Prigorodnoye Export Terminal Port Regulations.pdf - Inchcape ...
Prigorodnoye Export Terminal Port Regulations.pdf - Inchcape ...
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Classification: RESTRICTED BM Code: EP.14.03.01.09<br />
Issue Purpose Approved for Use March, 2007<br />
Sakhalin Energy Investment Company Ltd.<br />
PRIGORODNOYE EXPORT TERMINAL<br />
PORT REGULATIONS<br />
Портовые правила терминала отгрузки в п. Пригородное<br />
Document Number: 0000-S-90-01-P-0207-00-E<br />
Revision 01<br />
The copyright of this document is vested in Sakhalin Energy Investment Company LTD. All rights reserved.<br />
Neither the whole nor any part of this document may be reproduced, stored in any retrieval system or transmitted in<br />
any form or by any means (electronic, mechanical, reprographic, recording or otherwise) without the prior written<br />
consent of the copyright owner. The contents of this controlled document shall not be altered without formal<br />
approval of the document Custodian.
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> Rev 01<br />
CONTENT<br />
1 INTRODUCTION...........................................................................................................................................9<br />
1.1 PURPOSE ..............................................................................................................................................................9<br />
1.2 SCOPE...................................................................................................................................................................9<br />
1.3 TERMINOLOGY .................................................................................................................................................9<br />
1.4 USER NOTES .........................................................................................................................................................9<br />
2 RISKS AND CONTROLS..............................................................................................................................9<br />
2.1. RISKS.............................................................................................................................................................9<br />
2.2. CONTROLS ....................................................................................................................................................9<br />
2.2.1 Performance Monitoring .................................................................................................................................... 9<br />
2.2.2 Review and Improvement................................................................................................................................. 10<br />
3 RESPONSIBILITIES ...................................................................................................................................10<br />
3.1 SEIC LOGISTICS MANAGER ..............................................................................................................................10<br />
3.2 SEIC MARINE MANAGER ..................................................................................................................................10<br />
4 REFERENCES..............................................................................................................................................10<br />
5 TERMINAL AND OPERATIONS ..............................................................................................................11<br />
5.1 CONDITIONS OF USE..........................................................................................................................................11<br />
5.2 DEFINITIONS .....................................................................................................................................................11<br />
5.3 DESCRIPTION OF THE PRIGORODNOYE LOADING FACILITY ..............................................................................13<br />
5.4 GENERAL PORT INFORMATION..........................................................................................................................13<br />
5.4.1 Location............................................................................................................................................................ 13<br />
5.4.2 <strong>Terminal</strong> Limits................................................................................................................................................ 13<br />
5.5 NAVIGATION CHARTS.........................................................................................................................................14<br />
5.6 LNG LOADING JETTY – SPECIFIC INFORMATION ............................................................................................14<br />
5.7 CRUDE OIL TANKER LOADING UNIT (TLU) – SPECIFIC INFORMATION..........................................................14<br />
5.8 TRANSIT ANIVA BAY ..........................................................................................................................................15<br />
5.9 ANCHORAGES .....................................................................................................................................................15<br />
5.10 APPROACH TO THE TERMINAL..........................................................................................................................16<br />
5.11 BERTHING..........................................................................................................................................................16<br />
5.12 PILOTAGE ..........................................................................................................................................................16<br />
5.13 PILOT BOARDING AREA ....................................................................................................................................16<br />
5.14 ICE PERIOD ........................................................................................................................................................16<br />
5.15 ACCOMMODATION FOR PILOTS ........................................................................................................................17<br />
5.16 DUTY PILOT.......................................................................................................................................................17<br />
5.17 OFFSHORE SECURITY ZONE..............................................................................................................................17<br />
5.18 TUGS ..................................................................................................................................................................17<br />
5.19 TUG REQUIREMENTS – LNG TANKERS............................................................................................................18<br />
5.20 TUG REQUIREMENTS – CRUDE OIL TANKERS .................................................................................................18<br />
5.21 STAND-BY TUG...................................................................................................................................................18<br />
5.22 SECURITY...........................................................................................................................................................18<br />
5.23 RUSSIAN FEDERAL AND LOCAL REGULATIONS. ................................................................................................18<br />
5.24 LOCAL TIME ZONE.............................................................................................................................................20<br />
5.25 HEALTH AND SANITATION ISSUES.....................................................................................................................20<br />
5.25.1 Asian Gypsy Moth certification ....................................................................................................................... 20<br />
6 COMMUNICATIONS..................................................................................................................................20<br />
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6.1 TERMINAL COMMUNICATIONS ..........................................................................................................................20<br />
7 SEA ICE.........................................................................................................................................................20<br />
7.1 ICE MANAGEMENT .............................................................................................................................................21<br />
7.2 ICE BREAKERS.....................................................................................................................................................21<br />
7.3 ICE PILOT ............................................................................................................................................................21<br />
7.4 ICE FORECASTING ..............................................................................................................................................21<br />
7.5 ICE PASSPORT.....................................................................................................................................................21<br />
