigorodnoye
throughout the year, are recommended to be built to the Russian Ice Classification level 'LU2'
or higher. It is a SEIC requirement that all vessels have ice classification for the hull structure.
Although it is possible for a low or no ice class vessel to enter Aniva Bay SEIC does not
recommend this as the safe speeds could be severely limiting.
• Ice classification for propeller and propulsion shafting - Propeller and shafting are to meet the
requirements of the Russian Maritime Register of Shipping’s LU2 ice classification or
equivalent.
• Manifold - The OCIMF "Recommendations for Manifolds for Refrigerated LNGC" and SIGTTO
ship shore compatibility documentation can be used as guides. Recommend that a heated
manifold shelter be fitted on each manifold for use during loading operations. Means to keep
manifold clear of snow and ice to be provided.
• Winterisation - It is to be possible to operate the vessel in sub-zero temperature of -25°C with
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wind speeds up to 20 ms-1. Equipment, systems, operability by crew and material suitability to
be considered. Means to keep main and emergency access ways to be provided.
• Strong points for towing in ice - Strong points required both forward and aft for emergency
towing in ice. Two 70 tonne strong points are required at forward end and IMO emergency
towing requirements to be met at the aft end. For a standard LNGC this requires the fitting of
an additional towing point forward to enable two tugs to be connected each tug of 70 tonnes
bollard pull. Normally the vessel is to rig wires to enable the tug to easily connect in the case
of an emergency.
• Sheltered bridge wings and navigation - Conning bridge wings should be sheltered and have
necessary thermal insulation and heated windows. It is recommended that the Bridge wings
are totally enclosed. If this is not done then an alternative solution is required. Navigation of
the vessel when transiting ice and berthing will be from abridge wing. Additional manoeuvring
and navigational control station(s) without steering gear control to be provided on the bridge
wing(s). Communication between bridge wing and wheelhouse to be provided. Adequate
forward view from the conning station to be provided. Main wheelhouse windows to be
heated, be as deep as possible and angle outwards. Exposed navigation equipment to be
suitable for operation at -25°C with 20ms -1 wind speed.
• Navigation glasses - Navigation lights to be fitted with heat-traced glass if necessary.
• Search lights or enhanced night vision for ice navigation - Searchlights to be fitted on the
bridge wings and forecastle to provide sufficient lighting ahead of the vessel for ice transit at
night. SEIC recommends that night vision cameras be fitted. These can also be used in
periods of fog, which is not uncommon in Aniva Bay and for security purposes. Alternatively
Xenon type focused lights; two on the bow, and one on each bridge wing, controlled from the
wheelhouse and conning station with cameras at the forward end can be fitted. It is
considered that this arrangement is essential for the vessel to be able to see the lead in the
ice behind the ice breaker.
• Security - Recommended that additional cameras be installed for security purposes covering
the main and poop decks. Passive night vision system recommended. Accommodation and
control space security to be considered and to be in compliance with IMO. Guardhouse
overlooking the shore gangway recommended. To be heated and ventilated.
• Ice passport or ice certificate - Vessel to be in possession of a valid 'Ice passport'. Passport
is valid for 10 years from date of issue, revalidated at refit thereafter. CNIIMF is the only
Russian authority currently able to issue ice passports. Note there is currently a proposal to
reduce the validity to five years to coincide with the classification society survey cycle. The ice
passport will describe the vessels performance in ice including it’s stopping distances and
manoeuvrability. Safe speeds and distances are to be defined. Copy of certificate to be
provided to SEIC.
• Power certificate based on the engine and propeller characteristics and sea trial information -
Certificate of main engine power - Vessel to be able to maintain a minimum speed of 4-5
knots in ice up to 60cms thick following ice breakers. Copy of Certificate of Adequate Main
Engine Power and Propeller to be provided to SEIC.
• Enhanced radar image - This is strongly recommended by SEIC as the radar image is greatly
enhanced improving ice navigation. Either the Enfotec or Rutter systems are suitable.
• Radar scanner – One 3cm (X-band) scanner to be sited forward.
• Navigation and communication equipment - All the navigation and communication equipment
shall comply with SOLAS-74/88, Chapter IV including the requirements for GMDSS and
Chapter V, Regulation 19, Shipborne Navigational Equipment. All equipment to be operable at
-25°C with 20ms -1 wind speed.
• Electronic radio receiving equipment - Systems such as Inmarsat B/Inmarsat F77 or Inmarsat
C receiving stations are to be fitted for the reception of ice and hydro meteorological graphic
information.
• Cooling water systems - Vessels to have two cooling water suctions for the main and auxiliary
machinery located on opposite sides of the hull. At least one of these suctions shall be
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located at or near the bottom of the vessel to minimize the probability of ice clogging. It is
recommended that vessels have a cooling Kingston Valve Arrangement - See IMO.
• Ice resistant coating on waterline - The water line of the vessel from the laden to the ballast
levels is to be coated with an ice resistant low friction coating. Inerta 160 paint is strongly
recommended. Area covered at the forward end to be suitably extended.
• Steel - The steel used in the main deck and upper sides is to be confirmed as having
adequate toughness for operation in an ambient air temperature of -25°C or heating is to be
applied to keep the surface temperature of the steel above -10°C with an external ambient
temperature of -25°C.
• Crew - To be provided with "Arctic" clothing and to be trained in cold weather precautions.
• General piping and cabling - Maximum use to be made of the under deck passageways,
trunk-ways, forecastle space, etc. for routing and installing piping, cabling and equipment, to
minimise exposure to the elements.
• Exposed fresh water piping - To be protected against freezing in outside air temperature of -
25ºC and wind of 20 m/sec by trace heating or running in protected areas.
• Cargo system - Operation of valves, vents, gauges to be able to operate in -25°C with 20ms-1
wind speed. Heat tracing recommended.
• Ballast system - The risk of ballast tank water freezing for the tanks of a 145,000 Moss type
vessel is not considered to be great due to the short transit time in cold weather. SEIC
however recommends an air bubbling system be fitted in the ballast tanks to reduce the risk of
ballast water freezing. If no physical system is fitted then ullage is to be kept in the ballast
tanks to enable the tanks to be raised in level prior to discharge. The vent pipes and heads
are to be prevented from freezing and all valves and all exposed gauges are to be capable of
operation at -25ºC and wind of 20 m/sec.
• Fresh water and distilled water tanks - Measures to be taken to prevent freezing if to air and
sea temperatures of -25ºC and -2ºC respectively. If necessary wing speed of wind of 20
m/sec to be considered. Heat balance calculations to be carried out. Vent pipe heads shall be
protected by covers. Consideration to circulation systems to be given.
• Diesel oil tanks - To be fitted with heating facilities having sufficient capacity to maintain a
temperature of 10ºC at design air and sea temperatures of -25ºC and -2ºC respectively unless
heat balance calculations show otherwise. If necessary wing speed of wind of 20 m/sec to be
considered. Vent pipe heads shall be protected by covers.
• Other fuel oil and lubricating oil tanks - Heat balance calculations to be done to show that
tanks will not freeze at air and sea temperatures of -25ºC and -2ºC respectively. If necessary
wing speed of wind of 20 m/sec to be considered. Tank vent pipe heads to be protected
against freezing.
• Other exposed tanks - Heat balance calculations to be done to show that tanks will not freeze
at air and sea temperatures of -25ºC and -2ºC respectively. If necessary wind speed of 20
m/sec to be considered in design. Tank vent pipe heads to be protected against freezing.
• Auxiliary machinery - Auxiliary machineries and their systems eg. D/G, Fans etc. to be
operable and suitable for outside air temperature of -25ºC and wind speed of 20 m/sec.
• Electric space heaters - Heating shall be provided for rooms such as the emergency
generator and steering gear rooms to maintain a temperature of 3ºC at an outside air
temperature of –25ºC and a sea water temperature of -2ºC with wind speed of 20 m/sec. All
electric heaters are to be provided with independent high temperature overheat trips.
Consideration shall be given to maintaining a temperature of at least 3 °C for spaces such as
the laundries, dry stores and forecastle spaces.
• Deck part heating requirement - Consideration to be given to heating of the deck stores, deck
bunker lines and deck hydraulic lines.
• Deck machinery - Deck cranes and stores cranes to be operable at -25°C and 20ms-1 wind
speed. Recommend hydraulic lines to be heated and a sheltered heated cab fitted. Note hose
handling cranes maybe used in ship to ship cargo transfer therefore essential that the hose
handling cranes are suitable for low temperature operation. Low temperature use of other
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equipment to be assured.
• Mooring and anchoring equipment - Mooring equipment to be capable of operation at -25°C
with 20ms-1 wind speed. Means to keep working areas and equipment clear of ice to be
provided.
• Fire fighting equipment - To be operable at temperatures down to-25°C with 20ms-1 wind
speed. This includes the water spray systems. Consideration to be given to running systems
in the under deck pipe passage, heating systems or continuously draining systems or the
ability to drain and dry systems. Exposed spray nozzles to be heated.
• Lifeboats - Lifeboats to be enclosed and heated. Quick release gear and lifeboat release to be
confirmed as able to operate in -25°C with 20ms-1 wind speed. Consideration to be given to
heating the access doors. Means to keep access walkways clear of ice to be provided.
• Liferafts - To be insured that they can be launched in cold conditions. Release mechanism to
be trace heated or assured of operation at -25°C.
• Accommodation - Adequate heating system is to be provided when the ambient outside air
temperature is -25°C and the wind speed is 20ms-1. Precautions to prevent ventilators
blocking to be taken and consideration of where bunks situated to be taken. Additional
heating in control stations to be considered. Arrangement to prevent freezing of access doors
to be taken. Recommended that provision be made in the arrangement of changing rooms,
cabins, lobbies to cabins and public spaces to adequately provide for the stowage and
hanging of cold weather clothing.
• Accommodation access - Consideration to be given to heating of access arrangements to the
accommodation especially the emergency accesses. Alternatively arrangements can be
provided to break initial seal. Means to keep access ways clear to be provided.
• Intake and exhaust louvers - All intake and exhaust louvers for accommodation and
machinery spaces shall be provided with means to prevent snow blockage or icing.
• Pilot boarding - Each vessel will require an ice pilot when transiting the ice. A combination of
pilot ladder and accommodation ladder is required for safe transfer of pilots from a icebreaker
or launch. Operation of the pilot boarding arrangement to be suitable for -25°oC with 20ms-1
wind speed. A helicopter winching area meeting the requirements of IAMSAR (International
Aeronautical Maritime Search and Rescue) manual and ICS (International Chamber of
Shipping) Helicopter/Ship Operations is also to be provided for emergencies. Means to keep
the winching area and pilot boarding area clear of snow and ice to be provided.
8 Weather
8.1 Weather Conditions
The general weather in Aniva Bay is good with the terminal being sheltered from all directions
other than the South-West. The wave and currents are more wind driven than under oceanic
influence.
8.2 Weather Seasons
The area is subject to two weather seasons:
• Summer Season May – September
This is a warm period with winds from all directions. The wind
force is typically less than 12 m/sec, although this can be
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• Winter Season October – April
exceeded in the latter part of the season when the area is subject
to typhoons passing the area. The strongest wind at this time
comes from a westerly direction and berthing delays may be
experienced at this time.
This is a cold period with sub zero temperatures due to the
influence of the prevailing northerly winds. The average winter
temperature is -9 o C, very rarely does the temperature drop below
-23 o C. During the early spring sea ice can migrate into the bay
from the Sea of Okhotsk under the influence of the warmer
easterly winds in the spring.
8.3 Winds
For much of the year the wind force is less than 12 m/second. This can be exceeded during
September as typhoons pass the area. The wind direction is generally from the North during
the period December-February, changing to a southerly direction in March-May. During the
summer the wind direction is less well defined.
On average there are 3.3 typhoons per year. It is estimated that a typhoon can disrupt the
terminal for 48 hours. Assuming that a vessel will not be on the berth when each typhoon
passes close to the island, the downtime would be less than 7 days/year. It is to be anticipated
that typhoons relating to Sakhalin are filling tropical storms of reduced strength by the time
they reach such northerly latitudes.
8.4 Seas and Wave Height
The seas are typically wind driven and the height is rarely more than 2.5 metres. The
maximum percentage for exceeding this is 5.5%, during the May period.
8.5 Current
The current is predominantly wind driven and tends to be parallel to the coast in an West/East
direction. During the ice free season the rate is generally less than 1 knot, with a maximum of
1.5 knot. During the ice period the maximum current is typically 0.5 knots.
8.6 Tide
The maximum tidal range is approximately 2.5 m, but there is no tidal stream.
8.7 Reduced Visibility
Reduced visibility can occur throughout the year but is more common during the summer
months. There is an 11% probability of the visibility being less than 3 miles during July, with a
5% probability of the visibility being less than 0.5 miles. Ship movements within the terminal
area will be suspended when the visibility is less than 0.3 miles. Minimal delays are expected
as a result of reduced visibility.
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8.8 Adverse Weather Procedures
Terminal criteria is as follows.
In the following table the trigger points referred to under “WIND” refer to the ‘mean’ wind
speed, which is defined as the 10 minute average wind speed as measured at the terminal’s
weather station anemometer located at the marine base. The “SEA” state refers to the mean
swell height, as measured at the terminal’s wave buoy located to the east of the LNG jetty.
The terminal monitor wind speed in metre/second equivalent.
An exact assessment of the limiting criteria on each occasion will be judged by the Master,
Pilot and/or Loading Master drawing on experience and expertise in each instance.
Note. Studies indicate comparable limiting criteria when considering smaller 18,000-30,000m3
LNG vessels alongside the LNG terminal compared to the larger vessels.
ACTIVITY
Berthing/Unberthing.
WIND
(Knts)
SEA
(Metres)
ACTION
LNG carrier / Jetty
Crude oil tanker / TLU.
LNG berth and TLU.
Loading.
> 25
> 30
≥ 45
> 2.0
>
2.5
Berthing/unberthing suspended.
Berthing/unberthing suspended.
Forecasted wind speeds during
expected period alongside then all
berthing/unberthing operations
suspended. Discuss situation with
Loading Master and ship Master.
LNG jetty. ≥ 35
> 40
STOP loading. Call Pilot and instruct to
stand-by ship. Remove shore gangway.
Forecasted. Discuss situation with
Loading Master , DGCAM Duty
forecaster & ship’s Master.
If prognosis is for further deterioration,
then: Disconnect loading arms, Pilot
onboard, tugs to support mooring
integrity.
≥ 40
Actual Discuss situation with Loading
Master, ship’s Master; issues to
consider: Additional moorings, ship
stability and unberthing ship.
Loading.
Tanker Loading Unit. ≥ 30 Stop Loading.
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≥ 40
≥ 40
> 40
Forecasted Disconnect loading hoses.
Ship’s engine on Standby. Stand by tug
boat astern.
Tug to support mooring integrity, by
assisting as required, only after loading
has been stopped and tank deck
battened down. Safety of tug letting go to
be considered.
If forecasted, situation to be discussed
between Loading Master and ship’s
Master and unberthing to be considered.
Other criteria.
Applicable to both LNG berth
and TLU.
Thunder/Electrical storms In
the vicinity or at the terminal.
Rolling/Listing of LNG
carrier.
Rolling.
Listing.
STOP loading, close all ship tank valves
and vents until storm has cleared the
terminal and poses no further threat.
STOP loading if vessel rolls 2°, i.e. 1°
either side of the upright position, or at
lesser roll if considered necessary to
preserve observance of the limiting
loading arm envelope.
Weather forecast & ships stability to be
discussed between ship’s Master &
Loading Master.
STOP loading at 3°. Ship to close all
loading valve, investigate reasons for list
and take corrective action.
If it becomes necessary for a ship to vacate the berth before completion of loading as a result of
unexpected adverse weather conditions, then re-berthing of the ship will only be undertaken
after the weather conditions have again returned within the above criteria.
Tabulated criteria above may be subject to ice condition limitations, to be assessed in each
instance.
Membrane type LNG vessels may have more stringent rolling/listing criteria than tabulated.
For specific adverse ice/cold winter conditions see section 7.8 Winterisation.
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9 Pollution and Environment
9.1 General
Prigorodnoye Export Terminal is situated in an area which is environmentally unspoiled and
pollution of any description, from whatever source, will be viewed extremely seriously and
reported immediately to the appropriate government authority. See Appendix 11 for specific
requirements and information on Western Gray Whales.
9.2 Avoidance of Pollution
Please note the following measures which will assist in avoiding pollution.
• No oil or mixture containing oil shall be discharged or allowed to escape from a vessel while
at the terminal or in the approaches to the terminal.
• No garbage or other materials, either liquid or solid, shall be discharged overboard from a
vessel, but shall be retained in suitable receptacles on board.
• Whilst within the terminal limits, the internal transfer of any oil, slops or bunkers on board is
prohibited unless required for loading the cargo and pre-approved by the Loading Master.
• In the event of any leakage or spillage of oil or oil contaminated liquids onboard, the Loading
Master must be advised immediately in order that loading operations can be stopped until the
spill has been cleaned up.
• Sorbent, swabs or sawdust used for mopping up such spills shall be collected for disposal
after departure of the vessel then either incinerated onboard or landed at a subsequent port
for approved disposal.
• During the loading of crude oil, deck scuppers and drain holes must be suitably plugged. Any
excess water that may accumulate must be drained off as required by a watchkeeper
attending at all times to ensure no oil residues on the deck are drained away to sea. Drip trays
must be placed under manifold connections, and any accumulated accumulation of water
drained off at regular intervals.
• During LNG loading operations scuppers should be closed, however a careful watch should
be maintained to ensure that any build up of water on deck is drained off by a responsible
watchkeeper.
• Prior to commencement to, and at regular intervals throughout loading, regular checks are to
be made to ensure that oil or oily water is not escaping through sea valves.
• Overboard discharge valves through which oil could escape shall be lashed in the shut
position during the vessel’s stay alongside. Where lashing is not practicable a suitable means
of marking the valves should be used to clearly indicate that the valves are to remain closed.
• Unused cargo and bunker connections must be closed and blanked. Blank flanges of an
adequate size and rating shall be fully bolted with gaskets in place and other types of fittings,
if used, properly secured.
• No sewage treatment water shall be discharged from any vessel whilst in port limits.
• All requirements of MARPOL and reference to Oil Spill Response plans are to be strictly
adhered too.
9.3 Ballast
There are no ballast reception facilities at Prigorodnoye therefore all ships must arrive with
clean ballast in segregated ballast tanks (SBT). Strict compliance with IMO resolutions relating
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to ballast water management and compliance with the vessel’s approved Ballast Water
Management Plan must be adhered to.
Vessels are required to follow the requirements of their Ballast Water Management Plans for
deep sea ballast water exchange prior to arrival to avoid previous discharge port contaminated
ballast water being discharged in this environmentally sensitive area. Only exchanged deep
sea ballast water is permitted to be discharge to sea at the terminal.