7.6 CERTIFICATE OF ENGINE POWER......................................................................................................................22<br />
7.7 PROPELLER TIP IMMERSION..............................................................................................................................22<br />
7.8 WINTERISATION .................................................................................................................................................22<br />
8 WEATHER....................................................................................................................................................25<br />
8.1 WEATHER CONDITIONS .....................................................................................................................................25<br />
8.2 WEATHER SEASONS............................................................................................................................................25<br />
8.3 WINDS ................................................................................................................................................................26<br />
8.4 SEAS AND WAVE HEIGHT..................................................................................................................................26<br />
8.5 CURRENT ...........................................................................................................................................................26<br />
8.6 TIDE ...................................................................................................................................................................26<br />
8.7 REDUCED VISIBILITY ........................................................................................................................................26<br />
8.8 ADVERSE WEATHER PROCEDURES...................................................................................................................27<br />
9 POLLUTION AND ENVIRONMENT........................................................................................................29<br />
9.1 GENERAL ............................................................................................................................................................29<br />
9.2 AVOIDANCE OF POLLUTION ...............................................................................................................................29<br />
9.3 BALLAST .............................................................................................................................................................29<br />
9.4 AIR POLLUTION..................................................................................................................................................30<br />
9.5 WASTE MANAGEMENT.....................................................................................................................................30<br />
9.6 NOX AND SOX.................................................................................................................................................30<br />
10 GENERAL INFORMATION.......................................................................................................................31<br />
10.1 SHORE LEAVE..................................................................................................................................................31<br />
10.2 VISITORS TO THE SHIP/PLANT .........................................................................................................................31<br />
10.3 CREW CHANGE/REPATRIATION.......................................................................................................................31<br />
10.4 MEDICAL FACILITIES.......................................................................................................................................31<br />
10.5 SHIPS STORES ...................................................................................................................................................31<br />
10.6 BUNKERING.......................................................................................................................................................31<br />
10.7 SOURCES OF IGNITION......................................................................................................................................32<br />
10.8 FISHING.............................................................................................................................................................32<br />
10.9 WORKING HOURS .............................................................................................................................................32<br />
10.10 COURTESY FLAG..............................................................................................................................................32<br />
11 GENERAL MOORING/UNMOORING PROCEDURES.........................................................................32<br />
11.1 GENERAL ..........................................................................................................................................................32<br />
12 CRUDE OIL TANKER OPERATIONS AT THE TANKER LOADING UNIT (TLU).........................33<br />
12.1 TANKER LOADING UNIT....................................................................................................................................33<br />
12.2 HYDROGEN SULPHIDE (H2S) AND OXYGEN (O2) CONTENT IN CARGO TANKS VAPOURS .............................34<br />
12.3 COMMUNICATIONS..........................................................................................................................................34<br />
12.3.1 Pre Arrival Messages...................................................................................................................................... 34<br />
12.3.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival)............................................................................... 35<br />
12.3.3 Update ETA..................................................................................................................................................... 35<br />
12.3.4 48 Hours Prior to Arrival................................................................................................................................. 35<br />
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12.3.5 24 hours prior to arrival.................................................................................................................................. 35<br />
12.3.6 6 Hours before arrival..................................................................................................................................... 36<br />
12.3.7 Contact with <strong>Prigorodnoye</strong> Marine <strong>Terminal</strong>................................................................................................... 36<br />
12.3.8 Contact with <strong>Prigorodnoye</strong> Pilot ...................................................................................................................... 36<br />
12.3.9 Departure Communications.............................................................................................................................. 36<br />
13 TANK LOADING UNIT LOADING HOSE ..............................................................................................36<br />
13.1 SUMMER HOSE.................................................................................................................................................36<br />
13.2 WINTER HOSE .................................................................................................................................................36<br />
14 TANK LOADING UNIT MOORING HAWSER......................................................................................37<br />
14.1 SUMMER HAWSER ............................................................................................................................................38<br />
14.2 WINTER HAWSER .............................................................................................................................................38<br />
14.3 HAWSER CONNECTION ....................................................................................................................................38<br />
15 TLU BERTHING PROCEDURE ................................................................................................................39<br />
15.1 PRE ARRIVAL PREPARATIONS..........................................................................................................................39<br />
15.2 ANCHORS ..........................................................................................................................................................39<br />
15.3 MANIFOLD ........................................................................................................................................................39<br />
15.4 BOW LOADING...................................................................................................................................................40<br />
16 TLU BERTHING APPROACH...................................................................................................................40<br />
17 TLU MOORING BOAT ...............................................................................................................................40<br />
18 TLU PULL BACK TUG...............................................................................................................................40<br />
19 TLU MOORING PROCEDURE .................................................................................................................40<br />
20 TLU HOSE CONNECTION ........................................................................................................................42<br />
20.1 SUMMER..............................................................................................................................................................42<br />
20.2 WINTER...............................................................................................................................................................43<br />
21 TLU SAFETY CHECKS ..............................................................................................................................43<br />
22 TLU PRE-LOADING CONFERENCE.......................................................................................................43<br />
23 TLU LOADING.............................................................................................................................................44<br />
23.1 AVOIDANCE OF SURGE PRESSURE .....................................................................................................................44<br />
24 TLU OIL SPILL PRECAUTIONS..............................................................................................................45<br />
24.1 EQUIPMENT IN THE HOSE...........................................................................................................................45<br />
24.1.1 Construction ................................................................................................................................................... 45<br />
24.1.2 Breakaway Coupling ...................................................................................................................................... 45<br />
24.1.3 Surge Tank ..................................................................................................................................................... 45<br />
24.1.4 Pressure Recorder........................................................................................................................................... 46<br />
24.2 SHIPBOARD WATCHKEEPERS.....................................................................................................................46<br />
24.2.1 Forecastle Watch............................................................................................................................................ 46<br />
24.2.2 Manifold Watch.............................................................................................................................................. 46<br />
24.2.3 LOADING MASTER AND ASSISTANT ..............................................................................................................46<br />
24.2.4 Tugs and Support Boats ................................................................................................................................. 47<br />
25 TLU COMPLETION OF LOADING..........................................................................................................47<br />
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25.1 HOSE DISCONNECTION.....................................................................................................................................47<br />
25.2 CARGO DOCUMENTATION AND SAMPLES..........................................................................................................48<br />
25.3 UNMOORING ......................................................................................................................................................48<br />
26 LIQUEFIED NATURAL GAS (LNG) TANKER OPERATIONS ...........................................................48<br />
26.1 COMMUNICATIONS ...........................................................................................................................................48<br />
26.1.1 Pre Arrival Messages...................................................................................................................................... 49<br />
26.1.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival). ............................................................................. 49<br />
26.1.3 Update ETA.................................................................................................................................................... 49<br />
26.1.4 48 Hours Prior to Arrival................................................................................................................................ 49<br />
26.1.5 24 hours prior to arrival.................................................................................................................................. 50<br />
26.1.6 6 Hours before arrival..................................................................................................................................... 50<br />
26.1.8 Contact with <strong>Prigorodnoye</strong> Pilot .................................................................................................................... 50<br />
26.1.9 Departure Communications............................................................................................................................ 50<br />
26.2 LNG VAPOUR RETURN TO SHORE AND PROHIBITION OF GAS BURNING ALONGSIDE ...................................50<br />
27 LNG VESSEL MOORING OPERATIONS................................................................................................51<br />
27.1 MOORING............................................................................................................................................................51<br />
27.2 EMERGENCY FIRE/TOWING WIRES..................................................................................................................51<br />
27.3 VESSEL MOVING OUT OF POSITION WHILST ALONGSIDE................................................................................52<br />
28 LNG PRE LOADING OPERATIONS ........................................................................................................52<br />
28.1 GANGWAY.........................................................................................................................................................52<br />
28.2 CONNECTING ESD/COMMUNICATIONS CABLES .............................................................................................52<br />
28.3 MOORING INTEGRITY & SAFETY CHECKS......................................................................................................52<br />
28.4 CONNECTING LOADING ARMS .........................................................................................................................52<br />
28.5 PRE LOADING MEETING ..................................................................................................................................53<br />
28.6 PRESSURE TEST & PURGING OF LOADING ARMS ...........................................................................................53<br />
28.7 WATER CURTAIN..............................................................................................................................................54<br />
28.8 GAUGING...........................................................................................................................................................54<br />
28.9 ESD TESTS .......................................................................................................................................................54<br />
29 LNG CARGO HANDLING..........................................................................................................................55<br />
29.1 NORMAL LOADING ...........................................................................................................................................55<br />
29.2 COOLDOWN.......................................................................................................................................................55<br />
29.3 BULK LOADING & TOPPING OFF.....................................................................................................................56<br />
29.4 DRAINING & INERTING OF LOADING ARMS....................................................................................................56<br />
29.5 VESSELS ARRIVING IN THE INERTED CONDITION............................................................................................57<br />
29.6 RE-GASIFICATION & COOLDOWN....................................................................................................................57<br />
29.7 SINGLE ARM COOLDOWN ................................................................................................................................57<br />
29.8 DRAINING AND INERTING OF LOADING ARMS................................................................................................57<br />
30 LNG POST LOADING OPERATIONS......................................................................................................58<br />
30.1 GAUGING...........................................................................................................................................................58<br />