Vessels engaged on Japan/Sakhalin trade will only be able to exchange ballast, according to
the requirements of their Ballast Water Management Plans in a designated area. Other
passages require ballast water exchanges at least 50 miles from land and in 200 metres of
water.
Discharge port ballast water quality monitoring is ongoing and vessels will be advised if
exceptions to the above are permitted.
Ballast tank sampling may be required at the terminal for ongoing ballast water quality
assessment and monitoring.
Only clean ballast water from SBT tanks can be discharged overboard, subject to inspection
and approval by the Loading Master. All ballast water contained in tanks not
designated as SBT must be retained on board.
Comprehensive record keeping to evidence above shall be required.
9.4 Air Pollution
Vessels must comply with the requirements of MARPOL Annex V to minimise any air pollution.
9.5 Waste Management
Waste disposal facilities will be provided but only by previous arrangement through approved
terminal sources. All waste management operations will be conducted, prior to or on
completion of terminal operations, at the approved anchorage, not alongside the terminal
and with all costs to owners account.
9.6 NOX and SOX.
Vessels will be required to maintain manufacturers and relevant class machinery certification
relating to emission of airborne contaminants categorised as NOX and SOX.
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10 General Information
10.1 Shore Leave
Shore leave is not permitted at Prigorodnoye from either the LNG berth or the Tanker
Loading Unit. Ship's crews must remain on board throughout the ships period alongside.
10.2 Visitors to the Ship/Plant
Persons other than operational staff requiring access to jetties and ships in connection with
the loading of the ship must firstly obtain permission from the Company to enter the site and
secondly have the ship master’s approval to board the ship concerned.
With the exception of government officials (police, customs and immigration), ship’s agent
and cargo surveyor(s), notice will be required for clearance to enter the terminal. Visitors
should arrange for clearance through the ship’s agent.
Persons arriving at the terminal without prior notification will not be permitted entry.
10.3 Crew Change/Repatriation
Crew changes and/or repatriation are only to be allowed by prior notice and agreement via
the terminal’s agent. No crew changes are permitted alongside the terminal. Such crew
changes may however be agreed with the terminal and performed at the approved anchorage
or underway in proximity to an approved port.
All shore personnel need special passes and are under control of border guards.
10.4 Medical Facilities
Emergency medical requirements may be agreed with the terminal with the earliest
notification being given by the tanker to the terminal. More routine requirements may only be
performed at the approved port facility anchorages.
10.5 Ships Stores
No storing is permitted alongside the terminals. Storing may however be performed at the
approved anchorages via approved sources and lighters by giving early notice and in
agreement with the terminal.
10.6 Bunkering
There are no bunkering facilities available on the jetty, or at the TLU at Prigorodnoye. The
internal transfer of bunkers on board ship whilst in the Port and alongside the Terminal’s
jetties is strictly prohibited.
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Bunkering may be performed within the approved anchorages but only from terminal vetted
and approved bunker barges. The strictest compliance with best industry bunkering practice
is paramount in this environmentally sensitive area.
10.7 Sources of Ignition
The carrying of electrical equipment (unless Ex rated equipment) and/or use of matches,
cigarette lighters or other possible sources of ignition, which includes battery-operated
equipment, e.g. mobile telephones and cameras, is strictly prohibited.
10.8 Fishing
Fishing within the Offshore Security Zone port limits is prohibited at all times. This includes
fishing from the terminal’s jetties, foreshore, TLU, marine craft or from tankers berthed
alongside.
10.9 Working hours
SEIC, the Master and owner of any vessel shall ensure that the Master, officers and crew do
not work more hours than is safe in relation to the vessel and performance of duties and to
minimise the possibility of fatigue as a hazard to personnel taking account of any applicable
legislation in respect of any working time matter. Working hours and periods of rest are
specified in STCW 95 (Standards of Training and Certification of Watchkeepers)
requirements. These requirements apply to every crewmember having duties involved with
the safe operations of the vessel and/or the safe evacuation of passengers and crew in an
emergency.
When determining the crew levels and crew working practices, the specialised nature,
hazards and risks associated with offshore operations shall be taken into account. Under no
circumstances shall the crew level be below the specified levels in the vessel’s Minimum Safe
Manning Certificate (SMC) and also IMO resolution ‘Principles of Safe Manning’.
The Master shall ensure that a record of working hours of the crew and officers is kept and
that the hours worked are not in excess of the standards laid down by STCW and that
minimum rest periods are met.
10.10 Courtesy flag
As a courtesy, all export tankers must fly the national flag of the Russian Federation from
arrival to departure from the territorial waters of the Russian Federation.
11 General Mooring/Unmooring Procedures
11.1 General
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The Master or a senior officer, a second officer, helmsman and competent briefed mammal
observing lookout must be on the bridge at all times while the export tanker is being
manoeuvred.
During pilotage the Loading Master may act as a competent briefed mammal observing lookout
to fulfill environmental whale observing responsibilities. Vessels not regularly trading to the port
of Prigorodnoye and encouraged to proactively observe, note and report the presence of
whales and report their observations to the Loading Master on arrival or after departure by
other communication methods.
Export tankers must arrive with ballast equivalent to at least 30% of the DWT and trim by the
stern no greater than 0.015L, where L is the overall length of the vessel. For crude oil vessels
at the TLU only, the forward draught should remain sufficient to immerse the bulbous bow at all
times in order to prevent a floating hose from becoming trapped underneath.
It is the responsibility of the ship’s Master to ensure that his vessel remains securely moored
at all times. Winch brakes must be tensioned up to maximum of the designed force and
maintained at this level throughout the operation. Mooring boats are used at the terminal
during the open water period, and in ‘easy’ ice conditions. In ice conditions where mooring
boats are unavailable it is at the Loading Master’s/ship’s Master’s discretion, weather
permitting, to use tug boats to assist passing mooring lines in lieu of heaving line/messenger
method.
The Master and Loading Master will complete the Request for berthing assistance letter as
detailed in Appendix 14.
For specific procedures on LNG and crude oil tanker tanker loading Unit (TLU) operations,
see separate sections as follows.
12 Crude Oil Tanker operations at the Tanker Loading Unit (TLU)
12.1 Tanker Loading Unit
The Tanker Loading Unit (TLU) comprises a gravity based tower with a rotating head on which
are sited the crude oil hose and mooring hawser arrangements. The TLU will be operated as a
single point mooring. This will require that all crude oil tankers are equipped with a bow mooring
arrangement in compliance with OCIMF recommendations to accommodate the mooring hawser,
and an amidships manifold also in compliance with OCIMF recommendations to accommodate
the floating hose.
The TLU is situated in a position approximately 2.3 miles from the shoreline, in a water depth of
28.2 metres at lowest astronomical tide (LAT). The design will accept tankers up to a maximum
deadweight of 150,000 DWT, and loading to a draft of 18 metres.
During the ice free season, typically April to December, the crude oil will be loaded through a
conventional floating hose which, will be connected to the port side manifold of the tanker. This
hose will be equipped with the necessary ancillary equipment to allow connection to be made in
the manner recommended by OCIMF. Thus any general trading tanker will be accepted. See
13.1.
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The loading hose will be a 24” hose terminating in two 16” tail hoses for connection to the tanker
manifold. The hose will be a double carcass construction.
During the ice season, January to April, as defined in section 7.1, the conventional floating hose
will be removed and replaced by a shorter hose for connection to a bow-loading device on the
tanker. This hose will have additional arrangements to allow a quick dry disconnect. The tankers
will require special loading arrangements to be compatible with this arrangement. See 13.2.
A double acting marine breakaway coupling will be used in both hose string configurations to
protect the hose from damage due to pressure surge or elongation damage through a mooring
hawser failure and a ship breakout.
The turntable of the TLU will be sited approximately 25 metres above sea level. The head will be
free to rotate when a tanker is in residence, and during the ice-free season when the floating hose
is installed either of these will provide the necessary force to rotate the head. An extended boom
is situated on the turntable towards the tanker to which the loading hose is connected. The crude
oil flow will be through the subsea pipeline from the Oil Export Terminal (OET), the pipework in
the tower, the swivel to the head of the boom and through the loading hose to the tanker.
The mooring hawser is connected to an anchor point on the leading edge of the turntable nearest
to the tanker. Powered winches will be provided on the turntable to permit lifting of the hoses and
mooring hawser for change-out and for routine storage during the ice period.
12.2 Hydrogen Sulphide (H2S) and Oxygen (O2) content in cargo tanks vapours
Masters of tankers arriving at the Prigorodnoye TLU terminal are requested to analyse cargo tank
atmosphere well before arrival at Prigorodnoye to ensure that the Oxygen (O2) content is below
ISGOTT requirements of 8% by volume and Hydrogen Sulphide (H2S) content is below 10ppm in
all tanks. The Masters should ensure that the cargo tanks are purged and content reduced below
maximum acceptable limit as stated herein.
Vessels arriving at Prigorodnoye TLU terminal with Oxygen (O2) higher than 8% or Hydrogen
Sulphide (H2S) higher than 10ppm will be refused berthing.
12.3 Communications
To assist in planning and to satisfy contractual obligations the following pre-arrival messages are
to be sent to Prigorodnoye Export Terminal (Contact details TBA). Messages should also be
copied to the ship’s agent. Should there be any changes to the foregoing which might have an
impact on either ETA’s, the vessels performance, or cargo equipment, then the terminal is to be
advised immediately.
All messages shall be acknowledged.
12.3.1 Pre Arrival Messages
At least 72 Hours before arrival and on departure from discharge port if more than 72 hours.
AA
BB
CC
Ship’s name, call sign and IMO number.
Departure date & time.
ETA and arrival draught at Prigorodnoye export terminal.
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DD Estimated quantity of cargo quantity to load.
EE Estimated time for loading.
FF OBQ and slops on board.
GG Any known deficiencies affecting vessel performance
HH ISPS security level adopted and disclosure of notifiable security incidents.
II Is ballast condition compliant with the Ballast Water Management plan.
JJ Are winterisation requirements, if seasonably applicable, being complied with.
KK Is the vessel receiving ice condition data.
12.3.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival).
If the ETA deviates more than 12 hours from that initially advised on departure and/or there are
any changes to CC or DD, then the terminal must be advised.
12.3.3 Update ETA
AA
BB
Ship’s name & call sign.
Updated ETA
12.3.4 48 Hours Prior to Arrival
The following questionnaire is to be answered:
AA
BB
CC
DD
EE
FF
Ship’s name & call sign.
ETA and arrival draught.
Readiness for loading.
Confirm the following have been tested and/or are fully operational.
• Navigation, mooring, safety & engine systems.
• Inert gas system.
• Cargo tank high level alarms.
• Remotely operated valves.
• Winterisation requirements, as applicable, in force.
Cargo tanks/lines are free of oxygen and fully inerted.
No tank leakage.
If the ETA changes by more than 6 hours following the issuance of the 72 and 48 hour
messages and before sending the 24 hour message then the revised ETA must be advised to
the terminal.
12.3.5 24 hours prior to arrival
AA
BB
CC
Ship’s name & call sign.
Confirm ETA.
Send pratique message via ship's agent.
If the ETA changes by more than 2 hours after sending the 24 hour message then the terminal
must be advised of the revised ETA. Note that during the ice season, the terminal will advise of
the rendezvous position with the ice pilot and ice transit escort. ETA’s are to be at this
position.
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12.3.6 6 Hours before arrival
AA
BB
CC
Ship’s name & call sign.
Confirm ETA.
Confirm all overboard discharge valves are shut.
12.3.7 Contact with Prigorodnoye Marine Terminal
(Contact details to be advised)
12.3.8 Contact with Prigorodnoye Pilot
Contact with Prigorodnoye pilot should be established on VHF Channel 69, 73 or 16 at the
earliest opportunity in order to obtain information on berthing, weather and availability of pilot.
12.3.9 Departure Communications
On departure from Prigorodnoye export terminal.
AA Ship’s name & call sign.
BB Outstanding port log items (if any).
CC ETA discharge port.
13 Tank Loading Unit Loading Hose
13.1 Summer Hose
During the ice free season, April to December, the crude oil is loaded through a conventional
floating hose, which will be connected to the port side manifold of the tanker. The main line
hose is 24 inch diameter with two 16 inch manifold connections. The summer hose will be
floating free of the TLU at all times. It will be hung vertically from the loading boom and
secured to the turntable by a ‘tether’ wire to retain the shape of the string and to prevent a
load being placed on the hose connection to the boom.
13.2 Winter Hose
During the ice period, the loading hose will be suspended from the loading boom on the TLU
and will be connected to the bow valve on the tanker. The hose will be a 20 inch diameter
hose with a 20 inch bow loading valve for connection to the tanker bow coupling. The bow
coupling is to the port side of the two mooring connections on the tanker. The ‘winter’ hose
will be attached to the outer end of the loading boom mounted on the turntable. The tanker
end of the winter hose will be hauled to the deck of the turntable between tankers, and will
hang in a bight clear of the sea ice.
Diagram - TLU Winter Hose Arrangement
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Diagram - TLU Summer Hose Arrangement
14 Tank Loading Unit Mooring Hawser
The mooring hawser is the shore mooring rope for securing the vessel.
The TLU will be fitted with one mooring hawser of approximately 15 inch circumference, and fitted
with flotation. The mooring hawser will be approximately 70 metres in length and fitted with the
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OCIMF recommended ancillary equipment of shackles, support buoys and 76 mm chafe chain to
allow connection to any general trading tanker fitted with an OCIMF compliant stopper.
The hawser mooring connection on the TLU will be fitted with a load monitoring device. This will
record loads in the hawser which will be used to determine hawser life, and to assist in determining
when the tanker is to abort the loading and depart from the TLU due to excessive mooring loads
through weather or ice effects. The loads will be transmitted and recorded in the terminal and on
board the tanker by a special device. Each location will have an alarm at pre-set values. The strain
recorded will be measured for peak gusting criteria by the Loading Master to assist in assessing if
aborting is required.
During the winter period, the tanker end of the hawser will be lifted to the boom head and will hang
in a bight above the sea ice. This will be operated from the TLU.
During the non ice period, the floating hose will remain in the water, and the free end of the hawser
will remain in the sea. The hawser will be secured to a point on the floating hose so that both the
hose and hawser will be free rotate around the TLU under the influence of the wind/currents,
without the risk of the two becoming entangled. (Note the hawser may be stowed at all times from
the boom head, but it is considered preferable to leave it in the water as the operation will not be
dependant on the winch arrangement).
14.1 Summer Hawser
The summer hawser will be retained afloat between tankers, the free end will be secured to
a point on the floating hose to prevent it becoming entangled with the hose or the base of the
TLU.
The end of the hawser will have a support buoy attached to the shackle attaching the chafe
chain to the hawser. Shackled to the shipboard end of the chafe chain is a 20 metre long
section of 10 inch circumference polypropylene rope. This will float and can be secured to the
floating hose with a small messenger rope. The mooring boat will shackle a second
messenger, approximately 200 metre long polypropylene rope, 10 inch circumference. The
rope will be kept on the deck on the workboat when not in use. Once connected, the
workboat will stream the messenger and move to a position at the extreme length of the
hawser and messenger arrangement, down wind and current from the TLU to await the
approach of the tanker.
14.2 Winter Hawser
The winter hawser will be of the same construction and have the same tanker end fittings as
the summer hawser, however, the ship end of the hawsers will be winched to the head of the
boom and the hawser will be suspended clear of the water surface. The hawser will require
a retrieval wire to be fitted for this operation.
The lower end of the retrieval wire/chain will be secured to the shackle joining the hawsers to
the chafe chain, and the upper end will be secured to a marker buoy, or (by rope) to the
support buoy. The retrieval wire/chain will be attached to the boom head recovery wire
attached to a dedicated winch on the deck of the turntable. The end of the hawsers will be
held in place at the head of the boom between tankers.
14.3 Hawser connection
The support craft, tug or mooring boat, will be remain in a position approximately 250 metres
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down current from the TLU as the tanker makes the approach. This will be at the extent of
the ‘stretched out’ messenger.
The tanker will prepare a small messenger rope, which will be lowered over the port side in
way of the break of the forecastle to the water. It will be lead through the forward lead
through the stopper and to the mooring winch. (See preparation in 15.1). When the
workboat is alongside the tanker bow, it will connect the hawser messenger to the ship
messenger, and then move clear of the tanker.
The tanker will commence to heave in the messenger, and continue to do this as the
approach to the TLU is made. Note that the tanker speed will be minimal and adjusted so
that the messenger can be heaved in without having a large bight in the water. As the
hawser end is brought up, the chafe chain will pass through the forward fairlead and into the
tanker chain stopper. When there are sufficient chain links in the stopper, the stopper ‘bar’
can be lowered and secured, and mooring considered over. The tanker will be stopped at
this time to maintain a separation with the TLU.
The pull back tug can be used from this point to prevent the tanker moving towards the TLU
and to reduce “fishtailing” motions of the tanker.
15 TLU berthing procedure
15.1 Pre arrival Preparations
The pre-arrival message contains instructions on the mooring procedure and preparations for
tanker is to make prior to arrival during the summer. On the forecastle a fixed winch drum is
to be clear of all wires and able to take the 200 metre messenger. A small rope messenger is
to be provided by the tanker along with a bow stopper to be used.
At the time of boarding the tanker, the Loading Master and his assistant, will inspect the
forecastle and manifold arrangements to confirm they are ready and compatible with the TLU
mooring and hose connections respectively. This will ensure that there is an empty fixed
drum on a mooring winch with which to heave in the hawser messenger.
15.2 Anchors
The anchors shall be secured in the sea going condition before the tanker enters the
Offshore Security Zone.
15.3 Manifold
During the summer season, the port side amidship manifold blanks are to be removed and
two 16 inch couplings prepared. The manifold crane or derrick is to be ready to bring on board
the hose connecting equipment, weather permitting, when the Loading Master boards. If the
weather is unsuitable, this operation may be performed after completion of mooring
operations. This box contains all of the necessary chains, hooks, lifting strops, spanners and
gaskets to secure the hose at the tanker manifold ship side saddle and to make the
connections to the manifold.
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15.4 Bow Loading
In the ice season the hose will be connected to the bow loading valve connection. The
connection arrangement will be different to the OCIMF requirements and additional
preparations will be required. This will require the rigging of a pick up wire from the ship’s
winch of sufficient length to be passed over the bow of the tanker and be connected to
the end of the hose. The hydraulics of the ship’s loading valve should be tested, and any ice
removed from the moving parts of the valve face and assembly prior to the hose being picked
up.
A Pusnes patent bow loading connection will be fitted by the owners of the tanker for winter
operation and correct connection procedure will be advised by the Loading Master.
16 TLU Berthing Approach
The berthing approach at all times will be from a position against the prevailing wind and current.
The Loading Master is to test the operation of the tanker engine, in ahead and astern mode, prior to
making the approach to the TLU.