30.2 POST DISCHARGE MEETING AND DOCUMENTATION ........................................................................................58<br />
30.3 REMOVAL OF GANGWAY..................................................................................................................................58<br />
31 SAFETY AND EMERGENCY PROCEDURES APPLICABLE TO BOTH LNG/TLU OPERATIONS<br />
58<br />
31.1 RESPONSIBILITIES ............................................................................................................................................58<br />
31.2 SAFETY ALONGSIDE .........................................................................................................................................59<br />
31.3 COMMUNICATIONS ...........................................................................................................................................59<br />
31.3.1 LNG Communications.................................................................................................................................... 60<br />
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31.3.2 Tanker Loading Unit Communications ........................................................................................................... 61<br />
31.3.3 Communications with Stand-by Tug ............................................................................................................... 61<br />
31.4 SHIP SHORE SAFETY CHECKLIST.....................................................................................................................61<br />
31.5 Fire Prevention .................................................................................................................................................. 61<br />
31.6 SHORE FIRE-FIGHTING EQUIPMENT................................................................................................................62<br />
31.7 SHIP’S FIRE-FIGHTING EQUIPMENT.................................................................................................................62<br />
31.8 MAIN ENGINE READINESS................................................................................................................................62<br />
31.9 TESTING MAIN ENGINES ..................................................................................................................................62<br />
31.10 HOT WORK ......................................................................................................................................................63<br />
31.11 EMERGENCY TOWING WIRES.........................................................................................................................63<br />
31.12 JETTY ACCESS & SAFETY REQUIREMENTS....................................................................................................63<br />
31.13 EMERGENCY RESPONSE ..................................................................................................................................63<br />
31.14 INCIDENTS ONBOARD SHIPS...........................................................................................................................63<br />
31.14.1 Fire/Explosion Onboard a Tanker ................................................................................................................ 64<br />
31.14.2 Oil spill from Tanker.................................................................................................................................... 65<br />
31.14.3 Uncontrolled release of LNG from Tanker/Jetty.......................................................................................... 65<br />
31.14.4 Man overboard Incident ............................................................................................................................... 65<br />
31.14.5 Other ship related incidents.......................................................................................................................... 66<br />
31.14.6 Cold weather and ice transit incidents.......................................................................................................... 66<br />
31.14.7 <strong>Terminal</strong> Incidents........................................................................................................................................ 66<br />
APPENDIX 1 - PILOT BOARDING REQUIREMENTS. ................................................................................69<br />
APPENDIX 2 – RUSSIAN REGULATIONS AFFECTING THE PORT OF PRIGORODNOYE. ..................69<br />
APPENDIX 2 – RUSSIAN REGULATIONS AFFECTING THE PORT OF PRIGORODNOYE. ..................70<br />
APPENDIX 3 - UK STANDARD TERMS & CONDITIONS FOR TOWAGE & OTHER SERVICES. .....78<br />
APPENDIX 4 - TERMINAL MARINE CRAFT - GENERAL PARTICULARS. ..........................................82<br />
APPENDIX 5 - MOORING PROCEDURES LNG JETTY..............................................................................83<br />
APPENDIX 6 - CONDITIONS OF USE (COU).................................................................................................84<br />
APPENDIX 7 - SHIP SHORE SAFETY CHECK LIST....................................................................................86<br />
APPENDIX 8 - SAFETY LETTER AND ACKNOWLEDGEMENT OF PORT REGULATIONS. ............92<br />
APPENDIX 9 - LNG JETTY FIRE-FIGHTING EQUIPMENT. ....................................................................93<br />
APPENDIX 10 - SMOKING AREA NOTICE. .................................................................................................94<br />
APPENDIX 11 - ENVIRONMENTAL PROTECTION. .................................................................................95<br />
APPENDIX 12 – RUSSIAN REGULATIONS GENERAL DECLARATION. ...................................................99<br />
APPENDIX 13 – HIGH FLOW RATES. ..............................................................................................................100<br />
APPENDIX 14 – REQUEST FOR BERTHING ASSISTANCE.........................................................................101<br />
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1 Introduction<br />
1.1 Purpose<br />
The purpose of this document is to provide guidance for vessels whilst operating in the area of<br />
<strong>Prigorodnoye</strong> export terminal.<br />
1.2 Scope<br />
The scope of these procedures are applicable to all SEIC employees, it’s contractors, and<br />
service providers and to all tankers visiting the <strong>Prigorodnoye</strong> LNG or Tanker Loading Unit (TLU)<br />
export terminal .<br />
1.3 Terminology<br />
TERM<br />
MEANING<br />
Shall<br />
Should<br />
May<br />
Indicates a mandatory course of action.<br />
Indicates a preferred course of action.<br />
Indicates a permitted course of action.<br />
1.4 User Notes<br />
The requirements of this document are either mandatory, preferred or permitted, as specified.<br />
Non-compliance shall be authorised using the deviation procedure described in Chapter 10 of<br />
the Corporate Document Control Procedure (0000-S-90-01-P-0078-00-E).<br />
A controlled copy of the current version of this document to available to permitted SEIC sources,<br />
located in LiveLink and is available via the Sakhalin Energy website. Before using this document<br />
it is the users responsibility to ensure that any hard or electronic copy is current. The Document<br />
Custodian should be contacted for assistance and any feedback.<br />
2 Risks and Controls<br />
2.1. Risks<br />
The risks associated with these regulations are those of marine collision, fire, environmental<br />
pollution and disruption to export facilities for both crude oil and LNG from <strong>Prigorodnoye</strong> export<br />
terminal.<br />
2.2. Controls<br />
2.2.1 Performance Monitoring<br />
Compliance with this procedure shall be monitored through periodic and random site<br />
inspections, vessel inspections and audits.<br />
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2.2.2 Review and Improvement<br />
Any user of this document who encounters a mistake or confusing entry is requested to<br />
immediately notify the Document Custodian. Any vessel may pass such issues to SEIC<br />
via the Loading Master at the terminal.<br />
This document shall be reviewed as necessary by the Document Custodian at SEIC, but<br />
at least once every 3 years. Triggers for full or partial review may include:<br />
• Emerging/growing HSE concerns in specific areas.<br />
• Incident investigations which identify shortfalls in this procedure.<br />
• Changing Company activities and locations.<br />
• New hazards or activities not considered in this procedure.<br />
• Introduction of new legislation or rules and regulations.<br />
3 Responsibilities<br />
3.1 SEIC Logistics Manager<br />
The SEIC Logistics Manager is accountable for all logistics activities conducted with Sakhalin<br />
Energy including contracted marine services.<br />
3.2 SEIC Marine Manager<br />
The SEIC Marine Manager is responsible for the management of all marine activities on behalf<br />
of the Company, and for monitoring compliance with these procedures. He is also responsible<br />
for encouraging compliance by liaison visits to the Tanker Loading Unit and LNG terminal<br />
facilities, service providers, SEIC contractors, operators and vessels. He will arrange for liaison<br />
visits and audits to ensure compliance with Shell Group standards.<br />
For visiting vessels the point of contact will be via the Loading Master or the terminal<br />
communications address.<br />
4 References<br />
Other applicable documents which should be read or referenced in conjunction with this document<br />
include:<br />
Corporate Document Control Procedure<br />
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5 <strong>Terminal</strong> and Operations<br />
5.1 Conditions of Use<br />
Masters of all ship’s using the <strong>Prigorodnoye</strong> export terminal will be required to sign a copy<br />
of the Conditions of Use (COU) in acknowledgement of the ship’s responsibilities and liabilities<br />
whilst using the port. A copy of the COU can be found in Appendix 6.<br />
These port regulations comply with the requirements of SEIC HSSE management system.<br />
5.2 Definitions<br />
Within these regulations the words and expressions used have the following meanings:<br />
Approved Equipment means equipment of a design that has been tested and approved by<br />
an appropriate authority such as a government department or classification society. The<br />
authority shall have certified the equipment as safe for use in a specified hazardous<br />
atmosphere.<br />
Authorised Craft means any tug, barge, water boat or launch authorised by the Marine<br />
Manager of the <strong>Prigorodnoye</strong> export terminal, or his authorised deputy, to operate at<br />
<strong>Prigorodnoye</strong> export terminal and which complies with the safety requirements of the terminal<br />
Common Facility Shift Supervisor means shore person responsible for day to day activities in<br />
the shore storage and loading area and is also responsible for activities associated with shore<br />
loading and connection.<br />
Company means Sakhalin Energy Investment Company Ltd (SEIC).<br />
Gas Free means a tank, compartment or container is gas-free when sufficient fresh air has been<br />
introduced into it to lower the levels of any flammable, toxic or inert gases to those required for a<br />
specific purpose, e.g. hot work, entry, etc., and has been certified for that purpose by an<br />
authorised person.<br />
Hot Work means work involving sources of ignition or temperatures sufficiently high to cause<br />
the ignition of a flammable gas mixture. This includes any work requiring the use of welding,<br />
burning or soldering equipment, blow torches, power-driven tools, portable electrical equipment<br />
which is not intrinsically safe or contained within an approved explosion-proof housing,<br />
sandblasting, grinding, or internal combustion engine.<br />
Inert Condition refers to an ‘inerted’ space on board a tanker where the oxygen content of the<br />
atmosphere throughout the space has been reduced to below 8% by volume, by the addition of<br />
an inert gas.<br />
Inert Gas means a gas such as Nitrogen or Carbon Dioxide, or a mixture of flue gases,<br />
containing insufficient oxygen to support the combustion of hydrocarbons.<br />
ISGOTT means the International Safety Guide for Oil Tankers and <strong>Terminal</strong>s in its latest edition.<br />
LNG terminal is the terminal facility in the port of <strong>Prigorodnoye</strong> for the loading and export of<br />
liquefied natural gas.<br />
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Loading Master means the person responsible, on behalf of the terminal, for pilotage, mooring<br />
operations, connection and disconnection of loading arms and all other activities associated with<br />
the loading of vessels. The individual is Pilot, Berthing and Loading Master and may also<br />
act as Ice Pilot.<br />
Master means the Captain of a ship or his duly authorised deputy or any person who for the time<br />
being is in charge of the vessel.<br />
Marine Rota means the competent marine person on- call.<br />
Naked Lights means open flames or fires, exposed incandescent material or any other<br />
unconfined source of ignition.<br />
Offshore Security Zone or terminal limits means the area of the sea bounded by the onshore<br />
security perimeter markers and the East and West offshore terminal limit marker buoys and<br />
includes both the TLU and LNG jetty. See port limits 5.3 Diagram A.<br />
Operations means the loading, discharging and transfer of LNG, crude oil, ballasting/deballasting,<br />
gas-freeing, purging and tank-cleaning and any other activity associated with the<br />
handling of bulk petroleum or hydrocarbon derivatives.<br />
Owner(s) means the owner(s), disponent owner(s), managers and those acting on behalf of<br />
owners of any vessel or tanker.<br />
TLU means the <strong>Prigorodnoye</strong> Tanker Loading Unit for crude oil export. This is a single point<br />
mooring unit.<br />
<strong>Terminal</strong> means the <strong>Prigorodnoye</strong> export terminal, its LNG and crude oil loading terminal, its<br />
berths and loading facilities, approaches and anchorages. It also includes the onshore storage<br />
and process areas.<br />
<strong>Terminal</strong> Authority means the governmental approved authority or its agents responsible for<br />
the navigation or berthing in, to or from the <strong>Prigorodnoye</strong> export terminal, The Sakhalin<br />
Energy Investment Company Ltd (SEIC) or body appointed by this Company or body to be<br />
advised.<br />
Responsible Ship’s Officer means the Master or any officer to whom the Master may delegate<br />
authority for any operation or duty on board ship. This is normally the tanker’s Chief Officer or<br />
Cargo Officer delegated by the Master as being in charge of cargo operations.<br />
Tanker means any ship designed either for the carriage of LNG, crude oil or any other<br />
hydrocarbon products.<br />
Vessel means any ship, tug, craft or other floating navigable object.<br />
Work Permit means a document issued by the Common Facility Shift Supervisor (and approved<br />
as may be required by the relevant authorities, e.g. port authority) permitting specific work to be<br />
done during a specified period in a defined area on board a vessel berthed at the port.<br />
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5.3 Description of the <strong>Prigorodnoye</strong> Loading Facility<br />
The <strong>Prigorodnoye</strong> export terminal is sited in Aniva Bay on the South Coast of Sakhalin Island as<br />
shown below. The terminal is the export facility for both crude oil and LNG.<br />
Diagram A – <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong><br />
5.4 General <strong>Port</strong> Information<br />
5.4.1 Location<br />
The terminal is located in the following position:<br />
Latitude 46 o 36’ N Longitude 142 o 55’ E<br />
5.4.2 <strong>Terminal</strong> Limits<br />
The terminal is bounded by the following limits:<br />
East Limit 1. 46 37.2 N 142 56.0 E<br />
East Limit 2. 46 35.2 N 142 58.0 E<br />
East Limit 3. 46 33.3 N 142 58.0 E<br />
West Limit 4. 46 33.3 N 142 52.8 E<br />
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West Limit 5. 46 36.6 N 142 52.8 E<br />
West Limit 6. 46 37.6 N 142 53.5 E<br />
The northern limit is the point where the East and West limits cut the shoreline.<br />
5.5 Navigation Charts<br />
For the approach to the terminal, see Russian chart cumber 63102. British Admiralty Charts<br />
equivalent to the Russian charts will be produced in due course.<br />
5.6 LNG Loading Jetty – Specific Information<br />
The LNG loading jetty comprises a ‘finger’ pier of 805 metres in length. The berth is orientated<br />
on a North/South heading and is situated on the western side at the head of the jetty.<br />
The berth has 4 breasting dolphins and 7 mooring dolphins. The approach to the LNG berth is<br />
from the South towards the turning basin off the jetty. The vessel will be turned onto a<br />
southerly heading and be berthed port side alongside, head out.<br />
Two mooring boats are available to expedite mooring operations. When they are not available<br />
due to ice, the method of mooring will be achieved by use of heaving line and messenger.<br />
Water depth at the berth<br />
16.54m (LAT)<br />
Water depth in the turning circle<br />
15.17m (LAT)<br />
Minimum under keel clearance required 2.00m<br />
Connections<br />
Maximum loading rate<br />
4 x 16” Hydraulic quick coupler<br />
LLVL or LVLL interchangeable.<br />
Emergency release discoupling.<br />
Shore provision for 12” ship<br />
connections with reducers.<br />
Not less than 10,000 m3/hr<br />
5,000 m3/hr available each<br />
liquid arm.<br />
Vessel restrictions:<br />
Maximum draught on departure<br />
Length overall<br />
Displacement<br />
Cubic capacity<br />
12 metres<br />
300 metres<br />
105,000 Tonnes<br />
125,000 – 145,000 m3<br />
18,000 – 30,000 m3<br />
5.7 Crude Oil Tanker Loading Unit (TLU) – Specific Information<br />
Position Latitude 46 o 34.7 N<br />
Longitude 142 o 55.5 E<br />
Depth of sea bed<br />
Connections<br />
28.2m (LAT)<br />
2 x 16” port manifold (Summer)<br />
1 x 20” bow (Winter)<br />
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Maximum loading rate<br />
Not less than 8000 m 3 /hour<br />
Vessel restrictions:<br />
Maximum draught on departure<br />
Maximum SDWT<br />
Maximum distance bow – manifold<br />
Approximately 17.5 metres<br />
150,000 MT<br />
145 m<br />
The manifold and forward mooring and securing connections are to comply with respective<br />
OCIMF recommendations for vessels loading at a single point mooring. The summer hose<br />
will be connected to the port manifold with 2 x 16” connections.<br />