The Loading Master will board the vessel in a position approximately 3 miles distance from the TLU -
See the pilot boarding position in 5.13. The initial course is to a position where the tanker can turn
towards the TLU and be down wind at one mile distance from the TLU for the final approach.
17 TLU Mooring Boat
The mooring boat is used for a variety of purposes during the port stay of the tanker, including
terminal personnel transfer, equipment transfer, TLU preparation, hawser and hose connecting
assistance, as well as oil spill response. During the ice season, mooring boat availability will be
limited.
18 TLU Pull Back Tug
The pull back tug is able to provide a bollard pull of approximately 70 tonnes. The tugs are fitted with
a bow towing reel, in addition to a stern towing bollard.
The tug will be attached to the stern of the tanker once the tanker is on the approach course and
approximately one mile distance from the TLU. At the time of connecting the towing line, the speed
of the tanker is to be less than 3 knots, with the engine stopped to allow the connection of the tow
rope. The tug will be made fast to the stern of the tanker at a distance of approximately 1 mile from
the TLU. Each tanker will be required to be fitted with a ‘strong’ point at the stern to connect the tow
line. This is in line with recent OCIMF recommendations. The towing line will be supplied by the tug.
19 TLU Mooring Procedure
The mooring boat remains in a position approximately 250 metres down current from the TLU as the
tanker makes the approach.
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The tanker lowers a messenger rope to the boat in way of the port side break of the forecastle. It will
be lead through the forward lead through the stopper and to the mooring winch. The workboat
connects the hawser messenger to the ship messenger and then moves clear of the tanker.
The approach towards the TLU will be slow, steerage way maintained by using appropriate
engine movements. Mooring will commence when the messenger of the mooring hawser is
attached to the messenger on the tanker and the tanker is heaving up the messenger (See hawser
connection).
During the mooring period the speed of the tanker is to be reduced to the point where the winch can
heave in the slack of the rope. Once the mooring hawser is made fast in the stopper, the vessel is to
be stopped in the water. The tanker heaves in the messenger and continues to do this as the
approach to the TLU is made. As the hawser end is brought up, the chafe chain passes through the
forward fairlead and into the tanker chain stopper. When there are sufficient chain links in the
stopper, the stopper ‘bar’ can be lowered and secured, and mooring considered over. The tanker
will be stopped at this time to maintain a separation with the TLU.
The pull back tug will operate under instructions from the Loading Master. It will be able to provide a
stern pull in the event the tanker approaches the TLU both during the mooring and loading period.
Diagram TLU, tanker moored and Winter hose connected
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20 TLU Hose Connection
The hose connection is made once the mooring is completed. Connection operations will only be
performed under the direction of the Loading Master in compliance with strict SEIC safety criteria
and in accordance with OCIMF recommendations.
20.1 Summer
The workboat will tow the end of the floating hose towards the portside manifold of the tanker.
The tanker will have prepared the manifold to make the connection, including making ready the
crane or derrick.
The hook will be lowered to the water line and the work boat will then attach the lifting chain on
the end of the hose onto the hook, and end of the hose will be lifted clear of the water and to a
height such that the ‘snubbing’ chain can be attached to the deck securing chain. Judgement
will be required to obtain the correct position for the attachment, in order that when the crane
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hook is lowered and the weight of the hose string is transferred to the snubbing chain, the hose
will bend towards the manifold and that the flanges will meet in order to make a connection.
The connection will be made using a ‘Camlock’ coupling or by bolting the hose flange direct to
the tanker manifold flange.
The hose will be supported at the tanker rail with webbing strops attached in the fore and aft
direction, and vertically onto the crane or derrick hook.
20.2 Winter
The workboat will be required to assist with the connection of the suspended hose.
The hose will be retained in the stowed position beneath the hose boom until the tanker has
completed mooring and is in a ‘settled’ state. The mooring boat will place personnel onto the
TLU to operate the winch to lower the hose end to the water level.
The boat will then proceed to the bow of the tanker and take the end of the wire used for
hauling in the hose on to the deck of the boat. The wire will be slacked back by the ship’s crew
as the boat proceeds to the hose end. The hose end will be lowered by the crew on the TLU, to
a position above the water where the boat crew are able to shackle the tanker’s haul-in wire
onto the lifting wire fittings at the hose end.
The tanker will prepare the bow valve by opening the hydraulic clamps, removing the end
blanks and swing the valve assembly outboard of the tanker.
The tanker will then haul in the hose to a position where the hose end is close to the ship
valve, and can be reached by the ship crew. At the same time the crew on the TLU will slack
on the TLU retrieving wire. They will remove the hose end blanks and prepare the hose for the
connection. The coupling and connection will be a hydraulic device.
The hose end will be fitted with a ‘coupling’ wire to allow the hose end to be lifted to the bow
connection on the tanker. It is expected that the TLU retrieval wire will be disconnected from
the hose once it is connected. Arrangements will be required to ensure that the TLU retrieval
wire on the hose is buoyed so that if the hose is disconnected in an emergency the end of the
wire will be able to be recovered.
21 TLU Safety Checks
Prior to the loading commencing safety checks will be carried out and the safety checklist
completed by the Loading Master and the Responsible Ship’s Officer on the tanker. The checklist
will be revalidated at periods during the operation (See checklist at Appendix 7).
22 TLU Pre-Loading Conference
The pre-loading conference is carried out by the Loading Master and Responsible Ship’s Officer.
The conference includes the following ship/shore data:
• Ship and terminal safety information.
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• Ship/shore communication details.
• Cargo volume required by the tanker.
• Minimum loading rate.
• Maximum loading rate.
• Cargo – API and temperature.
• Notice required by the terminal to alter loading rate and to stop the transfer.
• Who will initiate the completion of loading – ship or shore.
• Emergency procedures and stops.
• Contingency plans.
• Ballast water discharge.
• Inerted condition of cargo tanks on arrival.
• Gauging process/fiscal metering.
The Loading Master will not inspect cargo tanks prior to loading, and will not sign certificates
attesting to the emptiness, cleanliness, or suitability of tanks for loading.
23 TLU Loading
Loading will commence once the safety checks have been completed and the both the tanker and
terminal confirm readiness.
The Loading Master will advise the tanker to open the receiving tank, line and manifold. He will
open the hose end valve(s). When this is done, he will request the terminal to start the transfer of
crude oil at a slow rate.
The tanker will confirm receipt of crude. A check will be made to ensure that there is no leakage of
crude oil on board the tanker, or in the hose system. The berthing master shall then activate an
emergency shut down from the tanker, to test that this is operational.
Once the emergency shut down is confirmed, the loading can be resumed. The loading rate can be
gradually increased to a maximum agreed rate. Once again checks will be made to ensure there
are no leaks.
The loading rate will be reduced as necessary to suit shipboard activities such as topping off tanks,
and completing loading. The Loading Master and his assistant will liaise with the terminal for all of
the tanker requirements.
23.1 Avoidance of surge pressure
Sudden closing of cargo valves during loading is extremely dangerous, and can cause
extensive damage to equipment onboard the tanker and ashore due to generation of shock wave
surge pressure. The Master must acknowledge the “High Flow Rates” notice contained in
Appendix 13. During the loading operation the export tanker is to inform the TLU when tanks are
being topped off, valves are opened and closed, or any other action is being carried out which
could effect the pressure in the loading hose. Reductions in loading rate should be requested as
necessary.
Masters are reminded that surge pressure occurs when cargo valves are closed against high flow
rates. Such surge pressure problems are exacerbated when cargo valves close at a faster speed
than that which is optimum for the size of valve and pipeline. Master’s are encouraged to
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regularly check closing speeds of cargo valves against requisite minimum timings corresponding
to the size of valve. Periodic valve opening/closing times shell be verified and recorded,
particularly when changes in outside temperature will effect valve operating speeds due to
varying viscosity of hydraulic oil within tankers cargo valve operating systems.
As a guide an absolute minimum for cargo valve closing timings corresponds to one second per
inch diameter of pipeline and size of valve. Please refer to ship’s building specifications for
definitive cargo valve closing timings.
24 TLU Oil Spill Precautions
During the loading period the loading hoses as well as the sea around the tanker and the TLU will
be constantly monitored for any sign of oil. If oil is observed in the sea, loading will be suspended
and an investigation made into the source of the oil.
Loading will not be resumed until the source if found and addresses or it is determined that the oil is
not emanating from the TLU or vessel operations.
24.1 Equipment in the Hose
There are measures in the loading hose to protect the hose from an over-pressurisation
and damage causing loss of oil.
• Marine breakaway coupling in the hose
• A surge tank in the TLU.
• The hoses are double carcass construction
• A pressure recorder is installed at the end of the hose.
24.1.1 Construction
The loading hoses will be double carcass construction. This type of hose has two
carcasses. In normal operation the oil is retained in the hose by the inner carcass. If there
is a failure of the inner lining, oil will be retained in the hose by the secondary carcass,
avoiding an oil spill. The hose is designed to provide a ready indication of the failure of the
inner carcass, deformation of the hose, elongation of the hose or an increase in diameter
and a visual mechanical “pop up” indicator for over pressurisation.
24.1.2 Breakaway Coupling
There are double acting breakaway coupling (BAC) in the loading hoses, both winter and
summer. These are designed to activate should there be a surge of pressure in the hose,
or if there is a pull on the hose as would be the case if the mooring hawser failed and the
tanker drifted free of the TLU. The BAC valves comprise a pattern of ‘petals’ which close
off each end of the open hose. The petals close at a speed designed to prevent
excessive over pressure on the hose and yet minimise any oil loss.
24.1.3 Surge Tank
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There is a surge tank on the TLU to relieve any excessive pressure in the TLU piping.
An alarm to indicate when this is activated.
24.1.4 Pressure Recorder
There is a pressure recorder connected to the manifold connection at the hose end. This
will identify any high pressure the hose has experienced.
Loading will be stopped when any of the above have activated or been experienced.
Inspections by the mooring boat will be carried out on the hose, TLU and surrounding sea
to detect any signs of oil.
24.2 Shipboard Watchkeepers
In line with industry practices, the tanker is required to provide personnel who can
maintain a constant watch on the deck. Sufficient personnel should be on the tanker to
provide regular relief. The vessel is to provide overside lighting at night to detect any oil
on the water surface.
24.2.1 Forecastle Watch
The tanker is to station a watchman on the forecastle of the ship at all times the ship is
moored to the TLU. His duties will include:
• Observe the relative position of the tanker and the TLU.
• Watch for any oil in the water.
• Observe the mooring hawser for loading, damage or over stressing.
• During the winter he will monitor the loading hose for leaks.
• Report to the Responsible Ship’s Officer any situation that is abnormal.
• The forecastle watchkeeper may rotate with manifold duty (Crude Oil tanker only).
•
24.2.2 Manifold Watch
During the non–ice period a second watchman will be positioned by the port side
manifold to monitor the hose connection. His duties will include:
• If possible by local valve position detection, ensure the manifold valve is not
closed whilst loading is in progress.
• Watch for any oil on the water
• Watch for any oil in the bight of the floating hose.
• Observe the floating hose for any signs of leak – or distortion in the hose (A sign
of damage to the inner carcass).
• Report to the Responsible Ship’s Officer any situation that is abnormal.
• Monitor manifold cargo pressure.
• The manifold watchkeeper may rotate with Forecastle duty (Crude oil tanker
only).
24.2.3 Loading Master and Assistant
The Loading Master and the Assistant will share responsibility for monitoring the activities
of the tanker staff in loading the tanker and for maintaining contact with the shore
terminal. They will actively observe the loading procedures, especially at such times:
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• Commence loading.
• Commence de-ballasting.
• Complete de-ballasting.
• Topping off of tanks.
• Completion of loading.
They will request a reduced loading rate to suit the critical loading operations.
They will carry out the following periodic checks – Normally at least every hour and more
often if the circumstances require:
• The ship/shore figures - these are to be compared to ensure no leakage in the
subsea line.
• The weather and ice conditions.
• The ship/shore safety checklist – to ensure no infringements by the tanker.
• Overside checks of the sea for signs of oil leakage.
• Routine inspection of the hose for signs of deformation (indication of failure of the
inner carcass).
• Monitor the manifold pressure recorder for any indication of high pressure in the
hose.
• The relative position of the tanker to the TLU.
• Routine contact with the pull back tug.
The Loading Master and Assistant are to be provided with separate cabins for rest
periods.
24.2.4 Tugs and Support Boats
The tug will be remain on the stern of the tanker throughout the loading, and being down
wind and current from the tanker will be in a position to detect any oil on the sea as it drift
onto the tug. Additional boats will be available in the area to investigate any suspected
leak.
25 TLU Completion of Loading
On completion of loading the pumps will be stopped and both the shipboard and terminal valves
will be closed. The cargo figures will be fiscalised.
25.1 Hose Disconnection
The oil in the winter hose will be drained prior to the valve being closed. The hose will be
drained in to the tanker by operating the boom head relief valve. The boom will drain into the
surge tank on the TLU. The hose end valves will be closed prior to disconnection. TLU staff
will facilitate these operations.
The hose disconnection procedure will be the reverse of the hose connection (See Hose
connection).
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25.2 Cargo documentation and samples
The Loading Master will prepare the following gauging/custody transfer documents and
deliver them to the export tanker.
• Bills of lading
• Certificate of origin
• Certificate of quantity.
• Certificate of quality.
• Statement of facts/time report.
• Cargo manifest.
• Master’s receipt of cargo Samples.
• Master’s receipt for documents.
• Customs clearance documentation.
Sealed samples of the cargo will be delivered to the export tanker prior to her departure.
25.3 Unmooring
Disconnecting the hawser will be the reverse of the mooring operation (see Hawser
connection).
Prior to unmooring, the tug will be released from the stern, providing the tanker can be held
clear of the TLU with the power of the engine. This will prevent any risk of the tug towing line
becoming fouled in the tanker propeller. The tug can be stationed in a position to push the
tanker or offer other assistance if required.
Once the hawser is clear of the tanker, and the messenger has been retrieved by the
workboat, then the tanker engines can be put into an astern mode so that the tanker may
back away from the TLU. The tanker is to move astern until the bow is more than 300
metres from the TLU. The tanker engines can then be put into an 'ahead' mode and the
rudder put hard over so that the tanker heading will veer away from the TLU. The Loading
Master, acting as pilot, is to select the manoeuvre based on the prevailing
conditions.
26 Liquefied Natural Gas (LNG) Tanker Operations
26.1 Communications
To assist in planning and to satisfy contractual obligations the following pre-arrival
messages are to be sent to Prigorodnoye Export Terminal (Contact detailsTBA). Messages
should also be copied to the ship’s Agent.
Should there be any changes to the foregoing which might have an impact on either ETA’s,
the vessels performance, or cargo equipment, then the terminal is to be advised
immediately.
All messages shall be acknowledged.
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26.1.1 Pre Arrival Messages
At least 72 Hours before arrival and on departure from discharge port if more than 72
hours.
AA Ship’s name, call sign and IMO number.
BB Departure date & time.
CC ETA and arrival draught at Prigorodnoye Export Terminal.
DD Estimated quantity of LNG required, for cooldown and total quantity to load.
EE Estimated time for cooldown & loading.
FF Heel quantity on board.
GG Any known deficiencies affecting vessel performance.
HH ISPS security level adopted and disclosure of notifiable security incidents.
II Is ballast condition compliant with the Ballast Water Management plan.
JJ Are winterisation requirements, if seasonably applicable, being complied with.
KK Is the vessel receiving ice condition data.
LL Confirm ship/shore compatibility of vessel.
26.1.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival).
If the ETA deviates more than 12 hours from that initially advised on departure and/or
there are any changes to DD, EE or FF then the terminal must be advised.
26.1.3 Update ETA
AA
BB
Ship’s name & call sign.
Updated ETA
26.1.4 48 Hours Prior to Arrival
The following questionnaire is to be answered:
AA
BB
CC
DD
EE
FF
Ship’s name & call sign.
ETA and arrival draught.
Estimated cargo tank temperatures.
Confirm the following have been tested and/or are fully operational.
• Navigation, mooring, safety & engine systems.
• Cargo system & boil off control systems.
• Gas detection systems.
• ESD system, alarms and interlocks.
• Cargo tank high level alarms.
• High and low pressure alarms.
• Remotely operated valves.
• Winterisation requirements, as applicable, in force.
• Ship’s water spray system fully operational.
• Ballast water exchanged ready for discharge.
Cargo tanks/lines are free of oxygen.
No tank leakage.
If the ETA changes by more than 6 hours following the issuance of the 72 and 48 hour
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messages and before sending the 24 hour message then the revised ETA must be
advised to the terminal.
26.1.5 24 hours prior to arrival
AA
BB
CC
DD
Ship’s name & call sign.
Confirm ETA.
Send pratique message via ship's agent.
Ice readiness, as applicable.
If the ETA changes by more than 2 hours after sending the 24 hour message then the
terminal must be advised of the revised ETA. Note that during the ice season, the
terminal will advise of the rendezvous position with the ice pilot and ice transit escort.
ETA’s are to be at this position.
26.1.6 6 Hours before arrival
AA
BB
CC
Ship’s name & call sign.
Confirm ETA.
Confirm all overboard discharge valves are shut.
26.1.7 Contact with Prigorodnoye Marine Terminal
(Contact details to be advised)
26.1.8 Contact with Prigorodnoye Pilot
Contact with Prigorodnoye Pilot should be established on VHF Channel 69, 73 or 16 at
the earliest opportunity in order to obtain information on berthing, weather and
availability of pilot.
26.1.9 Departure Communications
On departure from Prigorodnoye Export Terminal.
AA
BB
CC
Ship’s name & call sign.
Outstanding port log items (if any).
ETA discharge port.
26.2 LNG Vapour Return to Shore and Prohibition of Gas Burning Alongside
Dual fuel gas and bunkers usage alongside is prohibited for FOB lifting’s. This does not apply to
DES lifting’s. All loading displaced LNG vapour will be returned to shore and LNG vapour
burning alongside is prohibited.
Special exemption arrangements, dependant upon buyers/SEIC contractual provisions or
agreement may be made. However vessels are only to proceed on this basis by special
arrangement with owners, charterers and after agreement with the Loading Master at the LNG
terminal at the pre-loading meeting.
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27 LNG vessel mooring operations
27.1 Mooring
Vessels will berth port side alongside and heading out.
Moorings will be passed to the shore using one mooring boat at the bow and one at the stern.
The moorings will be lowered into the boat. When the mooring boat is not available, due to
excessive ice, moorings will be passed from ship to shore using a combination of ship’s heaving
line and shore messenger on an endless loop. This mooring procedure requires close cooperation
between ship’s crew and shore mooring gang to ensure a smooth and safe mooring
operation.
Ships must have a sufficient supply of good quality heaving lines of sufficient length to reach the
furthest dolphin as per the agreed mooring plan. The terminal will provide the messenger lines.
In general the vessel will enter the turning circle to the West of the berth and with the aid of tugs
will swing 180 degrees to starboard with the aid of tugs until it is heading South and parallel with
the berth. The tugs will then push the vessel onto the breasting dolphins. To avoid damage to
the jetty fenders the vessel should be landed squarely on the fenders with a contact speed not
exceeding 12 cm/second. The LNG Jetty is equipped with a speed of approach device.
If the mooring boats are not used, as may be the case during the ice period, only after the
vessel has been positioned and is being held alongside the berth by the tugs, should mooring
lines be passed to shore.
The mooring will comprise:
Moorings (Forward)
Moorings (Aft)
3 Headlines
3 Breastlines
2 Backsprings
3 Sternlines
3 Breastlines
2 Backsprings
For mooring operational sequences at the LNG jetty see Appendix 5.
27.2 Emergency Fire/Towing Wires
On completion of mooring, and when alongside, emergency fire/towing wires of the required
strength and length capable of permitting the vessel to be safely towed clear of the berth in an
emergency, must be rigged on the starboard bow and quarter.
Wires should be properly secured at the inboard end by turning up on a set of bitts (figure of
eight) with sufficient slack flaked down on the ship’s deck and the outboard eye of the wire
maintained at a height of 3 metres above the waterline. The fire wire should be secured at the
fairlead with a light lashing as per the requirements of OCIMF Mooring Equipment Guidelines
recommendations.
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27.3 Vessel moving Out of Position whilst alongside
Where a ship has moved out of position a sufficient distance to either;
• activate the ESD system, or
• warrant corrective action in the opinion of the Loading Master, loading will be stopped,
loading arm(s) drained, purged and disconnected prior to repositioning the ship.
Whenever repositioning of a ship is required, pilot and tugs must be in attendance, the ship’s
engine readied, and the shore mooring gang on station. The pilot will remain onboard.
28 LNG Pre Loading Operations
28.1 Gangway
On completion of mooring the Loading Master and ship’s Master will confirm to the Loading
Master that the tanker is securely moored (“All Fast”), the main engine steam stop valve is
shut and the turning gear has been engaged (“MESSVSTGE). "No Smoking" and "Authorised
access" notices (to be provided by the ship) are to be prominently displayed at the gangway
position. At this point the terminal may be advised the gangway can be lifted onboard.
A member of the ship’s crew must be in attendance to guide and position the gangway steps
onto the ship’s deck. Before boarding the tanker a Responsible Ship’s Officer must agree with
the Loading Master that the gangway is safely in place and boarding of shore personnel can
take place.
The vessel’s engines are to remain in readiness with the warming through system in operation
throughout the time alongside.
28.2 Connecting ESD/Communications Cables
The ship shore link (SSL) shall be connected by a member of the ship crew and verified by the
Loading Master to check correct.
28.3 Mooring Integrity & Safety Checks
Prior to connecting the loading arms and/or commencement of the ‘Pre-loading meeting’ the
Loading Master shall together with a Responsible Ship’s Officer check and confirm that all
moorings are tight, brakes properly hardened up and winches are out of gear. On completion
of confirming mooring integrity, connection of loading arms may proceed.
In the process of conducting the mooring integrity check other safety checks as per the
ship/shore checklist, insofar as they can be confirmed at this stage, should be completed.
28.4 Connecting Loading Arms
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The tanker should arrive with short distance pieces fitted, if necessary. Prigorodnoye LNG
export terminal uses quick connection loading arms so outboard flanges fitted with bolt holes
are not required and suitable flanges for quick coupling connection will be required.
Ship’s loading strainers are to be fitted to the manifold.
LNG tankers will arrive with temporary manifold covers fitted to avoid water/moisture ingress
into the manifold. They will be removed immediately prior to connection of the loading arms.
The manoeuvring and connecting of loading arms will be carried out by the Common Facility
Shift Supervisor who will advise the Responsible Ship’s Officer when the arms have been
connected and secured. The order of connecting will be vapour arm first followed by the liquid
loading arms.
28.5 Pre Loading Meeting
Prior to the opening of the vessel’s manifold valves a ‘Pre loading meeting’ shall be held
onboard the vessel. The attendees of this meeting shall be the Responsible Ship’s Officer for
cargo management or his nominated deputy, the Loading Master, the independent cargo
inspector as required and any other individual with a recognised and legitimate interest in the
loading operation.
The purpose of this meeting is to ensure that all aspects of loading and associated activities
are clearly understood and documented in the required format. The agenda for this meeting
shall include as a minimum for normal loading, but not necessarily be limited to the following:
• Exchange of ship/shore safety information.
• Status of cargo tanks on arrival (temperature and pressure).
• Cool-down procedure.
• Bulk loading procedure.
• De-ballasting.
• Anticipated weather and sea conditions.
• Communications with terminal & stand-by tug.
• Emergency procedures.
• Schedule of operations, start/stop cargo, departure etc.
• ISPS security checks and confirmation of levels observed.
• Sloshing/filling limit implications for membrane LNG vessels, as applicable.
The initial entry into service of new vessels and those vessels arriving ‘warm’ after refit will
require fuller and more detailed discussions than those for normal loading and will in most
cases involve additional participants.
28.6 Pressure Test & Purging of Loading Arms
Once connected, loading arms will be pressure tested with nitrogen to a pressure of 5 bar and
2.5 bar for liquid and vapour arms respectively. A leak test will then be carried out on ship's
manifold flange using a soap solution to ensure the cargo loading arms are leak tight and
ready to load cargo.
The arms will be depressurised by opening the vent at the ship’s manifold and O2 and, if
required, dew point readings may be taken at this vent. The process of pressurising and
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purging shall be repeated until the O2 content is less than 1% by volume.
28.7 Water Curtain
Prior to connecting the loading arms to the ship's manifold valves the ship shall start up the
water curtain at the manifold and all other deck protective systems for tank domes as
required. Winter precautions shall be exercised when very low temperatures are experienced
with trays to be in place with 25% water fill and overside water curtain sprays running. Should
the deck freeze, the water supply may be shut off.
Note the LNG tankers manifold water curtain is a separate issue to the availability of the
vessel’s IMO standard water spray fire curtain. This should be drained to avoid icing issues
but emergency pumps should be available at immediate notice in case of fire and emergency
use.
During the winter season utmost care is to be taken to avoid the following systems freezing.
• Fire main.
• Foam main.
• Valve hydraulics.
• Emergency escapes.
• De-icing equipment.
• Personnel ice contact issues.
28.8 Gauging
Before the ship's manifold valves are opened gauging of the ship's tanks will take place on all
occasions, regardless of the status of the ship's tanks. This process is to be witnessed by the
Responsible Ship’s Officer, the Loading Master, the independent cargo surveyor, as required,
and any other individual with a recognised and legitimate interest in the loading operation.
28.9 ESD Tests
In addition to any tests that may be carried out by the vessel and terminal prior to the ship's
arrival, the following Emergency Shutdown (ESD) tests shall be conducted in conjunction with
each ship and shore at the start of loading as follows.
• A “warm” ESD test, before cooldown, when both terminal and ship have confirmed
ready for test, initiate by the Ship. A second “warm” ESD test, with loading arms still at
ambient temperature, may be performed by the terminal if requested by the Loading
Master, such as for first cargo loading after new build or refit.
• An additional “cold” ESD test will be initiated by the Terminal, after cooldown of the
loading arms. This is to confirm all valves still close correctly in the fully refrigerated
condition. This test will be performed with prior notice, giving a standby advice, agreed
readiness, under a countdown and the closing timings for the ship and shore valves
are to be recorded. This “cold” ESD test, with loading arms cooled down to LNG
temperature, may also be initiated on alternate loadings, by the ship, if deemed so
required.
• Requirements to test ESD1 (loading/manifold valve and pump trip test) and ESD2
(loading/manifold valve, pump trip and loading arm emergency release test) shall be
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agreed between the ship and terminal in specific cases. Normally this is at five year
intervals.
• Test of electric/hard wire communications and ESD facility to be tested periodically.
29 LNG Cargo Handling
Cargo handling operations onboard vessels shall be performed in compliance with the requirements
of the ship’s builders ”Cargo Operations Manual”.
29.1 Normal Loading
On completion of ESD tests Prigorodnoye Control Room, the Loading Master and the
Responsible Ship’s Officer shall confirm that all systems are lined up and ready.
29.2 Cooldown
The Responsible Ship’s Officer in the tanker’s cargo control room (CCR) shall confirm that the
ship's manifolds, liquid and vapour, are open and that they are ready to receive product.
Prigorodnoye Control Room and the Loading Master shall confirm to the ship that the shore is
ready to commence cooldown of the loading arms.
Following the above confirmation, cooldown of all three liquid loading arms will commence.
On completion of cooldown of the loading arms the flow rate will be adjusted according to the
ships requirements for cooldown of ship's lines and tanks.
The use of the vapour arm for vapour return to shore and control of ships cargo tank
pressures is to be closely monitored at all times. Close liaison is required between ship and
shore as the ship’s return gas blowers are ramped up during cooldown and increasing loading
rate for increased vapour return to shore. Shore will lead all return vapour to the boil off gas
(BOG) system for recovery and re-liquefaction. As such the rate of return gas to shore is to be
adjusted slowly by ship, liaising with shore, to prevent overloading the shore system with the
potential of a shore BOG system trip and diverting boil off gas to flare.
Avoiding the use of the flare by careful return boil off gas vapour pressure management is to
be pursued at all times. A careful management of cooldown rate and return boil off gas
pressure will achieve full boil off gas re-liquefaction recovery with no environmental impact of
flaring.
For control of return gas from ship it is important that the Prigorodnoye Control Room is
informed when the return gas compressor is started and stopped on the ship. Excessive
return gas to shore must be avoided otherwise high pressure in shore tanks will cause the
plant to trip. The starting of two compressors close together is prohibited unless pre arranged
with Prigorodnoye Control Room and the vapour line is open to the flare. Ships are requested
to increase return gas compressor slowly, as controllable, to maximum in a period of not less
than 1 hour.
During cooldown of the loading arms it is normal practice that ships will return vapour to shore
without use of compressor i.e. freeflow. Ships must open the vapour control valve to shore
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gradually to all the shore compressors to ramp up slowly. Ship must communicate with the
Prigorodnoye Control Room to ensure trouble free return gas.
29.3 Bulk Loading & Topping Off
Increase of loading rate ramp up to maximum flow rate shall be at the ship's request. The
times of starting and stopping loading pumps shall be recorded and Prigorodnoye Control
Room shall advise the ship on each occasion when shore loading pumps are started or
stopped.
When both ship and shore are ready shore will start the first loading pump. Official time of
starting will be agreed. After ten minutes the second pump will be started and remaining
pumps started at five minute intervals after confirmation with the ship that it is ready. Once all
pumps are online the Prigorodnoye Control Room will stabilize the bulk loading rate.
Loading rates and quantity loaded (in cubic metres) are to be calculated and recorded hourly
by the ship and Prigorodnoye Control Room advised.
Any unexpected increase in back pressure at the shore manifold indicating possible blockage
of strainers in the loading lines will result in loading being suspended until the cause has been
ascertained and rectified.
The tanker is to advise Prigorodnoye Control Room one (1) hour prior to the commencement
of ‘topping off’ the first cargo tank, and thereafter give fifteen (15) minutes and five (5) minutes
notice to stand-by for the completion of loading. Loading rate will be decreased throughout the
‘topping off’ process in accordance with the tanker’s requirements and by agreement with the
terminal to allow sufficient time to stop loading pumps. Loading pumps will be stopped one at
a time by shore control during the ramp down period as request by the ship
29.4 Draining & Inerting of Loading Arms
On completion of loading the ship’s manifold valves will be closed with the ship’s last tank
filling valve remaining open for draining/line warming/expansion. The terminal’s liquid loading
arm valves should be closed, and the confirmed between ship/shore that both sets of liquid
valves are fully closed.
The vapour line should remain open throughout draining and purging of liquid arms.
The loading arms will then be pressurised with nitrogen to 2.0 bar. Shore will then drain back
loading arms to the circulation line.
The loading arms will then be re-pressurised with nitrogen and lines drained back to the ship
via the manifold loading by-pass. Continue purging with nitrogen back to ship until loading
arms contain less than 2% hydrocarbon by volume, measured at the manifold vent. A final
Nitrogen purge to the shore may be required. Liquid loading arms may then be disconnected.
With the agreement of the ship the vapour manifold valve can then be closed, the arm purged
with nitrogen until less than 2% hydrocarbon by volume is recorded, after which the
vapour arm can then be disconnected.
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29.5 Vessels arriving in the Inerted Condition
Vessels may only arrive at the terminal inerted following new build or refit.
Vessels arriving to load at the terminal with tanks in the inerted condition will be required to
handle the vapour generated utilising the on board systems until the CO2 content of vapour in
the ship’s tanks is 1% or less.
Inert tank vapour may initially be discharged to atmosphere until a hydrocarbon content of 8%
is recorded at the ship’s vent stack, at which stage the CO2 content of the vapour should be
sufficiently low enough to support combustion of vapour in the ship’s boiler, if permitted in
section 26.2. This process should continue until the CO2 content of the tank vapour reaches
1% or less at which time the terminal may accept vapour as boil off gas (BOG) to shore flare
system as in section 29.6.
29.6 Re-gasification & Cooldown
All ship’s tank vapour will initially be routed to ship’s vents until hydrocarbon level reaches
>8% by volume after which vapour may be diverted to shore flare system. The level of CO2 in
the return gas will be monitored ashore until this has been confirmed to be less than 200 ppm.
On ship’s confirmation that CO 2 level is less than 200ppm, the terminal will require a stop in
order to change over the return gas from flare system to the boil off gas (BOG) shore tanks.
It is anticipated that this stoppage will be for approximately five minutes, but every effort will be
made to minimise the time involved. The terminal will continue to monitor the CO2 levels of
the return gas until it is less than 200ppm at which time gassing up will be stopped to permit
changeover of shore return gas from flare system to the shore tanks.
A close liaison between the Responsible Ship’s Officer, The Loading Master and the
Prigorodonoye Control Room will be required during this operation to permit a smooth
operation and best use of vapour recovery with minimal use of flared vapour.
29.7 Single Arm Cooldown
The line up and cool down of the tanker's loading lines will be as per the normal cooldown
procedure in 29.2 except that only one loading arm, will be required to be cooled at this
stage. The loading arm to be used will be advised by the Loading Master at the on board
pre-loading meeting and agreed with the vessel.
After cooldown of the nominated loading arm (at least one hour) flow rate to the tanker will be
adjusted in accordance with the tanker’s requirement.
in
During the latter stages of the cooldown the remaining two loading arms will be cooled down
keeping with the overall flow rate required by the tanker.
At the completion of cooldown loading will be stopped to carry out a ‘cold’ ESD test as above.
29.8 Draining and Inerting of Loading Arms
Draining, purging and inerting of loading arms will be carried out as above section 29.4.
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30 LNG Post Loading Operations
30.1 Gauging
On completion of draining and purging of the loading arms and confirmation that all the ship’s
manifolds are closed, gauging can commence. The Responsible Ship’s Officer, the Loading
Master, the Independent Cargo Surveyor and any other individual with a recognised and
legitimate interest in the loading operation will witness the gauging and calculate loaded cargo
quantity.
30.2 Post discharge meeting and documentation
On completion of calculation and agreement of the cargo quantity loaded, documentation will
be prepared by SEIC and the export tanker for signing by all interested parties.
A post loading meeting between the Responsible Ship’s Officer, the Loading Master and the
independent cargo surveyor will complete the necessary final administration and obtain
authorising signatures. The following documents will be completed.
• Bills of lading.
• Port timesheets and log sheets.
• Surveyors documentation as applicable.
• Any receipts or other miscellaneous requirements as required.
30.3 Removal of Gangway
Prior to the removal of the shore gangway the ship’s Master is to confirm to the Loading
Master that all visitors have disembarked. During removal of the gangway the ship’s
personnel must be available to assist in removal of the gangway from the ship.
Ship’s engines must not be tested until the gangway has been removed from the ship.
31 Safety and Emergency Procedures applicable to both LNG/TLU operations
SEIC has developed an Emergency Response Plan, reference SEIC internal operating procedures,
and this has included a response centre from where response will be managed. In this section it is
called the Emergency Control Centre.
31.1 Responsibilities
Prigorodnoye terminal is responsible for controlling marine emergencies within the designated
limits of the port.
Prigorodnoye Emergency Control Centre, in liaison with the Authorities, will co-ordinate the
terminal’s response to the emergency.
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The tanker is responsible for dealing with any emergency on board, utilising such assistance
that is available from the terminal. The Emergency Control Centre will co-ordinate with the
tanker regarding any necessary assistance.
The terminal is responsible for dealing with all emergencies ashore. The Emergency Control
Centre shall liaise with any tanker alongside to keep them fully appraised of the situation and
any developing risk.
The Loading Master or his designated deputy is responsible for providing marine advice to the
Emergency Control Centre. This includes, but is not limited to, analysing the incident,
determining the need for response, call out and mobilisation of marine resources, liaising with
governmental and local authorities and maintaining communications with the ship.
The Offshore Marine Coordinator shall be the Loading Master or the Master of the duty tug or
other delegated marine personnel. The role of the Offshore Marine Coordinator during a
marine incident shall be to control marine activities offshore, and keep Prigorodnoye
the shore Common Facility Supervisor and Emergency Control Centre fully appraised of the
offshore situation.
31.2 Safety Alongside
The Master is responsible for the safe operation of his ship (including cargo-handling
operations) and the safety of ship’s personnel at all times. The Master will be required to sign
a letter acknowledging his responsibility in this respect.
The Responsible Ship’s Officer delegated the task of controlling cargo operations and other
related duties must be qualified and competent to do so and either himself, or a delegated
ship’s duty officer, should remain in the ship’s cargo control room throughout cargo
operations in order to ensure that the ship/shore liaison is continuously maintained. In addition
to the Responsible Ship’s Officer, or his deputies, sufficient personnel should be available in
order to maintain an efficient deck and cargo watch.
The following procedures should be used as a supplement to and in conjunction with the
appropriate Prigorodnoye LNG Emergency Response Plans:
• Onshore Fire Alarm (Continous sounding of alarms).
• Onshore Gas Alarm (Intermittent sounding of alarms).
• Shipboard emergency procedures with specific shipboard communication of such, ie.
Public address system announcement.
• At least six (6) long blasts on the ships whistle each of not less than 10 seconds
duration.
31.3 Communications
The terminal, on notification of the shipping 72 hr pre arrival messages, will forward the advice
to the LNG on duty personnel by fax who will acknowledge this notification to the terminal and
advise the appropriate LNG operations personnel of the forthcoming shipping movements.
Note:- On return acknowledgment of shipping advice, the LNG terminal personnel will also
advise of any shore activities which the terminal and Loading Master should be made aware
of.
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Any deviation to the pre arrival advice must be relayed directly to the LNG terminal.
One hour prior to ship berthing the terminal will advise the LNG storage and the loading panel
man who will then advise his operational team for loading readiness.