During the ice season, tankers will be fitted with a bow loading manifold to accommodate a<br />
single 20” hose.<br />
5.8 Transit Aniva Bay<br />
Routeing has to date been recommended for vessels transiting the La Perouse Strait and<br />
Aniva Bay from the West. There is a traffic separation system off Cape Krylion, marked clearly<br />
by a light on ‘Danger Rock’. There is extensive fishing in this area. All tankers are<br />
recommended to transit La Perouse Strait South of this separation zone.<br />
See diagram in Appendix 11 for Recommended Transit Route in La Perouse Strait and Aniva<br />
Bay from the West.<br />
Transiting of Aniva Bay will be monitored via a Vessel Traffic Management (VTS).<br />
Routeing approach from the East will be advised in due course.<br />
(It is anticipated that the routeing will be approved by the Russian authorities for the transit of<br />
all tankers and that vessels will report their passing specific positions on this track to the local<br />
authority as they transit the la Perouse Strait. This information will be promulgated to all<br />
shipping as part of the Vessel Traffic Management System).<br />
5.9 Anchorages<br />
The recommended anchorages will be outside of the terminal limits:<br />
Anchorage for Oil tankers at TLU: Bounded by the following limits:<br />
East Longitude 142 58.5 E<br />
West Longitude 142 55.5 E<br />
South Latitude 46 31.5 N<br />
North Latitude 46 32.6 N<br />
Anchorage for LNG vessels:<br />
Bounded by the following limits:<br />
East Longitude 142 52.0 E<br />
West Longitude 142 50.5 E<br />
South Latitude 46 32.5 N<br />
North Latitude 46 34.5 N<br />
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5.10 Approach to the <strong>Terminal</strong><br />
The approach to both the LNG jetty and to the TLU is an open sea approach from the South.<br />
During the ice period pilotage from offshore will require a planned route of approach.<br />
5.11 Berthing<br />
TLU and LNG berthing will be carried out 24 hours per day weather permitting.<br />
5.12 Pilotage<br />
Pilotage is compulsory for all vessels berthing at <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong>. The duty<br />
Loading Master will act as Pilot for the LNG Berth, TLU and as Ice Pilot.<br />
5.13 Pilot Boarding Area<br />
The pilot boarding position will be advised by <strong>Prigorodnoye</strong> Marine Control prior to the<br />
vessels arrival and will very depending on the season.<br />
LNG CARRIERS Boarding position will be in a position approx 3 miles South West of the<br />
LNG berth in position Latitude 46° 34’ 00” N, Longitude 142° 52’ 00’E.<br />
CRUDE OIL TANKERS Boarding position will vary dependant on the prevailing weather<br />
conditions, as advised by pilot, and will be either:<br />
East of the TLU in position Latitude 46 o 32’ 36” N, Longitude 142 o 53’ 00” E.<br />
West of the TLU in position Latitude 46 o 32’ 36” N, Longitude 142 o 58’ 00” E.<br />
Pilot hoists, pilot ladders and/or combination accommodation ladders must be rigged in<br />
accordance with the prescribed industry access regulation requirements relating to<br />
freeboard. One officer together with one other person should be in attendance on deck to<br />
monitor pilot embarkation/disembarkation and must be in radio contact with the ship’s<br />
bridge. See Appendix 1.<br />
5.14 Ice Period<br />
The Loading Master will act as the Ice Pilot, and will board the tanker at the edge of the ice<br />
which could be up to fifty miles from the terminal near Point Krylion in the La Perouse Strait.<br />
Vessels will be advised of the rendezvous position 24 hrs before arrival.<br />
Prior to ice transit a pre-ice transit discussion between the Ice Pilot/Loading Master and the<br />
tanker Master will cover relevant issues including the following aspects.<br />
• Responsibilities.<br />
• Ice condition advice.<br />
• Rigging of emergency towing wires.<br />
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• Testing of systems.<br />
• Communications with lead ice breaker.<br />
• Emergencies.<br />
• Becoming fast in ice.<br />
• Stopping distances.<br />
• Validity of ice passport.<br />
• Feedback form all sources.<br />
• Ice observations.<br />
• Independently navigated traffic.<br />
5.15 Accommodation for Pilots<br />
The Loading Master and his Assistant will remain on the crude oil tanker throughout the<br />
loading period, and the tanker is to provide cabins for them. There may be additional persons<br />
staying on board, cargo surveyor and possibly customs and immigration officials and cabins<br />
are to be made available.<br />
The Loading Master may remain onboard an LNG tanker during the loading period and the<br />
LNG tanker is to provide a cabin for this purpose should he, for operational reasons, not<br />
decide to be accommodated in the terminal.<br />
5.16 Duty Pilot<br />
The Loading Master will act as duty pilot throughout the vessel’s stay and be available either<br />
full time staying onboard the crude oil tanker or within the LNG terminal for the LNG tanker.<br />
5.17 Offshore Security Zone<br />
On no account must a vessel enter the Offshore Security Zone without a pilot on board and<br />
tugs secured alongside. The extent of the Offshore Security Zone is within the terminal limits<br />
prescribed above, see 5.3 Diagram A.<br />
5.18 Tugs<br />
All vessels berthing at <strong>Prigorodnoye</strong> must use the terminal’s tugs managed by SEIC. Towage<br />
is provided under the “UK Terms & Conditions for Towage and Other Services (Revised<br />
1986)”, a copy of which is attached to the end of this section, in Appendix 3. Signed<br />
acceptance of above is included within the Conditions of Use (Appendix 6) and the<br />
Request for berthing assistance (Appendix 14).<br />
There are four tugs permanently based at the terminal, details of which can be found in<br />
Appendix 4 at the end of this section.<br />
Tugs 34.5m 4 Bollard pull 70 ahead/65 astern mt<br />
Mooring boats 15m 2 Bollard pull 8 tonnes<br />
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5.19 Tug Requirements – LNG Tankers<br />
Three tugs will be available for berthing and unberthing all large LNG vessels. For smaller<br />
LNG carriers this will be reduced to two tugs. In addition two mooring boats will be available<br />
for handling the mooring lines during the open water season. These may not be available<br />
during periods when ice is present within the terminal.<br />
Additional tugs may be used in the ice season.<br />
5.20 Tug Requirements – Crude Oil Tankers<br />
One tug will be provided to act as a pull back tug for all tankers moored to the TLU. This will<br />
be made fast to the tanker during the approach. A mooring boat will assist with the handling<br />
of the mooring ropes and hoses during the open water period. A second tug will be used<br />
during the ice period.<br />
Additional tugs may also be used in the ice season as required.<br />
5.21 Stand-by Tug<br />
Whenever an LNG carrier is moored to the LNG berth, one tug will act as the duty stand-by<br />
tug and remain in a state of immediate readiness offshore to provide assistance, as and<br />
when required. During the ice period this tug will also provide ice management at the berth if<br />
required.<br />
When a tanker is moored to the TLU, a tug, over and above the pull back tug will be<br />
assigned as a duty standby tug for the TLU.<br />
The duty standby tugs will maintain a listening watch on VHF Channel’s 69 and 73 and the<br />
terminal’s UHF channel.<br />
5.22 Security<br />
The terminal and vessels will comply with all the requirements of the International Ship and<br />
<strong>Port</strong> Facilities Security (ISPS) Code. Vessels will declare their security level and any relevant<br />
incidents relating to code compliance in the appropriate section of their 72 hour pre-arrival<br />
message.<br />
5.23 Russian federal and local regulations.<br />
Attention is drawn to all vessels, regardless of flag, of the stringent requirements of Russian<br />
federal, regional and local regulations with which there is a necessity to be conversant.<br />
The following Articles of the Russian Merchant Shipping Code are of particular relevance<br />
(Articles 9, 74-76, 78-84, 89-90), Governmental Regulation No.60 on checkpoints, Federal<br />
law No. 155-FZ on Internal Waters, Territorial Sea and Adjacent Zone of the Russian<br />
Federation, Law No. 4730-1 on the State Border (especially Articles 9-12,24). See Appendix<br />
2.<br />
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Agents will assist masters in any particular requirements but attention is drawn to relevant<br />
reporting, health, customs and border regulations which will have an impact on the vessels<br />
operations in the port of <strong>Prigorodnoye</strong>. Officials of national and local bodies, the State<br />
Supervision Authority of the <strong>Port</strong> (SSAP) in the <strong>Port</strong>, the Duty Captain, will have official<br />
duties to perform in visiting the vessel and masters are to be guided accordingly.<br />
The Agent advises local authorities of the arrival of the vessel 48 hours in advance. Local<br />
Russian authorities work between the hours of 0830 and 2030 weekdays and will require<br />
special arrangements outside of these hours. Vessels are required to be visited and cleared<br />
inward and outward before cargo operations may commence and the ship may sail. The<br />
border guards will often act in lieu of Immigration department and crew without Russian visas<br />