Once the ship is berthed, all Loading Master communications will be directed to either the
LNG jetty loading senior operations technicians (SOT’s) or the LNG storage and loading panel
operator as required to accommodate ESD checks/arm connections/cooldown/arm
disconnections (as per LNG operational loading procedures).
All communications will be relayed via the LNG terminal operational radio system when the
ship has been berthed. All prior communications to berthing are via the marine VHF system.
On commencement of loading and for the duration of loading hourly transmissions from the
ship will advise the terminal LNG panel operator of loading conditions, rates and quantities.
On completion of unmooring activities the marine terminal will advise the LNG storage and
loading panel man and vacation of berth.
One hour prior to ship berthing the terminal will advise the OET storage and loading panel
man who will then advice his operational team for loading readiness.
Note:- Shore tankage pre-checks, e.g. dewatering, gauging / certification will be confirmed as
completed by the OET panelman.
Once the ship is berthed all communications will be directed to the OET storage and loading
panel operator as required to accommodate all shore loading activities. (As per OET
operational loading procedures).
Note:- No operation technicians will be present on the TLU during any phase of the shipping /
loading operation.
All communications will be relayed via the LNG/OET terminal operational radio system.
During “start up” and “topping off” phases of the cargo loading operation the Loading Master
will be present in the ship’s Cargo Control Room (CCR) to monitor operations and assist in
communications where necessary.
Throughout the loading process the Responsible Ship’s Officer, or designated ship’s duty
officer, shall keep Prigorodnoye Control Room advised of any circumstances, which may have
an impact on the loading or safety of the ship.
All communications between ship and shore should be conducted in English and a ‘positive’
reporting system used, i.e. all messages should be repeated back by the recipient and
acknowledged by the sender.
Ship/shore communications will be effected primarily by ship/shore telephone through the fibre
optic communications link or by back up ship/shore VHF radio, either walkie-talkie or ship’s
fixed VHF unit by agreement with the Loading Master/Pilot/Ice Pilot.
31.3.1 LNG Communications
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Fiber optic cable is to be provided as a general communication link with Shore
Loading Operator. As back up UHF/VHF radios will be supplied.
31.3.2 Tanker Loading Unit Communications
UHF radios as a general link is to be provided by Loading Master. VHF as a back up
channel to be notified.
Note: The Loading Master will be onboard the crude oil tanker throughout the loading
period.
31.3.3 Communications with Stand-by Tug
Stand-by tugs will maintain a continuous listening on watch VHF channel 69, 73 & 16.
31.4 Ship Shore Safety Checklist
A ship shore safety checklist (Appendix 7) will be completed jointly by the Responsible Ship’s
Officer and the Loading Master following the safety inspection.
The safety checklist must be completed and signed by both ship and shore representatives
prior to the start of any cargo operations. Follow-up safety checks will be conducted at agreed
intervals throughout the loading period and the checklist will be signed accordingly.
31.5 Fire Prevention
Sources of ignition, including smoking, shall be restricted to designated areas on board the
tanker and on shore. Designated smoking areas onboard ship shall be limited to two in
number. The location of these two smoking areas will be agreed between the Loading Master
and the Responsible Ship’s Officer at the pre-loading meeting.
Certified electrical approved equipment shall be in good order and maintained and operated
such that its original certification is not jeopardised.
All portable electrical equipment, including hand held torches, ‘walkie-talkie’ radios and gas
analysers, which are operated in hazardous zones, shall be intrinsically safe and certified
approved equipment for use in the flammable atmosphere concerned. All equipment should
be maintained a safe condition and operated in such a manner that its original certification is
not jeopardised.
Use of vessel's radar is prohibited by ISGOTT requirements during loading operations,
however the use of the satellite communications equipment may be permitted, subject to the
approval of the Loading Master.
Where essential tests etc. are required to the radar or communications equipment, the
Loading Master must be consulted before such testing takes place. The precautions and
recommendations set out in the ISGOTT Guide must be strictly adhered to.
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Whilst alongside the terminal’s berths, no tug or any other craft shall be allowed alongside
unless, cargo operations have been stopped, valves closed and cargo decks secured, except
in the case of an emergency when the terminal may permit tugs or other craft to go alongside
subject to the agreement of the ship’s Master.
31.6 Shore Fire-fighting Equipment
Fire-fighting equipment available from shore, as detailed in Appendix 9, will be 5 monitors, 2
hydrants, 1 ISC hydrant and a water deluge on each arm with a fire box (for LNG).
31.7 Ship’s Fire-fighting Equipment
All ship’s fire-fighting equipment shall be in good working order. Portable equipment shall be
correctly positioned, and ready for immediate use. The tanker’s fire main shall be pressurised
whilst alongside the terminal’s berths. Precautions shall be taken, as appropriate, during the
winter period to ensure the fire main does not become frozen.
The ship/shore international connection shall be prominently identified with the connecting
flange and bolts ready for immediate use on both ship and shore. Hoses shall be placed at
both ship and shore international connections ready for immediate deployment.
31.8 Main Engine Readiness
Whilst alongside the LNG berth or moored to the TLU, the tanker's main engines and related
auxiliaries shall be kept in a state of readiness such that the tanker can leave under her own
power in an emergency. Maintenance work to the engines and auxiliaries is prohibited.
In the case of a steamship this means that, the turning gear is to be engaged, main steam stop
valve closed with turbines sufficiently warm and condenser vacuum maintained commensurate
with the engine manufacturer's operating instructions. Allowance is made for those vessels
with a continuous warm up system providing that safe guards remain in place to restrict
significant accidental engine movement being made. For a diesel-powered ship this means
that the fuel rail is under constant circulation and ‘starting-air’ bottles are fully charged.
Whilst alongside the terminal’s berths, repairs and maintenance to the tanker’s machinery and
equipment shall be restricted to those items, which do not impair or limit the use of:
• Fire detection or fire-fighting capability.
• Safe and efficient handling of the cargo.
• Propulsion system or manoeuvrability of the tanker.
• Integrity of the mooring system.
• Safe operation of electrical equipment in gas dangerous zones.
31.9 Testing Main Engines
Under no circumstances should a tankers main engines be tested at any time whilst alongside
the LNG berth or moored to the TLU until the loading arm(s) or hoses have been
disconnected, shore or ship’s gangway removed and the tug(s) is/are secured alongside.
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31.10 Hot Work
“Hot Work" in non-approved areas and work on open decks or on the jetty head, which
involves hammering, chipping or the use of power tools is strictly prohibited.
31.11 Emergency Towing Wires
Emergency towing wires, as required in 27.2, will be used by the terminal’s tug to tow the
vessel clear of the berth if so required. The vessel will not need her own engines to effect this
safety manoeuvre.
31.12 Jetty Access & Safety Requirements
Ship’s personnel (and visitors to the ship) when transiting the jetty are required to comply with
the Company safety requirements with respect to the wearing of personnel protective
equipment (PPE) and to the rules governing movement of personnel within the terminal and
plant complex. The following shall apply.
• PPE (safety helmet and safety glasses) must be worn on the jetties or when transiting
through the terminal or plant complex.
• Smoking is prohibited on the terminal property except in the approved places.
• Lifejackets are to be worn if access to the mooring dolphins is required. Ship’s
personnel requiring access to the dolphins must first request permission from
Prigorodnoye Control Room.
• Ship’s personnel or visitors leaving the vessel should first advise Prigorodnoye Control
Room. Ship’s personnel and visitors must wait at the shore end of the LNG jetty for
transport.
• Walking through the plant or to the West gate is NOT permitted.
31.13 Emergency Response
Prigorodnoye specific responses will be instigated by the Emergency Control Centre, as per
SEIC internal operating procedures.
31.14 Incidents Onboard Ships
A ship is a self-contained unit, fully equipped to deal with major fires and other emergencies
onboard and capable of providing the initial response to most incidents.
The type of incident that can occur on board ships berthed alongside the terminal berths,
can in some instances, have a significant impact on the integrity of the terminal equipment
and the safety of its personnel. Incidents with the potential to develop to significant event are.
• Fire/explosion.
• Pollution through cargo and/or bunker fuel spills.
• Uncontrolled release of cargo vapour (LNG).
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Other examples of incidents, which will require a response to at least minimise the outcome,
or at worse to avoid escalation into a significant event are.
• Mechanical failure (affecting cargo operations).
• Man overboard.
• Accident (medical emergency).
• Failure of the ship’s moorings.
• Collision.
• Grounding.
The following section deals with the specific immediate actions to be taken by the principal
parties in the event of incidents listed. Subsequent actions to be taken will depend on how the
particular incident develops and how well it is managed.
31.14.1 Fire/Explosion Onboard a Tanker
Action by tanker with emergency.
• Initiate emergency shut down procedures, ensure all manifold(s) and tank valves
are closed.
• Mobilise on board fire-fighting response.
• Establish communications with Prigorodnoye Control Room and advise nature
and location of incident.
• Prepare to disconnect loading arms or loading hose.
Action by Prigorodnoye Control Room.
• Initiate emergency shut down, stop cargo operations on both LNG berth & TLU (if
both are loading).
• Implement plant Emergency Response Procedure. Start log of events.
• Instruct stand-by tug to start fire pumps and assist as directed.
• Callout other tugs and the mooring boats.
• Establish lines of communication with ship, tugs and Loading Master acting as
Offshore Marine Coordinator.
Action by Tugs & Pilot.
• Stand-by tug to start fire pump and assist as directed by Prigorodnoye Control
Room.
• Duty tug master or Loading Master to act as Offshore Marine Coordinator.
• Remaining tugs to be mobilised and assist as directed.
• Prepare to remove vessel from berth under direction of Loading Master/Pilot or
Master.
• Mooring boats to stand by and act as rescue launches.
Other action by tanker.
• Initiate shut down of cargo operations, close all manifold and tank valves.
• Prepare to disconnect loading arms, if instructed by terminal.
• Prepare to vacate berth.
• Maintain listening watch on VHF/UHF channels and await further instructions.
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31.14.2 Oil spill from Tanker
Specific action to be taken in the event of an oil spill will depend on the nature, type and
amount of the product spilled and will be listed in the tanker’s SOPEP plan. The following
general rules should be adhered to in order to ensure a fast and efficient response at the
same time minimising the environmental impact.
For all spills, regardless of the product involved, a total ban on smoking onboard is to be
imposed on the vessel concerned. In the event of a crude oil spill the smoking ban will
apply to all ships, including the terminal’s marine craft within the port and terminal area.
All other sources of ignition should be isolated/secured.
All loading or cargo related operations are to be stopped and cargo tank valves closed.
The terminal will automatically advise the authorities of any oil spills emanating from ships
or from the terminal’s facilities.
a. Action by polluting ship (Instigate internal ship’s Emergency Procedure and
SOPEP plan).
b. Action by Prigorodnoye Control Room (Instigate Oil Pollution Response
Emergency Action Plan or Aniva Bay Offshore Oil Spill Response Plan).
c. Action by tugs (Instigate Emergency Response Plan or Aniva Bay Offshore Oil
Spill Response Plan).
31.14.3 Uncontrolled release of LNG from Tanker/Jetty
a. Action by tanker (Instigate internal ship’s Emergency Procedure).
b. Action by Prigorodnoye Control Room (Instigate Emergency Action Response
Plan).
c. Action by tugs & Loading Master (Instigate Emergency Response Plan).
d. Action by tanker on TLU (Instigate internal ship’s Emergency Procedure) .
31.14.4 Man overboard Incident
The response to this type of incident will depend on the particular circumstances.
In the event of a man overboard situation within the port and terminal limits all tanker
movements are to be suspended whilst search and rescue activities take place.
Extreme caution is required by the search vessels, particularly during hours of
darkness, when approaching or entering the search area.
a. Action to be taken by tanker (Instigate internal ship’s Emergency Procedure).
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b. Action to be taken by Prigorodnoye Control Room (Instigate Emergency Action
Plan).
c. Action to be taken by tug(s) and Loading Master (Instigate Emergency Response
Plan).
31.14.5 Other ship related incidents
The response to the type of incident described will depend to a large extent to the
nature, location and severity of the event. Swift action will in the majority of cases
prevent an escalation of these events.
Where marine craft are required to approach or to go alongside the tanker concerned
they must only do so after Prigorodnoye Control Room has confirmed that loading has
been stopped.
a. Action to be taken by tanker.
Advise Prigorodnoye Control Room nature, location of incident and action being
taken by ship and assistance required from terminal, if any. Initiate emergency shut
down if required (e.g. mooring failure).
Instigate internal ship’s Emergency Procedure.
b. Action to be taken by Prigorodnoye Control Room (Instigate Emergency Action
Plan).
c. Action to be taken by tugs & Loading Master (Instigate Emergency Response
Plan).
d. Action to be taken by other ship’s (Instigate internal ship’s Emergency Procedure).
31.14.6 Cold weather and ice transit incidents
Action required by tankers berthed alongside the terminal LNG berth and crude oil TLU,
or in transit will depend on the nature, location and proximity of the incident to the
jetties.
a. Action to be taken by Prigorodnoye Control Room Initiate SEIC Terminal
Emergency Response Plan (Instigate Emergency Action Plan).
b. Action to be taken by tankers berthed alongside (Instigate internal ship’s Emergency
Procedure).
c. Action to be taken by tugs and Loading Master (Instigate Emergency Response
Plan).
31.14.7 Terminal Incidents
Action required by tankers berthed alongside the terminal LNG berth and crude oil TLU
will depend on the nature, location and proximity of the incident to the jetties.
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a. Action to be taken by Prigorodnoye Control Room Initiate SEIC Terminal
Emergency Response Plan (Instigate Emergency Action Plan).
b. Action to be taken by tankers berthed alongside (Instigate internal ship’s Emergency
Procedure).
c. Action to be taken by tugs and Loading Master (Instigate Emergency Response
Plan).
End
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Appendices.
1 Pilot boarding requirements
2 Russian regulations affecting the port of Prigorodnoye.
3 UK Standard Terms & Conditions for Towage and other Services (Revised 1986).
4 Tugs & general service launch terminal marine craft – General particulars.
5 Mooring procedures – LNG jetty.
6 Conditions of use.
7 Ship–shore safety checklist.
8 Safety letter.
9 LNG jetty fire-fighting equipment.
10 Smoking area notice.
11 Environmental protection.
12 Russian regulations General declaration.
13 High flow rates.
14 Request for berthing assistance.
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Appendix 1 - Pilot Boarding Requirements.
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Appendix 2 – Russian regulations affecting the port of Prigorodnoye.
Article 9. Seaports. Port Authorities
Russian Merchant Shipping Code (Article extracts)
1. In the present Code, the sea trading port shall be understood to mean a complex of structures
located on the specially allotted territory and water area and intended for the service of ships used for
merchant shipping purposes, the service of passengers and freight operations and other services usually
rendered in a sea trading port.
2. In the present Code, the sea fishing port shall be understood to mean a complex of structures
located in specially allotted territory and water area and intended for the performance of the main type of
activity - a comprehensive service of fishing vessels.
3. In the present Code, the sea specialized port shall be understood to mean a complex of structures
located on the specially allotted territory and water area and intended for the service of ships carrying
particular cargoes (timber, oil and others).
The sea specialized ports also include the ports designed to service sports sailing ships and
pleasure boats.
4. In the present Code, the port authorities shall be understood to mean the appropriate sea port
administrations, which exercise the administrative and plenary and other powers vested in them by the
Government of the Russian Federation.
On perfecting the system of the state administration of sea commercial and specialised ports see
Decision of the Government of the Russian Federation No. 705 of September 25, 2002
For the organization of the administration of the seaports, see the Decision of the Council of Ministers of
the Russian Federation No. 1299 of December 17, 1993
5. The activity of the seaports indicated in Items 1-3 of this Article shall be carried out in accordance
with the Law on the Seaports of the Russian Federation.
Article 74. The Seaport Master
Chapter V. State Port Control
1. The seaport master shall perform the functions of ensuring the safety of sea shipping and the
order in a seaport.
2. The seaport waster shall act in accordance with the Regulations for the Seaport Master, approved
by the federal executive body responsible for the transport, while the seaport master shall act in
accordance with the Regulations for the Sea Fishing Port Master, approved by the federal executive body
responsible for fishing by agreement with the federal executive body responsible for the transport.
Article 75. The Subordination of Seaport Masters
A seaport master shall be directly subordinate to the federal executive body responsible for the
transport, while a sea fishing port master shall be directly subordinate to the federal executive body
responsible for fishing.
Article 76. The Functions of the Sea Trading Port Master and the Sea Fishing Port Master
The sea trading port master and the sea fishing port master, respectively, shall be charged with the
following functions to ensure the safety of sea shipping and the order in said ports:
control over the observance of the international treaties and agreements of the Russian Federation
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dealing with merchant shipping and of the legislation of the Russian Federation on merchant shipping;
the registration of ships and the issue of appropriate ship's papers;
the registration of the right of ownership of sailing ships and ships under construction, the
hypothecation of a sailing ship or a ship under construction and of other rights to them and the issue of
appropriate documents;
the issue of diplomas, qualifying certificates, confirmations of their issue and of sailor's passports to
ship crew members;
the verification of ship's papers, diplomas, qualifying certificates and confirmations of the issue of
diplomas and qualifying certificates;
control over the observance of requirements for the calls of ships at ports and for the departure from
ports,
the registration of the calls of ships at ports and of the departure from ports. If a sea trading port and
a sea fishing port have adjoining water areas, the port master of a sea trading port shall register the calls
of ships at this sea trading port and the departures from it, exception being made for ships used for fishing
water biological resources; the port master of a sea fishing port shall register the calls of ships used for
fishing water biological resources at the sea fishing port and the departures of such ships from it;
control over the activity of pilotage service and the ships traffic control system;
control over the ice-breaking pilotage at port approaches and within the port water area;
the issue of permits for the salvaging of sunken property at sea and the performance of building,
hydrotechnical and other works in the port;
the investigation of ship accidents. Ship accidents shall be investigated in accordance with the
regulations, approved by the federal executive body responsible for the transport by agreement with the
Procurator-General of the Russian Federation, the federal executive body responsible for fishing and the
federal executive body responsible for defence.
Article 78. Orders of a Seaport Master
The orders of a seaport master with regard to his powers in the sphere of shipping safety and order
in the seaport shall be binding on all ships, organizations and individuals to be found in the port.
Article 79. Control over ships
1. Control over the ships which are putting out to sea shall be exercised by a seaport master with the
aim of verifying the presence of ship's papers, the compliance of the main characteristics of ships to their
papers and the satisfaction of the requirements for the staffing of ship crews.
2. In the absence of ship's papers or in the presence of sufficient grounds to believe that the ship
does not meet the shipping safety requirements the seaport master may subject the ship to inspection.
3. In order to verify the removal of the shortcoming which prevent the issue of a permit for putting out
to sea from a seaport, the seaport master may carry out a control survey of the ship concerned.
Federal Law No. 86-FZ of June 30, 2003 amended Article 80 of this Code See the previous text of the
Article
Article 80. A Permit for Putting out to Sea from a Seaport
1. before leaving a seaport each ship is duty-bound receive from the seaport master a permit for
putting out to sea.
The seaport master shall have the right to refuse to issue a permit for sailing from the seaport in
cases of:
1) the unseaworthiness of a ship, the violation of the requirements for loading, the supply of a ship,
the staffing of the ship's crew or the presence of other ship's shortcomings creating a threat to its safe
sailing, the lives or heath of people aboard the ship or a threat of causing damage to the marine
environment;
2) the violation of the requirements for ship papers;
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3) the instructions of the sanitary-quarantine and migration services, customs and frontier agencies
the federal security service and other state bodies authorized therefore;
4) the non-payment of port dues.
2. Expenses made by the seaport master on the exercise of his rights, stipulated by this
Article (survey examination, etc.) shall be borne by the shipowner concerned.
Article 81. The Detention of a Ship and Cargo by Port Authorities
1. At the request of a person who has claims arising from rescue operations, the collision of ships,
the damage of port facilities, water basins, waterways and navigation instruments or from other infliction of
damage may detain a ship and its cargo pending the submission of sufficient security by the shipowner
and the cargo-owner.
Liability for the losses caused by the unwarranted detention of a ship and its cargo shall be borne by
the person at whose demand the ship and its cargo were detained.
2. The order of the port authorities to detain a ship and its cargo at the demands listed in Item 1 of
this Article shall be valid during 72 hours, except for the days which are official days off. If during the said
time no decision has been passed on the attachment of a ship and its cargo by a court of law, a court of
arbitration or by an arbitration tribunal authorized by law to distrain in naval affairs, the ship and its cargo
shall be released immediately.
Article 82. Construction in the Zone of the Operation of Navigation Instruments
Construction in upon with the federal executive body in charge of the transport and the federal
executive body responsible for defence and in cases, provided for by the tenth paragraph of Article 76 of
this Code, with the ship master of the respective seaport.
Article 83. The Utilization of Ships in the Rescue of People and the Salvage of Ships
At the seaport master's request the ships to be found in a seaport are duty-bound to take part in the
rescue of people and the salvage of ships in distress within the port's water area.
Article 84. Responsibility for Breaking the Shipping Safety and the Port Order
The seaport master shall have the right to impose administrative penalties for breaking the shipping
safety rules and the port order in accordance with the legislation of the Russian Federation.
Article 89. The Establishment of Areas of Obligatory and Optional Pilotage
By agreement with the federal executive body responsible for defence and the federal executive
body in charge of fishing the federal executive body in charge of the transport shall establish areas of
obligatory and optional pilotage and shall bring such areas to public notice through compulsory decisions
in seaports, sailing directions and in The Notifications for Seafearers.
Article 90. Obligatory Pilotage
1. In areas of obligatory pilotage the ship master shall have no right to sail without a pilot, except for
the cases when the ship belongs to the category of ships released from obligatory pilotage or when the
ship master is given the right to sail without a pilot by the seaport master on the statutory manner.
The ship master who has violated the rule specified by this item shall bear administrative
responsibility in keeping with the legislation of the Russian Federation.
2. Categories of ships to be released from obligatory pilotage shall be established by seaport
masters and shall be brought to notice through compulsory decisions in seaports.
3. Pilotage order in a sea trading port and a sea fishing port, which have adjacent water areas, shall
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be established by the master of the sea trading port by agreement with the master of the sea fishing port.
DECISION
OF THE GOVERNMENT OF THE RUSSIAN FEDERATION
NO. 60 OF JANUARY 19, 1998
ON THE APPROVAL OF THE REGULATIONS FOR CROSSING POINTS
ON THE STATE BORDER OF THE RUSSIAN FEDERATION
(with the Amendments and Additions of October 31, 1998)
In order to improve the organization of the crossing of the state border of the Russian Federation by
natural persons, transport, vehicles, cargoes, goods and animals, to regulate the joint activities of border,
customs and other bodies of control in crossing points across the state border of the Russian Federation,
the Government of the Russian Federation resolves:
1. To approve the enclosed Regulations for Crossing Points on the State Border of the Russian
Federation.
2. The Federal Border Service of the Russian Federation, the Ministry of Public Health of the
Russian Federation, the Ministry of Agriculture and Foodstuffs Supply of the Russian Federation, the State
Customs Committee of the Russian Federation, Federal Migration Service of Russia shall take
coordinated measures to improve the transit across the border of natural persons, transport, vehicles,
cargoes, goods and animals, to exclude the duplication of the functions between the state controlling
bodies, and in 3-months' period specify the content and norms of the exercise corresponding types of
control.
The Ministry of Transport of the Russian Federation, the Ministry of Railways of the Russian
Federation, the Ministry of Defence of the Russian Federation, the Ministry of Agriculture and Foodstuffs
Supply of the Russian Federation, the Federal Aviation Service of the Russian Federation shall work out
and approve, in coordination with the above mentioned federal executive bodies standard organizational
scheme of crossing across the state border of natural persons, transport, vehicles, cargoes, goods and
animals for each type of international communication.
See Regulations on Using Means and Methods of Control, When Letting Persons, Transport Vehicles,
Cargo, Commodities and Animals across the State Border of the Russian Federation, endorsed by
Decision of the Government of the Russian Federation No. 50 of February 2, 2005
3. The Ministry of Transport of the Russian Federation, the Ministry of Railways of the Russian
Federation, the Ministry of Defence of the Russian Federation, the Ministry of Agriculture and Foodstuffs
Supply of the Russian Federation, the State Customs Committee of the Russian Federation, the Federal
Aviation Service of the Russian Federation shall work out and approve by the end of 1998 normative
technical and organizational methodological documentation for the design, construction and maintenance
of the crossing points on the state border of the Russian Federation.
4. To nullify the Order of the Council of Ministers (Government) of the Russian Federation No. 211-p
of February 12, 1993 (Collected Acts of the President and the Government of the Russian Federation,
1993, No. 7, item 630).
5. The financial security of the measures stipulated in the present Decision shall be implemented at
the expense of the federal budget, the budgets of the subjects of the Russian Federation and other
resources attracted in accordance with the legislation of the Russian Federation.
Chairman of the Government
of the Russian Federation
Viktor Chernomyrdin
Regulations
for Crossing Points on the State Border
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of the Russian Federation
(approved by the Decision of the Government
of the Russian Federation No. 60 of January 19, 1998)
I. General Provision (items 1-5)
II. The Classification of the Crossing Points (items 6-8)
II. The Order of Establishing Crossing Points (items 9-12)
IV. The Order of Opening Crossing Points (items 13-12)
V. The Order of Closing Crossing Points (items 20-23)
VI. The Organization of the work of Crossing Points (items 24-26)
VII.The Coordination of Activities of the Controlling (items 27-33)
VIII.Bodies and the Administration of Crossing Points (items 34-35)
IX. The Financial and Material and Technical Maintenance (items 36-40)
of Crossing Points
I. General Provisions
1. The present Regulations determine the organizational, financial, economic and other principles of
establishing, opening, functioning and closing crossing points on the state border of the Russian
Federation (hereinafter referred to as crossing).
2. Crossing points are intended to provide the international communication of the Russian Federation
with other countries.
3. Crossing points shall be established in conformity with the legislation of the Russian Federation in
sea, river and fish ports, in airports and aerodromes open for international communication, in border
railway stations, as well as on the sections of the country specially allocated in the immediate proximity to
the state border of the Russian Federation within the limits of the border zone and in other places.
The crossing point within the territory of the said facilities includes a complex of buildings, premises,
structures with the corresponding technological equipment, in which the bodies border, customs and other
types of control, internal affairs bodies, as well as transport and other enterprises and organizations
providing for the work of the crossing point perform their official functions.
Decision of the Government of the Russian Federation No. 1272 of October 31, 1998 amended Item 4
of these Regulations See the previous text of the Item
4. To ensure control over the observance of the established rules of crossing the state border by
natural persons, transport, vehicles, cargoes, goods and animals (hereinafter referred as transport
vehicles and cargoes), the corresponding federal executive bodies in crossing points shall form in the
established order border, customs, sanitary-quarantine, immigration, veterinary, phyto-sanitary and
transport & subdivisions of controlling bodies; to supervise the navigation properties of sea and river ships,
to prevent illegal interference in the work of civil aviation, and control the traffic on the railway transport
these bodies may set up inspectorates of state control, aviation security services, railway traffic security
services (hereinafter referred to as control bodies).
5. Other types of control organized and maintained by the federal executive bodies, by the executive
bodies of the subjects of the Russian Federation, economic and other kinds of activity in the crossing
points, which are not connected with catering for passengers and transport facilities carried out by natural
and juridical persons shall not be permitted.
II. Classification of the Crossing Points
6. Crossing points shall be classified according to their kind, type of international communication and
working conditions:
sea, river, air, motor vehicles, railway, and pedestrian points - by the kind of international
communication;
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passenger, cargo, and cargo-passenger - by the type of international communication;
permanent, temporary, and seasonal - by working conditions
7. Crossing points may be multilateral - for crossing the state border by natural persons irrespective
of their nationality, and two-way - for crossing the border by citizens (inhabitants) of the Russian
Federation and of a contiguous state, including those points for crossing in a simplified order.
8. Decisions of the Government of the Russian Federation on the establishment of crossing points
with an indication for their classification shall be published in the official press and if necessary shall be
brought by the Ministry of Foreign Affairs of the Russian Federation to the notice of diplomatic missions
(consular offices) of foreign States in the Russian Federation and the concerned international
organizations, diplomatic missions and consular offices of the Russian Federation abroad.
III. The Order of Establishing Crossing Points
9. Crossing points shall be established by decisions of the Government of the Russian Federation
upon the representation of federal executive bodies and executive bodies of the subjects of the Russian
Federation (hereinafter referred to as initiators).
10. To determine the expediency of establishing a crossing point, the initiator shall forward to the
Ministry of Foreign Affairs of the Russian Federation, the Ministry of Defence of the Russian Federation,
the Ministry of Internal Affairs of the Russian Federation, the Ministry of Agriculture and Foodstuffs, the
Ministry of Economics of the Russian Federation, the Ministry of Public Health of the Russian Federation,
the State Customs Committee of the Russian Federation, the Federal Border Service of the Russian
Federation, the Federal Security Service of the Russian Federation, the Federal Migration Service of
Russia, and also to the Ministry of Transport of the Russian Federation and the Federal Highway Service -
when establishing automobile crossing points and the crossing points in sea and river ports; to the Ministry
of Railways of the Russian Federation - when establishing crossing points in the border railway stations; to
the Ministry of Agriculture and Foodstuffs Supply of the Russian Federation - when establishing crossing
points in fish ports; to the Federal Aviation Service of Russia - when establishing crossing points in
airports and airdromes (unless they are initiators) the following materials:
the application for establishing a crossing point with an indication of its expediency, its planned traffic
capacity and the date of opening, its estimate outlays for construction )reconstruction), outfit, technical
equipment, the creation and development of transport, engineering and social infrastructure, and also the
sources of financing;
the consent of the executive body of a subject of the Russian Federation to establish a crossing
point on its territory;
the commitment of the executive body of a subject of the Russian Federation, the initiator of
establishing a crossing point, to provide the representatives of state control bodies and bodies of internal
affairs with a dwelling space.
The said federal executive bodies shall examine submitted materials and forward their report to the
initiator within one month.
11. To make a decision on the establishment of a crossing point, the initiator shall submit to the
Government of the Russian Federation:
the draft decision of the Government of the Russian Federation on the establishment of a crossing
point with an indication of its classification, coordinated with federal executive bodies defined in Item 10 of
the present regulations, and also with the executive body of a subject of the Russian Federation (unless it
is an initiator);
the calculations of outlays from the federal budget, the budgets of the subjects of the Russian
Federation and other sources of financing the design, construction (reconstruction), arrangement and
technical equipment of a crossing point, and also additional costs of maintaining state control bodies.
12. The decision on the establishment of a crossing point adopted by the Government of the Russian
Federation serves as a basis for the financing of the design, construction (reconstruction), arrangement
and technical equipment of a crossing point, and also for the creation and development of transport,
engineering and social infrastructure.
IV. The order of Opening Crossing Points
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13. Crossing points shall be opened after the all-round completion of their construction
(reconstruction), arrangement and technical equipment, the creation of transport, engineering social
infrastructure.
14. After making a decision on establishing a crossing point, the initiator, written the limits of his
competence, shall fulfil the functions of a customer of the design, construction (reconstruction)
arrangement and technical equipment of the crossing point.
The customer shall determine a customer-developer in the established order, carry out general
coordination between the federal executive bodies, the executive bodies of the subjects of the Russian
Federation and other interested juridical persons in the design and construction (reconstruction) of the
crossing point.
15. The customer-developer, on the basis of the proposals of the concerned federal executive bodies
and in conformity with the norms and rules of the Russian Federation, shall work out assignments for
design and design estimate documentation of the construction (reconstruction), arrangement and technical
equipment of the crossing point.
16. Assignments for design and design estimate documentation of the construction (reconstruction),
arrangement and technical equipment of the crossing point shall be coordinated with the interested federal
executive bodies indicated in Item 10 of the present Regulations.
17. Upon the completion of the construction (reconstruction), arrangement and technical equipment
of the crossing point the customer shall appoint a joint commission and ensure the acceptance of the
completed facility.
The joint interdepartmental commission shall be staffed by representatives of the initiator, federal
executive bodies depending on the types of transport communication and kinds of control, which will be
executed in conformity with the legislation of the Russian Federation in the new crossing point, and of the
executive body of a subject of the Russian Federation, on the territory of which the point is being opened.
18. On the basis of the report of the joint commission the corresponding transport federal executive
body shall adopt a normative legal act on the opening of a crossing point, coordinated with the federal
executive bodies exercising different types of control.
19. The period of functioning of temporary crossing points and the periods of work of seasonal
crossing points shall be determined by decision of the Government of the Russian Federation on their
establishment.
V. The Order of Closing Crossing points
20. A crossing point may be closed on the basis of:
The enforcement of international agreements of the Russian Federation on the termination of
transport communication across the state border of the Russian Federation:
the unilateral decision of the Russian Federation or any other country on the termination of the
international treaties to which the Russian Federation is a signatory;
the presentation by the concerned federal executive bodies, the executive bodies of the subjects of
the Russian Federation about the inexpediency or impossibility of further functioning of a crossing point.
21. To prepare report on the closing of a crossing at the initiative of federal executive bodies or
executive bodies of the subjects of the Russian Federation, the initiator of closing shall form a joint
interdepartmental commission in the composition defined in Item 17 of the present Regulations.
22. A temporary closure of a crossing point may be done by decision of the Government of the
Russian Federation in the following cases:
in case of extraordinary situations, natural calamities, situations of a technogenic character and
others, which make impossible the transport communication or the functioning of state control bodies;
for sanitary and quarantine reasons.
23. The adoption or reversal of a decision about the temporary closure of a crossing point shall be
communicated in the order, envisaged by the international agreements of the Russian Federation, through
diplomatic channels to a country contiguous with the Russian Federation and to other concerned States in
case of necessity.
Before the time the temporary closed crossing point resumes its works, the structural subdivisions of
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state controlling bodies shall not be subject to disbandment and shall be used by decision of
corresponding chiefs of the federal executive bodies.
VI. The Organization of the Work of Crossing Points
24. The general procedure for the work of a crossing point - the time of the beginning and the end of
its work, technological breaks, schedules of the official registration of natural persons, transport facilities
and cargoes crossing the state border, - shall be approved by joint decision of the heads of state
controlling bodies and the chief of the airport and airdrome, sea, and river port, railway station or other
transport enterprises (hereinafter referred to as administration of a crossing point).
25. The succession of all types of control in the crossing points shall be defined by standard
schemes of the organization of transit across the state border by natural persons, transport vehicles and
cargoes by kinds of international communication, which are coordinated with & federal executive bodies,
carrying out different types of control and shall be approved by normative legal acts of corresponding
transport ministries and government departments.
26. Technological schemes of crossing the state border of the Russian Federation, by natural
persons vehicles and cargoes in concrete crossing points shall be brought into operation by joint decision
of the heads of the state control bodies and the administration of the crossing point according to the
standard schemes of the organization of crossing the state border by natural persons, transport vehicles
and cargoes, considering local conditions.
VII. The Coordination of the Activities of the Controlling Bodies
and the Administration of the Crossing Points
27. The state controlling bodies and the administration of the crossing points shall coordinate their
activities in the following directions:
the joint analysis of the forming situation in the crossing point, the forecasting of trends in changes of
passenger and cargo flows, possible violations of the rules of crossing the state border of the Russian
Federation by natural persons and transport vehicles and cargoes;
- the working out and implementing proposals on the improvement of the work of the crossing point;
the working out approval of schemes of crossing the state border of the Russian Federation and
plans of cooperation.
28. The coordination of the work of the state controlling bodies and the administration of the crossing
points in questions of the maintenance of the regime of the state border of the Russian Federation and the
regime in the crossing points shall be exercised by the commanders of the units of border control, while
the maintenance of the regime of the customs control zone shall be effected by heads of the customs
bodies, and that of production and economic activities by the chief of the administration of the crossing
point.
29. In order to maintain the coordination of the work, coordination meetings shall be convened, the
composition of which is formed by the heads of the subdivisions of the state controlling bodies in the
crossing points, the territorial security and internal affairs bodies, the administration of the crossing points,
and also representatives of the executive body of a subject of the Russian Federation or a local selfgovernment
body.
Members of a coordination meeting enjoy equal rights when they discuss questions and adopt
decisions.
Other persons may be invited to coordination meetings in case of necessity. A decision on their
participation shall be taken by the members of the coordination meeting.
30. Coordination meetings shall be held in case of need, but at least once in a quarter, as also on the
initiative of one of the members of the coordination meeting.
31. Coordination meeting shall make decisions on the questions coming within their jurisdiction. A
decision shall be considered to be adopted, if it is approved by all members of the coordination meeting.
32. The decisions of the coordination meeting shall be implemented by means of publishing
regulatory documents.
33. Official persons indicated in Item 29 of the present Regulations, shall ensure the implementation
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of decisions coming the their jurisdiction.
VIII. The Order of the Reconstruction of Crossing Points.
34. The proposal to reconstruct a crossing point shall be submitted to corresponding transport
federal executive body (unless it is the initiator of reconstruction), which after agreement with the federal
executive bodies carrying out different types of control, and with the executive body of a subject of the
Russian Federation, shall take a decision on reconstruction.
The decision shall determine the amount of reconstruction, the sources of its financing, the terms of
its execution, the rules of functioning of the crossing point in the period of reconstruction.
35. The assignment for the design, project-estimate documentation of the draft reconstruction of
crossing points shall be worked out in the order, envisaged by Items 15 and 16 of the present Regulations.