will require their seaman’s book stamping inward and outward. Customs do not tend to visit<br />
vessels inward/outward foreign. Clearance from officials normally takes ½ - 1 hour, inward and<br />
outward. The following documents are to be prepared by the Master prior arrival. No local<br />
Russian format documentation is required and international forms, prepared in electronic format,<br />
as per international trade are accepted by Russian authorities. For general declaration, E format is<br />
available from Agents, see Appendix 12.<br />
Testing of lifeboats in the water, overside work and use of incinerator within port limits is<br />
prohibited.<br />
Arrival documentation.<br />
Crew list<br />
6 copies<br />
General declaration 3 copies (E format available from Agency, Appendix 12).<br />
Cargo declaration<br />
2 copies<br />
Ship’s stores list<br />
2 copies<br />
Crew effects list<br />
2 copies<br />
Preliminary stowage plan<br />
2 copies<br />
List of ports of call<br />
2 copies<br />
Ship’s particulars<br />
2 copies<br />
Copy of Certificate of Class 1 copy<br />
To be passed to Agent for sanitation clearance ashore.<br />
Maritime declaration of health<br />
Copy of de-ratting certificate<br />
Vaccination list<br />
List of ports of call (last 2 months)<br />
1 copy<br />
1 copy<br />
1 copy<br />
1 copy<br />
Charterers vetting documents SAFE, SIRE etc as required and advised.<br />
Departure documentation.<br />
Crew list<br />
General declaration<br />
Cargo declaration<br />
Ship’s stores list<br />
Crew effects list<br />
Bill of lading<br />
<strong>Port</strong> clearance<br />
2 copies<br />
2 copies<br />
2 copies<br />
2 copies<br />
2 copies<br />
3 copies for customs with original stamp.<br />
1 copy (Loading Master will issue)<br />
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5.24 Local time zone<br />
Last Sunday in March to the last Sunday in October.<br />
Remainder of year.<br />
GMT + 11 hours<br />
GMT + 10 hours<br />
5.25 Health and Sanitation issues<br />
5.25.1 Asian Gypsy Moth certification<br />
Vessels trading from <strong>Prigorodnoye</strong> to the USA, Canada, Australia, New Zealand or<br />
Chile will be required to obtain an Asian Gypsy Moth free (AGM) certificate from the<br />
Russian appointed responsible body Rosselkhoznadzor.<br />
The application for an AGM certificate to be issued has to be made at least 7 days in<br />
advance following which Rossekhoznadzor will send their inspectors from the former<br />
phyto-sanitary control inspectorate to the vessel for examination. A team of about ten to<br />
thirteen people will be used and the current cost for a certificate is circa 5,000 USD.<br />
The certificates are currently issued by the Oblast Rosselkhoznadzor (Yuzhno).<br />
Masters should liase with Agents with respect to the above requirements in order to<br />
avoid contravention of regulations at the discharge port countries mentioned where<br />
vessels coming from Eastern Russia will be scrutinised for the presence of certification<br />
relating to the sanitary health aspects of the Asian Gypsy Moth.<br />
No inward Russian inward requirement exits for Asian Gypsy Moth certification.<br />
6 Communications<br />
6.1 <strong>Terminal</strong> Communications<br />
The following communication channels shall be used:<br />
<strong>Prigorodnoye</strong> Control VHF 69 (Backup 73)<br />
Marine Base (Pilot) VHF 69 (Backup 73)<br />
Tugs working channel VHF 73<br />
Stand-by Tug<br />
VHF 16 & 73 plus UHF Simplex<br />
Vessels will continue to monitor VHF 16 at all times.<br />
7 Sea Ice<br />
Sea ice forms in the Sea of Okhotsk to the North of Sakhalin Island during November and moves<br />
South under the influence of the wind and current. By early January this reaches the southern part of<br />
Sakhalin Island and can migrate into Aniva Bay.<br />
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The ice is thin first year ice, less than 70 cms in thickness. The area does not normally experience<br />
severe ice pressure.<br />
The TLU and LNG marine facilities will be located off the north-eastern coast of Aniva Bay. The ice<br />
that occurs in the general vicinity of the TLU and LNG jetty is normally quite thin, in the range of 0.1m<br />
to 0.3m. Somewhat thicker ice that forms locally can also occur, with typical thicknesses between<br />
0.3m and 0.7m. It is seen in varying concentrations and usually in small floe sizes. This ice should<br />
not exert significant loads on the TLU and LNG jetty, and should not seriously impede ice capable<br />
vessels.<br />
7.1 Ice Management<br />
The winter / ice season is defined as any period when light nilas ice (over 5-10cm thick) is<br />
observed in Aniva Bay and / or La Perouse Strait in concentrations greater than 6/10 or when<br />
the average daily (24 hourly) temperature at <strong>Prigorodnoye</strong> drops below 0°C. Based on hindcast<br />
data the daily average temperature can drop below zero from mid November to early April and<br />
ice can be present on route to <strong>Prigorodnoye</strong> from December to May.<br />
The period is typically from mid January until early April, according to Korsakov port.<br />
During this period ice class LU2 or below, or equivalent to Russian Register, is required.<br />
7.2 Ice Breakers<br />
Sakhalin Energy will provide transit ice breakers to assist all tankers movements through the ice<br />
in Aniva Bay, to and from <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong>. The ice coverage can be from the La<br />
Perouse Strait at the Western entrance to Aniva Bay, a distance of approximately 50 miles from<br />
the terminal. The ice beakers will form a lead in the ice for the tankers to follow.<br />
At the terminal, the terminal tugs will manage the ice at the loading facilities.<br />
7.3 Ice Pilot<br />
SEIC will provide the Ice Pilot to advise the master on the procedures required to navigate the<br />
ice in convoy with the ice breaker escort. Exemptions may be obtained from SEIC for Masters<br />
who have demonstrated competence in ice pilotage within Aniva Bay.<br />
7.4 Ice Forecasting<br />
SEIC will monitor the ice and Metocean conditions within Aniva Bay and provide an ice forecast<br />
to all tankers to assess the optimum route for the vessel through the ice to be pre-determined.<br />
The forecast can be made up to 72 hrs in advance, and will be forwarded to the vessel, with<br />
subsequent updates by email of facsimile.<br />
7.5 Ice Passport<br />
All tankers are required to have an ‘Ice certificate' during the ice season. The requirement for<br />
this Ice certificate for transit is however only limited to the duration of the ice/winter season.<br />
These are issued by an institute approved by the Russian authorities and will provide the safe<br />
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speed a vessel may proceed in a given thickness of ice. In addition it will determine the distance<br />
the vessel is to be astern of the icebreaker escort, and will also determine the width of navigable<br />
curvature of the channel in turns the ice breaker is to make.<br />
The Ice certificate will also assess vessel suitability for operation in lower temperatures of Aniva<br />
Bay.<br />
7.6 Certificate of Engine Power<br />
All tankers in winter are required to have a ‘Certificate of adequate engine power’ during the ice<br />
season. This confirms that the tanker can achieve a speed of at least 4 knots in ice thickness of<br />
60 cms following in the lead created by ice breakers in the absence of ice pressure. The<br />
certificate is issued by an institute approved by the Russian authorities.<br />
7.7 Propeller Tip Immersion<br />
All tankers are to have a propeller tip immersion of at least 70 cms. LNG carriers are to have<br />
a propeller that is the equivalent of the Russian ice class ‘LU2’. If this is not the case, there<br />
may be a requirement to increase the propeller tip immersion. The required immersion will form<br />
part of the Certificate of adequate engine power.<br />
7.8 Winterisation<br />
Winterisation is the requirement that the vessel, during the winter period, from November<br />
to April, is able to operate in sub zero temperatures down to –25 o C, which may be experienced<br />
within Aniva Bay.<br />
Precautions include measures to ensure that the fire fighting equipment on deck is operational,<br />
in particular that the fire lines do not freeze, that the ballast space air ventilators do not freeze,<br />
and that the mooring equipment is operational. The cargo and ballast systems should be<br />
protected against cold temperatures. The crew are to be provided with appropriate warm<br />
clothing and the accommodation heating must be effective. Other measures will require the<br />
deck steel to be of a grade that will withstand cold temperatures, and internal heating may be<br />
required in the ballast spaces. Steam line dead end sections are to be treated with caution and<br />
drained of condensate which may be susceptible to freezing.<br />
A study of winterisation requirements by SEIC has identified the following requirements.<br />
• Ice class for hull structure - Vessels, which are built with a view to load at <strong>Prigorodnoye</strong><br />
throughout the year, are recommended to be built to the Russian Ice Classification level 'LU2'<br />
or higher. It is a SEIC requirement that all vessels have ice classification for the hull structure.<br />
Although it is possible for a low or no ice class vessel to enter Aniva Bay SEIC does not<br />