IX. The Financial and Material and Technical Maintenance
of the Crossing Point
36. The construction (reconstruction) of the crossing points, opened on the initiative of federal
executive bodies, their outfit and technical equipment shall be carried out at the expense of the federal
budget, the budgets of the subjects of the Russian Federation, allocated to the customers of these
projects, as well as other funds, attracted according to the legislation of the Russian Federation.
37. The construction (reconstruction) of crossing points, opened on the initiative of the executive
bodies, their equipment, and also the creation of transport and engineering infrastructure shall be carried
out at the expense of the budgets of the subjects of the Russian Federation, and also other funds,
attracted according to the legislation of the Russian Federation.
38. After the crossing point is brought into operation, the structural subdivisions of the state
controlling bodies shall be provided in the established order with service and subsidiary premises, special
places and technological equipment, necessary for the maintenance of proper control.
39. Expenses on the equipment of a crossing point with special apparatus and technical means of
control, their operation, as well as the salaries of the staff of the structural subdivisions of the state
controlling bodies shall be made from the federal budget, envisaged for the corresponding federal
executive bodies and also other funds attracted according to the legislation of the Russian Federation.
40. The structural subdivisions of the state controlling bodies shall use the service and subsidiary
premises, special places and technological equipment in conformity with their purpose according to the
existing norms and rules.
Appendix 3 - UK Standard Terms & Conditions for Towage & Other Services.
1.
(a) The agreement between the Tug owner and the Hirer is and shall at all times be subject to and include
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each and all of the conditions hereinafter set out.
(b) for the purposes of these conditions “towing” is any operation in connection with the holding, pushing,
pulling, moving, escorting or guiding of or standing by the Hirer’s vessel, and the expressions “to tow”,
“being towed” and “towage” shall be defined likewise.
“vessel” shall include any vessel, craft or object of whatsoever nature (whether or not coming within the
usual meaning of the word “vessel”) which the Tug owner agrees to tow or to which the Tug owner agrees
at the request, express or implied, of the Hirer, to render any service of whatsoever nature other than
towing.
“tender” shall include any vessel, craft or object of whatsoever nature which is not a tug but which is
provided by the Tug owner for the performance of any towage or other service.
The expression “whilst towing” shall cover the period commencing when the tug or tender is in a position
to receive orders direct from the Hirer’s vessel to commence holding, pushing, pulling, moving, escorting,
guiding or standing by the vessel to pick up ropes, wires or lines, or when the towing line has been passed
to or by the tug or tender, whichever is sooner, and ending when the final orders from the Hirer’s vessel to
cease holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to cast off ropes,
wires or lines has been carried out, or the towing line has been finally slipped, whichever is the later, and
the tug or tender is safely clear of the vessel.
Any service of whatsoever nature to be performed by the Tug owner other than towing shall be deemed to
cover the period commencing when the tug or tender is placed physically at the disposal of the Hirer at the
place designated by the position to receive and forthwith carry out orders to come alongside and shall
continue until the employment for which the tug or tender has been engaged is ended. If the service is to
be ended at or off a vessel the period of service shall end when the tug or tender is safely clear of the
vessel or, if it is to be ended elsewhere, then when any persons or property of whatsoever description
have been landed or discharged from the tug or tender and/or the service for which the tug or tender has
been required is ended.
The word “tug” shall include “tugs”, the word “tender” shall include “tenders”, the word “vessel” shall
include “vessels”, the word “Tug owner” shall include “Tug owners”, and the word “Hirer” shall include
“Hirers”.
The expression “tug owner” shall include and persons or body (other than the Hirer or the owner of the
vessel on whose behalf the Hirer contracts as provided in Clause 2 hereof) who is party to this agreement
whether or not he in fact owns the tug or tender, and the expression “other Tug owner” contained in
Clause 5 hereof shall be construed likewise.
If at the time of making this agreement or of performing the towage or of rendering any service other than
towing at the request, express or implied, of the Hirer, the Hirer is not the owner of the vessel referred to
herein as “the Hirer’s vessel”, the Hirer expressly represents that he is authorised to make and does make
this agreement for and on behalf of the owner of the said vessel subject to each and all of these conditions
and agrees that both the Hirer and the Owner are bound jointly and severally by these conditions.
Whilst towing or whilst at the request, express or implied, of the Hirer, rendering any service other than
towing, the master and crew of the tug or tender shall be deemed to be the servants of the Hirer and under
the control of the Hirer and/or his servants and/or his agents, and anyone on board the Hirer’s vessel who
may be employed and/or paid by the Tug owner shall likewise be deemed to be the servant of the Hirer
and the Hirer shall accordingly be vicariously liable for any act or omission by any such person so deemed
to be the servant of the Hirer.
Whilst towing, or whilst at the request, either express or implied, of the Hirer rendering any service of
whatsoever nature other than towing: (a) The Tug owner shall not (except as provided in Clause 4(c) and
(e) hereof) be responsible for or be liable for (i) Damage of any description done by or to the tug or
tender; or done by or to the Hirer’s vessel or done by or to any cargo or other thing on board or being
loaded on board or intended to be loaded on board the Hirer’s vessel or the tug or tender or to or by any
other object or property or loss of the tug or tender or the Hirer’s vessel or any cargo or other thing on
board or being loaded on board or intended to be loaded on board the Hirer’s vessel or the tug or tender
or any other object or property; or any claim by a person not a party to this agreement for loss or damage
of any description whatsoever; arising from any cause whatsoever, including (without prejudice to the
generality of the foregoing) negligence at any time of the Tug owner his servants or agents,
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unseaworthiness, unfitness or breakdown of the tug or tender, its machinery, boilers, towing gear,
equipment, lines, ropes or wires, lack of fuel, stores, speed or otherwise and The Hirer shall (except as
provided in Clause 4(c) and (e) be responsible for, pay for and indemnify the Tug owner against and in
respect of any loss or damage and any claims of whatsoever nature or howsoever arising or caused,
whether covered by the provisions of Clause 4(a) hereof or not, suffered by or made against the Tug
owner and which shall include, without prejudice to the generality of the foregoing, any loss or damage to
the tug or tender or any property of the Tug owner even if the same arises from or is caused by the
negligence of the Tug owner his servants or agents.
(c) The provisions of Clause 4(a) and 4(b) hereof shall not be applicable in respect of any claims
which arise in any of the following circumstances:-
All claims which the Hirer shall prove to have resulted directly and solely from the personal failure of the
Tug owner to exercise reasonable care to make the tug or tender seaworthy for navigation at the
commencement of the towing or other service. For the purpose of this Clause the Tug owner’s personal
responsibility for exercising reasonable care shall be construed as relating only to the person or persons
having the ultimate control and chief management of the Tug owner’s business and to any servant
(excluding the officers and crew of any tug or tender) to whom the Tug owner has specifically delegated
the particular duty of exercising reasonable care and shall not include any other servant of the Tug owner
or any agent or independent contractor employed by the Tug owner.
All claims which arise when the tug or tender, although towing or rendering some service other than
towing, is not in a position of proximity or risk to or from the Hirer’s vessel or any other craft attending the
Hirer’s vessel and is detached from and safely clear of any ropes, lines, wire cables or moorings
associated with the Hirer’s vessel. Provided always that, notwithstanding the foregoing, the provisions of
Clause 4(a) and 4(b) shall be fully applicable in respect of all claims which arise at any time when the tug
or tender is at the request, whether express or implied, of the Hirer, his servants or his agents, carrying
persons or property of whatsoever description (in addition to the Officers and Crew and usual equipment
of the tug or tender) and which are wholly or partly caused by or arise out of the presence on board of
such persons or property or which arise at anytime when the tug or tender is proceeding to or from the
Hirer’s vessel in hazardous conditions or circumstances.
Notwithstanding anything hereinbefore contained, the Tug owner shall under no circumstances
whatsoever be responsible for or be liable for any loss or damage caused by or contributed to arising out
of any delay or detention of the Hirer’s vessel or of the cargo on board or being loaded on board or
intended to be loaded on board the Hirer’s vessel or of any other object or property or of any person, or
any consequence thereof, whether or not the same shall be caused or arise whilst towing or whilst at the
request, either express or implied, of the Hirer rendering any service of whatsoever nature other than
towing or at any other time whether before during or after the making of this agreement.
Notwithstanding anything contained in Clauses 4(a) and (b) hereof the liability of the Tug owner for death
or personal injury resulting from negligence is not excluded or restricted thereby.
The Tug owner shall at any time be entitled to substitute one or more tugs or tenders for any other tug or
tender or tugs or tenders. The Tug owner shall at any time (whether before or after the making of this
agreement between him and the Hirer) be entitled to contract with any other Tug owner (hereinafter
referred to as "the other Tug owner") to hire the other Tug owner’s tug or tender and in any such event it is
hereby agreed that the Tug owner is acting (or is deemed to have acted) as the agent for the Hirer,
notwithstanding that the Tug owner may in addition, if authorised whether expressly or impliedly by or on
behalf of the other Tug owner, act as agent for the other Tug owner at any time and for the purpose
including making of any agreement with the Hirer, in any event should the Tug owner as agent for the
Hirer contract with the other Tug owner for any purpose as aforesaid it is hereby agreed that that such
contract is and shall be at all times be subject to the provisions of these conditions so that the other Tug
owner is bound by the same and may as a principal sue the Hirer thereon and shall have the full benefit of
these conditions in every respect expressed or implied herein.
Nothing contained in these conditions shall limit, prejudice or preclude in any way any legal rights which
the Tug owner may have against the Hirer including, but not limited to, any rights which the Tug owner or
his servants or agents may have to claim salvage remuneration or special compensation for any
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extraordinary services rendered to vessels or anything aboard vessels by any tug or tender. Furthermore,
nothing contained in these conditions shall limit, prejudice, or preclude in any way any right which the Tug
owner may have to limit his liability.
The Tug owner will not in any event be responsible or liable for the consequences of war, riots, civil
commotions, acts of terrorism or sabotage, strikes, lockouts, disputes, stoppages or labour disturbances
(whether he be a party thereto or not) or anything done in contemplation or furtherance thereof or delays
of any description, howsoever caused or arising, including by the negligence of the Tug owner for the
benefit of his servants or agents.
The Hirer of the tug or tender engaged subject to these conditions undertakes not to take or cause to be
taken any proceedings against any servant or agent of the Tug owner or other Tug owner whether or not
the tug or tender substituted or hired or the contract or any part thereof has been sublet to the owner of
the tug or tender, in respect of any negligence or breach of duty or other wrongful act on the part of such
servant or agent which, but for this present provision, it would be competent for the Hirer so to do and the
owners of such tug or tender shall hold this undertaking for the benefit of their servants and agents.
(a) The agreement between the Tug owner and the Hirer is and shall be governed by English Law and
the Tug owner and the Hirer hereby accept, subject to the proviso contained in sub clause (b) hereof, the
exclusive jurisdiction of the English Courts (save where registered office of the Tug owner is situated in
Scotland when the agreement is and shall be governed by Scottish Law and the Tug owner and the Hirer
hereby shall accept the exclusive jurisdiction of the Scottish Courts).
(b) No suit shall be brought in any jurisdiction other than that provided in sub-clause (a) hereof save that
either the Tug owner or the Hirer shall have the option to bring proceedings to obtain the arrest of or other
similar remedy against any vessel or property owned by the other party hereto in any jurisdiction where
such vessel or property may be found.
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Appendix 4 - Terminal Marine Craft - General Particulars.
TUGS
Name
1 – SVITZER SAKHALIN
2 – SVITZER ANIVA
3 – SVITZER KORSAKOV
4 – SVITZER BUSSE
Type Twin azimuth stern drive –
DNV ICE-05 or equivalent
Ice Class Tugs
Operated by Svitzer
Wijsmuller
Flag Russian Russian
Length Overall 34.5m 15 m
Breadth, Moulded 13m 4.8m
Depth, At side amidships 6.5m 2.4m
Draft, Design 5.7m 1.8m
Propulsion Twin azimuth stern drive 650 HP
Mooring Boat
1 – SVITZER KRILYON
2 – SVITZER MONERON
Twin fixed pitch propellers
capable of operating to –25
deg.C.
Performance
Speed
12 kts.
Bollard Pull Ahead 70 Tonnes 8 Tonnes
Bollard Pull Astern 65 Tonnes 8 Tonnes
Ice Performance 3 Knots in 85 cm of ice None
Equipment
Fire-fighting to Fi Fi Cl. 1
Pollution response
Crane, for maintenance
duties
Towing equipment
10m3/10m3 Foam and
dispersant fitted
Dispersant 10m3
Fitted.
Fitted.
Designed & constructed for
the following use:
1) Rescue launch
2) Back-up mooring launch
3) Pilot boat
4) Passenger launch
5) General work boat
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Appendix 5 - Mooring Procedures LNG Jetty.
The moorings will be 3.3.2 forward and aft.
A sequential mooring running sequence based upon the following has been agreed.
Mooring.
• First lines ashore will be single Spring lines forward and aft.
• Second lines ashore will be single Breast lines forward and aft.
• The remaining moorings 3.3.2 will be run to sequence best suited to operational conditions
agreed between Pilot/Loading Master and the ship’s Master.
Unmooring.
• The vessels will single up to a single Spring line and single Breast line forward and aft,
letting go from forward and aft moving inwards towards the centre of the vessel.
• On final letting go the vessel will let go both final Spring and Breast line together.
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Appendix 6 - Conditions of Use (COU).
Sakhalin Energy Investment Company Ltd.
All facilities and assistance of any kind whatsoever provided by Sakhalin Energy Investment
Company Ltd. and/or (hereinafter collectively and severally referred to as ‘Company’ which
term shall be deemed to include their respective servants, agents and contractors including
production sharing contractors and their affiliates in whatever capacity they may be acting) to
vessels calling at the Prigorodnoye Export Terminal (including its anchorage and approaches
associated therewith and the liquefaction plant, storage areas, terminals or facilities therein,
collectively hereinafter called “the Terminal”) whether charged for or not by the Company, are
provided subject to the following Conditions (whether or not a copy of the same has been
signed):
All LNG Carriers nominated for this Terminal must be capable of operating within the physical
limitations of the Terminal’s berth dimensions, loading arm envelopes and mooring equipment
as detailed in the Prigorodnoye Export Terminal Port Regulations or as advised by the
Terminal from time to time.
All Crude Oil tankers nominated for this Terminal must be capable of operating within the
physical limitations of the Tanker Loading Unit (TLU), Loading hose arrangement and mooring
equipment as detailed in the Prigorodnoye Export Terminal Port Regulations or as advised by
the Terminal from time to time.
All Tankers nominated at this port during the ‘Ice Period’ must comply with the terminal
Requirements for vessels loading at that time of year as detailed in the Prigorodnoye Export
Terminal Port Regulations or as advised from time to time.
In addition to any other conditions which may be prescribed by regulation, law or enactment,
any and all facilities and assistance of any sort whatsoever provided by the Company in
connection with the Terminal and Terminal facilities whether or not any charge is made by the
Company therefore, are provided subject to the following conditions:
The Master of any vessel shall in all circumstances remain solely responsible on behalf of his
owners for the safety and proper navigation of his vessel, and shall comply with the
Prigorodnoye Export Terminal Port Regulations at all times.
All vessels berthing at Prigorodnoye must use the Terminal’s tugs operated by SEIC.
Towage is provided under the “UK Terms & Conditions for Towage and Other Services
(Revised 1986)”, a copy of which is attached to the end of Prigorodnoye Export Terminal Port
Regulations in Appendix 3.
Subject to the provisions of any applicable Ship-Shore Liability Agreement for LNG carriers
entered into by the Parties:
(a)
(b)
Neither Company nor its servants, agents or contractors (in whatsoever capacity they
may be acting) shall be responsible for any loss, damage or delay arising from the use
of the Port or its berths by any Vessel including but not limited to any assistance,
advice or instructions given or tendered in respect of any Vessel, whether by way of
pilotage or berthing services, the provision of navigational facilities, including buoys or
other channel markings or otherwise, even if such loss, damage or delay shall have
been caused by the negligence or other default of either Company, its servants,
agents or contractors.
If in connection with any use by any vessel of any berth or jetty or of any part of the
Company’s premises, or of any gear or equipment provided by the Company, or of
any craft or of any other facility or property of any sort whatsoever, belonging to or
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provided by the Company, any loss of, or damage is caused to any such berth, jetty,
premises, gear or equipment, craft or other facility or property, or injury or death to any
person employed on the premises, due to whatever reason and irrespective of
whether there has been any negligence or default on the part of the vessel or the
owners, their servants agents or contractors, in any such event the vessel and
owners, their servants, agents or contractors shall hold the Company harmless from
and indemnified against all loss or damage and against all such loss or damage and
against all loss sustained by the Company consequent thereon, except if such loss,
damage or delay shall have been caused by the default of either Company, its
servants, agents or contractors.
(c)
(d)
(e)
(f)
Further, the Vessel and her Owners shall hold the Company harmless from and
indemnified against all and any claim, damages, costs and expenses arising out of
any loss, injury, damage caused to any third party by the Vessel or by her master or
crew or by any other servant or agent of the owners.
The Company shall use reasonable endeavours to ensure that the Port is safe and
suitable for Vessels, but no guarantee, undertaking or warranty of such safety and/or
suitability is given and none shall be implied.
The Company shall not be liable for any demurrage, loss claims or demands
whatsoever resulting from or relative to any omission by the Government of Russia or
representatives thereof.
The benefit of any relief or limitation of liability, hold harmless or indemnity under the
foregoing provisions shall extend to any associated company or co-venturer of the
Company.
Nothing in these Conditions of Use shall prevent any party from relying on any entitlement to
limit their liability under any applicable international conventions or laws.
These conditions shall be governed by (English) law and if so requested by the Company, the
Vessel and its Owners shall submit to the jurisdiction of the (English) courts.
ACKNOWLEDGEMENT
Name of vessel: __________________________
As Master of the above named vessel I acknowledge for and on behalf of the Vessels Owners
and Operators, that the above Conditions of Use, of the Prigorodnoye Export Terminal, as
stated in the Prigorodnoye Export Terminal Port Regulations govern the use by such vessel of
the said Port.
Signed:
_______________________________
Master,
For Owners and Operators
Dated:
________________
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Appendix 7 - Ship Shore Safety Check List.
SHIP SHORE SAFETY CHECK LIST
Ship’s
Name:
Date of
Arrival:
Berth: LNG / TLU *
[*Delete as appropriate]
Time of Arrival:
INSTRUCTIONS FOR COMPLETION:
The safety of operations requires that all questions should be answered affirmatively by clearly
ticking () the appropriate box. If an affirmative answer is not possible, the reason should be
given and agreement reached upon appropriate precautions to be taken between the ship and
the terminal. Where any question is considered to be not applicable, then a note to that effect
should be inserted in the remarks column. A box in the columns 'ship' and 'terminal' indicates
that checks should be carried out by the party concerned. The presence of the letters A, P or
R in the column 'Code' indicates the following:
A- any procedures and agreements should be in writing in the remarks column of this check
list or other mutually acceptable form. In either case, the signature of both parties should be
required.
P- in the case of a negative answer the operation should not be carried out without the
permission of the Port Authority.
R- indicates items to be rechecked at intervals not exceeding that agreed in the declaration.
PART ‘A’ – BULK LIQUID GENERAL
General Ship Terminal Code Remarks
Is the ship securely moored
Are emergency towing wires
correctly positioned
Is there safe access between ship
and shore
Is ship ready to move under its
own power
Is there an effective deck watch in
attendance on board and adequate
supervision on the Terminal and
on the ship
Is the agreed ship/shore
communication system operative
Has the emergency signal to be
used by the ship and shore been
explained and understood
Have procedures for cargo, bunker
and ballast handling been agreed
Have the hazards associated with
toxic substances in the cargo
being handled been identified and
agreed
R
R
R
PR
R
AR
A
AR
Stop cargo at:
Disconnect at:
Unberth at:
kts
kts
kts
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Has the emergency shut down
procedure been agreed
Are fire hoses and fire fighting
equipment on board and ashore
positioned and ready for
immediate use
Are cargo and bunker hoses/arms
in good condition, properly rigged
and appropriate for the service
intended
A
R
General Ship Terminal Code Remarks
Are scuppers effectively plugged
and drip trays in position , both on
R
board and ashore
Are unused cargo and bunker
connections properly secured with
blank flanges fully bolted
Are sea and overboard discharge
valves , when not in use, closed
and visibly secured
Are all cargo and bunker tank lids
closed
Is the agreed tank venting system
being used
AR
Are hand torches of an approved
type
Are portable VHF/UHF transceivers
of an approved type
Are the ship’s main radio
transmitter aerials earthed and
radars switched off
Are electric cables to portable
electrical equipment disconnected
from power
Are all external doors and ports in
the accommodation closed
R
Are window-type air conditioning
units disconnected
Are air conditioning intakes which
may permit entry of cargo vapours
closed
Are the requirements for use of the
galley and other cooking
appliances being observed
Are smoking regulations being
observed
R
Are naked light regulations being
observed
Is there provision for emergency
escape
Are sufficient personnel on board
and ashore to deal with an
R
emergency
Are adequate insulating means in
place in the ship/shore
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connection
Have measures been taken to
ensure sufficient pump room
ventilation
If the ship is capable of closed
loading, have requirements for
closed operations been agreed
Has an adequate vapour return line
been connected
If a vapour return line is
connected, have operating
parameters been agreed
Are ship emergency fire control
plans located externally
R
R
If the ship is fitted or is required to be fitted with an Inert gas System the following questions
should be answered.
Inert Gas System Ship Terminal Code Remarks
Is the Inert gas System fully
operational and in good working
P
order
Are deck seals in good working
order
R
Are liquid levels in p/v breakers
correct
R
Have fixed and portable oxygen
analysers been calibrated and are
R
working properly
Are fixed IG pressure and oxygen
recorders working
R
Are all cargo tank atmospheres 8%
or less oxygen content by volume
PR
and with positive pressure
Are all individual tank IG valves (if
fitted) correctly set and locked
R
Are all the persons in charge of
cargo operations aware that in the
case of failure of the Inert Gas
Plant, discharge operations should
cease and the terminal so
advised
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If the ship is fitted with a crude oil washing system, and intends to crude oil wash (COW) the
following questions should be answered.
Crude Oil Washing Ship Terminal Code Remarks
In the Pre-Arrival Crude Oil
Washing Check List, as contained
in the approved Crude Oil Washing
Manual, satisfactorily completed
In the Crude Oil Washing Check
List for use before, during and
after Crude Oil Washing, as
R
contained in the approved Crude
Oil Washing Manual, available and
being used
If the ship is planning to tank clean alongside, the following questions should be answered.
Tank Cleaning Ship Terminal Code Remarks
Are tank cleaning operations
planned during the ship's stay Y/N*
alongside the shore installation
If so, have the Port Authority and
Terminal Authority been informed
Y/N* Yes/No*
*Delete ‘Yes’ or ‘No’ as appropriate.
PART ‘C’ – BULK LIQUEFIED GASES
Bulk Liquefied Gases Ship Terminal Code Remarks
Is information available giving the
necessary data for the safe
handling of the cargo including, if
applicable, a manufacturer’s
inhibition certificate
Is the water spray system ready
for use
Is sufficient suitable protective
equipment (including self
contained breathing apparatus)
and protective clothing ready for
immediate use
Are hold and inter-barrier spaces
properly inerted or filled with dry
air as required
Are all remote control valves in
working order
Are the required cargo pumps and
compressors in good order, and
A
maximum working pressures been
agreed between ship and shore
Is reliquefaction or boil off control
equipment in good order
Bulk Liquefied Gases Ship Terminal Code Remarks
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Is gas detection equipment
properly set for the cargo,
calibrated and in good order
Are cargo system gauges and
alarms correctly set and in good
order
Are emergency shutdown systems
working properly
Does shore know the closing rate
of ship’s automatic valves; does
ship have similar details of shore
system
Has information been exchanged
between ship and shore on the
maximum/minimum
temperatures/pressures of the
cargo to be handled
Are cargo tanks protected against
overfilling at all times while any
cargo operations are in progress
Is compressor room properly
ventilated; the electrical motor
room properly pressurised and is
the alarm system working
Are cargo tank relief valves set
correctly and actual relief valve
settings clearly and visibly
displayed
Tank No 1………………………….
Tank No 2…………………………
Tank No 3…………………………
Tank No 4…………………………
Tank No 5…………………………
Tank No 6………………………….
Tank No 7…………………………
Tank No 8…………………………
Tank No 9…………………………
Tank No 10…………………………
A
A
Ship……………………
Shore………………….
DECLARATION:
We the undersigned have checked, where appropriate jointly, the items on this check list and
have satisfied ourselves that the entries we have made are correct to the best of our
knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that
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those items marked with the letter ‘R’ in the column 'Code' should be re-checked at intervals
not exceeding 4 hours.
For Ship
Name:
Rank:
Signature:
Date:
For Shore
Name:
Position:
Signature:
Date:
Updated: Date/Time/Signature
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Appendix 8 - Safety Letter and acknowledgement of Port Regulations.
Prigorodnoye Export Terminal
Date
……………………
The Master,
SS/MV ...........................
Dear Sir,
Responsibility for the safe conduct of operations whilst your ship is at this terminal rests jointly
with you, as master of the ship, and with the responsible terminal representative. We wish,
therefore, before operations start, to seek your full co-operation and understanding on the
safety requirements set out in the ship/shore safety checklist which are based on safe
practices widely accepted by the oil and the tanker industries and of the requirements of the
Prigorodnoye Export Terminal Port Regulations.
We expect you, and all under your command, to adhere strictly to these requirements
throughout your stay alongside this terminal and we, for our part, will ensure that our
personnel do likewise, and co-operate fully with you in the mutual interest of safe and efficient
operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a
member of the terminal staff, where appropriate together with a responsible officer, will make a
routine inspection of your ship to ensure that the questions on the ship/shore safety checklist
can be answered in the affirmative. Where corrective action is needed we will not agree to
operations commencing or, should they have been started, we will require them to be stopped.
Similarly, if you consider safety is endangered by any action on the part of our staff or by any
equipment under our control you should demand immediate cessation of operations.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.
Signed: ............................................
Terminal Representative
Terminal Representative on Duty is : ..............................................
Position or Title:
Telephone No. :
UHF/VHF Channel :
............................................…
............................................…
...........................................…
Signed:
...........................................…
Master
0000-S-90-01-P-0207-00-E
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Appendix 9 -
LNG Jetty Fire-Fighting Equipment.
Firewater
Water/Foam Monitors
Foam
Loading arm drenching
system
Extinguishers
Gas Alarms
Low Temperature Detector
Heat detection
2 hydrants, 1 International ship/shore connection
5 monitors
To be advised. One fire box for LNG terminal.
For each loading arm.
To be advised
To be advised
To be advised
To be advised
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Appendix 10 -
Smoking Area Notice.
Prigorodnoye Export
Terminal
SMOKING AREA
Date …………………………………………………………………
s.s. / m.v. …………………………………………………………….
Signed For Ship ……………………………………………………
Signed For Terminal ……………………………………………….
Emergency Signals
ONSHORE FIRE ALARM
.
CONTINUOUS SOUNDING FOR 2 MINUTES
ONSHORE GAS ALARM
INTERMITTENT SOUNDING FOR 2
MINUTES
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Prigorodnoye Export Terminal Port Regulations Rev 01
Appendix 11 -
Environmental Protection.
Note: The attention of owners, charterers and masters of export tankers visiting the
terminal is drawn to the importance of taking every precaution to ensure that no oil or
any other pollutant of any kind is discharged or allowed to escape to sea. Discharge of
non-segregated clean ballast water of any description from any vessel using the
terminal is strictly prohibited.
1. Environmentally Sensitive Area
The Prigorodnoye Marine Terminal is located in an environmentally sensitive area. The
sea surrounding the Terminal is a habitat for a number of threatened species and fish
stocks, including the extremely endangered Western Gray Whale.
Masters of export tankers must ensure that all operations are conducted with due regard
for the environment. Masters and crew of all export tankers will be held accountable for
any action that causes or threatens to cause damage to the environment.
There are detailed environmental protection procedures to be followed by export tanker
crews when at the terminal. The Loading Master will explain the procedures during the
pre-berthing meeting.
In addition to normal ship lighting, export tankers discharging ballast or loading cargo
during darkness must illuminate the area around the export tanker, in order that any oil
on the surface of the sea may be readily detected and the appropriate action taken.
1.1 Wildlife
Vessels in transit must endeavour to maintain a distance of at least 1 nautical mile
from whales.
No foodstuffs are allowed in open areas which might result in attracting birds to the
tanker.
No pets are allowed on tankers.
Western Gray Whale
Research studies of the behavioural patterns of the Western Gray Whale have been
carried out since the inception of the Sakhalin II project. From this research it has
become apparent that the numbers of WGW are so small that they are considered to
be critical and have recently been reclassified as critically endangered by the IUCN.
The Russian Federation has given them Category 1 status in their Red Data Book of
Endangered Species. It is thought that there are less than 50 reproductively active
individuals.
Western Gray Whales are bottom feeders and the only known summer feeding
grounds are in and around Piltun and Chaivo Bays, to the North East of Sakhalin
island, in depths of 5 to 10 metres although they have been sighted feeding in deeper
water off Chaivo Bay. Historically they have been sighted in Sakhalinskaya, Ulbanskii,
Shelikhov, Akademiia, Penzhinskaya, Gizhiginskaya and Tugurskii bays. Their feeding
habits appear to be selective favouring amphipods and isopods.
Migratory habits are unclear. It is thought that they winter off China, Korea
and possible Vietnam and return to Sakhalin Island in May/June, transiting Aniva Bay,
moving along the east coast past Lunskoye to their feeding grounds in Piltun and
Chaivo bays. It is surmised that they follow the coast line favouring water depths of
10-20 metres but it has been noted that when migrating they will take ‘short cuts’
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Prigorodnoye Export Terminal Port Regulations Rev 01
across large bays and inlets.
All cetaceans use sound to communicate and navigate. As the frequency of sound
increases its propagation in water decreases. The hearing range of whales is thought
to be from

Prigorodnoye Export Terminal Port Regulations Rev 01
Sudden changes in speed and course should be avoided. Transiting vessels will attempt to
maintain a minimum of one mile separation from observed Western Gray Whales and other
endangered whale species. If a whale surfaces in the vicinity of or is heading towards the
vessel, all precautionary measures possible need to be taken to avoid collisions until it has
been determined that the potential danger to the whale has passed.
All craft should keep a look out for whales while on passage, log details and report sightings to
Prigorodnoye Terminal.
Routeing off the coast of Sakhalin is separated with three zones of environmental sensitivity.
Export tankers visiting to the Prigorodnoye Export Terminal in Aniva Bay are routed across
Zone 3 which is judged as low sensitivity.
Zone 3. Low sensitivity
This classification applies everywhere else on the eastern and southern coast of Sakhalin up
to a distance of 30 nautical miles from shore. The zone covers both areas where WGW’s are
expected to be absent and areas where WGW’s may be present but no migration route or
corridor has been identified.
2. Ballast Disposal
Export tankers must arrive with segregated ballast only. There are no facilities for the
disposal of dirty ballast. It is the Master’s responsibility to see that no oil of any kind is
pumped, spilled or leaked overboard from the export tanker. This includes oily bilge
water, deck run-off, crude residues from previous voyages or any other matter that may
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Prigorodnoye Export Terminal Port Regulations Rev 01
result in pollution of the sea.
Ballast water sampling for environmental analysis may be required on arrival.
3. Discharges
Discharges of oil or oily slops or bilge water into the sea are strictly forbidden. The
LNG terminal or TLU has no facilities for receiving any oily residues.
All overboard discharge valves connected to systems not meeting MARPOL and Russian
Federation standards for permitted discharges must be isolated closed and sealed, and all
deck scuppers plugged while the export tanker is moored to the LNG terminal or TLU.
4. Solid Wastes
Combustible wastes must only be incinerated in SOLAS approved incinerators but the use
of a ship’s incinerator within Prigorodnoye Export Terminal port limits is prohibited.
Discharge of any solid waste is strictly forbidden.
5. Oil Spill Response
In the event of an oil spill from or caused by the export tanker, the Master will take
command of any oil-spill abatement and clean up activities. The export tanker owners will
take full financial responsibility for any oil-spill costs. All clean up materials and resources
used must first be approved by the Loading Master, Prigorodnoye Emergency Control
Centre or designate.
The use of dispersants is currently prohibited with the Russian Federation and must not be
used without Government approval.
The Company maintains an inventory of oil spill response equipment, which is available for
first response activities to a tanker pollution incident. Any first response activity by
Company personnel, including LNG terminal or TLU personnel, whether conducted
independently or directed by the tanker master, shall not relieve the tanker owners of
their responsibility.
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Appendix 12 – Russian Regulations General Declaration.
Shipsline,agent ets/
Агент:
GENERAL DECLARATION
(ГЕНЕРАЛЬНАЯ ДЕКЛАРАЦИЯ)
1.Name and description of ship/ Названиe и тип судна 2.Port of
arrival/порт
прихода
3.Date
arrival/дата
прихода
of
4.Nationality of ship
Флаг cудна
5.Name of master/Фамилия
капитана
6.Port of departure/порт отхода
7.Certificateof registry(port,date,number)/регистр.
сертификат(порт,дата,номер)
9.Gross tonnage/Брутто
10.Nett tonnage/Нетто
8Name and address of ship’s
agent/Название и адрес
судового агента.
11.Position of the ship in the port(berth or station)
Позиция судна в порту
12.Brief particulars of voyage(previous and subsequent ports of call underline where remaining cargo will
be discharged).
Краткое описание рейса(предыдущий и последующий порт захода; где оставшийся груз будет
выгружен.
13.Brief description of cargo/краткое описание груза
14.Number
of
crew(inc.mast)
Количествоэкипажа
15.Number of passenger
К-во пассажиров
Attached documents/Приложенные доеументы
(indicate numbers of copies/указать к-во копий)
16.Remarks/примечания
No arms and ammunition, No passenger
No stowaways, No animals.
No ship’s money
17.Cargo declaration
Грузовая декларация
18.Ship’s store declaration/
Декларация судовых
запасов
19.Crew list
Судовая роль
21.Crew
Effects
Declaration
Декларац.личных
вещей
For official use:
20.Passenger List
Список пассажиров
22.Maritime Declaration of
Health/Морск.санит.декларация
21.Date and signature of Master, authorized
agent or officer
Дата и подпись капитана
Date__
Дата
Master___________
Капитан
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Prigorodnoye Export Terminal Port Regulations Rev 01
Appendix 13 – High Flow Rates.
Sakhalin Energy Investment Company Ltd.
High Flow Rates
To Master
M/T
Dear Sir,
Your attention is drawn to section 23.1 of the Prigorodnoye Export Terminal
Port Regulations regarding Export Tanker cargo valve closure and speed
against high flow rates from the Tanker Loading Unit (TLU).
The practice of throttling valves during loading operations is to be avoided. If a
lower loading rate is required for changing tanks, then this can be arranged
via the TLU Cargo Control Room on the giving of 15 minutes notice.
The part or full closure of valves during loading is extremely dangerous and
can cause extensive surge pressure damage to TLU equipment.
The Master should ensure all cargo valves close at a speed not less than the
manufacturers prescribed minimum corresponding to the size of cargo valve.
The Master and export tanker owners will be held responsible for any
damages arising from such malpractice.
Receipt of this letter is acknowledged by signature:
Loading Master/Terminal representative
__________________
Master
Date and Time
___________________
___________________
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Prigorodnoye Export Terminal Port Regulations Rev 01
Appendix 14 – Request for Berthing Assistance.
Sakhalin Energy Investment Company Ltd.
Request for Berthing Assistance.
Sakhalin Energy (hereinafter referred to as “the Company”) provides Loading Masters for
vessels berthing at and unberthing from the Company’s berthing facilities. It is hereby agreed
that the following should apply during the berthing and unberthing operations.
1. In all circumstances the Master of the export tanker shall remain solely responsible on
behalf of his Owners and / or Demise Charterers for the safety and proper navigation of
his vessel.
2. Loading Masters proceed onboard vessels solely in an advisory capacity in order to assist
the Master in the berthing and unberthing of the vessel and Loading Masters should be
deemed to be and shall whilst on board become servants of the Owners and / or Demise
Charterers of the vessels.
3. It is agreed that neither the Company nor the Loading Master shall be held responsible for
any loss, damage or delay in the vessel and / or her cargo and / or third party property
from whatever cause arising, even if such loss, damage or delay is caused by the
negligence of the Company and / or Loading Master. It is further agreed that the Vessel
and her Owners and / or Demise Charterers shall hold the Company and Loading Master
harmless from and indemnified against all claims, including claims for loss of life and / or
personal injury arising in any way out of such loss, damage or delay, and shall indemnify
the Company in respect of damage to property belonging to the Company.
4. This agreement shall be governed by the laws of England.
All vessels berthing at Prigorodnoye must use the Terminal’s tugs operated by SEIC.
Towage is provided under the “UK Terms & Conditions for Towage and Other Services
(Revised 1986)”, a copy of which is attached to the end of Prigorodnoye Export Terminal Port
Regulations in Appendix 3.
Shipment/Bill of Lading # ______________________________
Vessel Name SS/MV _________________________________
Date: _ ____________________________________________
Sakhalin Energy Investment Company, Ltd.
Prigorodnoye Export Terminal
Dear Sirs,
I hereby request the services of Sakhalin Energy’s Loading Master and accept the conditions
printed above on this form, on behalf of my Owners and / or Demise Charterers.
____________________________Master of SS/MV_______________________________
Signature of Master
Name of export tanker
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