recommend this as the safe speeds could be severely limiting.<br />
• Ice classification for propeller and propulsion shafting - Propeller and shafting are to meet the<br />
requirements of the Russian Maritime Register of Shipping’s LU2 ice classification or<br />
equivalent.<br />
• Manifold - The OCIMF "Recommendations for Manifolds for Refrigerated LNGC" and SIGTTO<br />
ship shore compatibility documentation can be used as guides. Recommend that a heated<br />
manifold shelter be fitted on each manifold for use during loading operations. Means to keep<br />
manifold clear of snow and ice to be provided.<br />
• Winterisation - It is to be possible to operate the vessel in sub-zero temperature of -25°C with<br />
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wind speeds up to 20 ms-1. Equipment, systems, operability by crew and material suitability to<br />
be considered. Means to keep main and emergency access ways to be provided.<br />
• Strong points for towing in ice - Strong points required both forward and aft for emergency<br />
towing in ice. Two 70 tonne strong points are required at forward end and IMO emergency<br />
towing requirements to be met at the aft end. For a standard LNGC this requires the fitting of<br />
an additional towing point forward to enable two tugs to be connected each tug of 70 tonnes<br />
bollard pull. Normally the vessel is to rig wires to enable the tug to easily connect in the case<br />
of an emergency.<br />
• Sheltered bridge wings and navigation - Conning bridge wings should be sheltered and have<br />
necessary thermal insulation and heated windows. It is recommended that the Bridge wings<br />
are totally enclosed. If this is not done then an alternative solution is required. Navigation of<br />
the vessel when transiting ice and berthing will be from abridge wing. Additional manoeuvring<br />
and navigational control station(s) without steering gear control to be provided on the bridge<br />
wing(s). Communication between bridge wing and wheelhouse to be provided. Adequate<br />
forward view from the conning station to be provided. Main wheelhouse windows to be<br />
heated, be as deep as possible and angle outwards. Exposed navigation equipment to be<br />
suitable for operation at -25°C with 20ms -1 wind speed.<br />
• Navigation glasses - Navigation lights to be fitted with heat-traced glass if necessary.<br />
• Search lights or enhanced night vision for ice navigation - Searchlights to be fitted on the<br />
bridge wings and forecastle to provide sufficient lighting ahead of the vessel for ice transit at<br />
night. SEIC recommends that night vision cameras be fitted. These can also be used in<br />
periods of fog, which is not uncommon in Aniva Bay and for security purposes. Alternatively<br />
Xenon type focused lights; two on the bow, and one on each bridge wing, controlled from the<br />
wheelhouse and conning station with cameras at the forward end can be fitted. It is<br />
considered that this arrangement is essential for the vessel to be able to see the lead in the<br />
ice behind the ice breaker.<br />
• Security - Recommended that additional cameras be installed for security purposes covering<br />
the main and poop decks. Passive night vision system recommended. Accommodation and<br />
control space security to be considered and to be in compliance with IMO. Guardhouse<br />
overlooking the shore gangway recommended. To be heated and ventilated.<br />
• Ice passport or ice certificate - Vessel to be in possession of a valid 'Ice passport'. Passport<br />
is valid for 10 years from date of issue, revalidated at refit thereafter. CNIIMF is the only<br />
Russian authority currently able to issue ice passports. Note there is currently a proposal to<br />
reduce the validity to five years to coincide with the classification society survey cycle. The ice<br />
passport will describe the vessels performance in ice including it’s stopping distances and<br />
manoeuvrability. Safe speeds and distances are to be defined. Copy of certificate to be<br />
provided to SEIC.<br />
• Power certificate based on the engine and propeller characteristics and sea trial information -<br />
Certificate of main engine power - Vessel to be able to maintain a minimum speed of 4-5<br />
knots in ice up to 60cms thick following ice breakers. Copy of Certificate of Adequate Main<br />
Engine Power and Propeller to be provided to SEIC.<br />
• Enhanced radar image - This is strongly recommended by SEIC as the radar image is greatly<br />
enhanced improving ice navigation. Either the Enfotec or Rutter systems are suitable.<br />
• Radar scanner – One 3cm (X-band) scanner to be sited forward.<br />
• Navigation and communication equipment - All the navigation and communication equipment<br />
shall comply with SOLAS-74/88, Chapter IV including the requirements for GMDSS and<br />
Chapter V, Regulation 19, Shipborne Navigational Equipment. All equipment to be operable at<br />
-25°C with 20ms -1 wind speed.<br />
• Electronic radio receiving equipment - Systems such as Inmarsat B/Inmarsat F77 or Inmarsat<br />
C receiving stations are to be fitted for the reception of ice and hydro meteorological graphic<br />
information.<br />
• Cooling water systems - Vessels to have two cooling water suctions for the main and auxiliary<br />
machinery located on opposite sides of the hull. At least one of these suctions shall be<br />
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located at or near the bottom of the vessel to minimize the probability of ice clogging. It is<br />
recommended that vessels have a cooling Kingston Valve Arrangement - See IMO.<br />
• Ice resistant coating on waterline - The water line of the vessel from the laden to the ballast<br />
levels is to be coated with an ice resistant low friction coating. Inerta 160 paint is strongly<br />
recommended. Area covered at the forward end to be suitably extended.<br />
• Steel - The steel used in the main deck and upper sides is to be confirmed as having<br />
adequate toughness for operation in an ambient air temperature of -25°C or heating is to be<br />
applied to keep the surface temperature of the steel above -10°C with an external ambient<br />
temperature of -25°C.<br />
• Crew - To be provided with "Arctic" clothing and to be trained in cold weather precautions.<br />
• General piping and cabling - Maximum use to be made of the under deck passageways,<br />
trunk-ways, forecastle space, etc. for routing and installing piping, cabling and equipment, to<br />
minimise exposure to the elements.<br />
• Exposed fresh water piping - To be protected against freezing in outside air temperature of -<br />
25ºC and wind of 20 m/sec by trace heating or running in protected areas.<br />
• Cargo system - Operation of valves, vents, gauges to be able to operate in -25°C with 20ms-1<br />
wind speed. Heat tracing recommended.<br />
• Ballast system - The risk of ballast tank water freezing for the tanks of a 145,000 Moss type<br />
vessel is not considered to be great due to the short transit time in cold weather. SEIC<br />
however recommends an air bubbling system be fitted in the ballast tanks to reduce the risk of<br />
ballast water freezing. If no physical system is fitted then ullage is to be kept in the ballast<br />
tanks to enable the tanks to be raised in level prior to discharge. The vent pipes and heads<br />
are to be prevented from freezing and all valves and all exposed gauges are to be capable of<br />
operation at -25ºC and wind of 20 m/sec.<br />
• Fresh water and distilled water tanks - Measures to be taken to prevent freezing if to air and<br />
sea temperatures of -25ºC and -2ºC respectively. If necessary wing speed of wind of 20<br />
m/sec to be considered. Heat balance calculations to be carried out. Vent pipe heads shall be<br />
protected by covers. Consideration to circulation systems to be given.<br />
• Diesel oil tanks - To be fitted with heating facilities having sufficient capacity to maintain a<br />
temperature of 10ºC at design air and sea temperatures of -25ºC and -2ºC respectively unless<br />
heat balance calculations show otherwise. If necessary wing speed of wind of 20 m/sec to be<br />
considered. Vent pipe heads shall be protected by covers.<br />
• Other fuel oil and lubricating oil tanks - Heat balance calculations to be done to show that<br />
tanks will not freeze at air and sea temperatures of -25ºC and -2ºC respectively. If necessary<br />
wing speed of wind of 20 m/sec to be considered. Tank vent pipe heads to be protected<br />
against freezing.<br />
• Other exposed tanks - Heat balance calculations to be done to show that tanks will not freeze<br />
at air and sea temperatures of -25ºC and -2ºC respectively. If necessary wind speed of 20<br />
m/sec to be considered in design. Tank vent pipe heads to be protected against freezing.<br />
• Auxiliary machinery - Auxiliary machineries and their systems eg. D/G, Fans etc. to be<br />
operable and suitable for outside air temperature of -25ºC and wind speed of 20 m/sec.<br />
• Electric space heaters - Heating shall be provided for rooms such as the emergency<br />
generator and steering gear rooms to maintain a temperature of 3ºC at an outside air<br />
temperature of –25ºC and a sea water temperature of -2ºC with wind speed of 20 m/sec. All<br />
electric heaters are to be provided with independent high temperature overheat trips.<br />
Consideration shall be given to maintaining a temperature of at least 3 °C for spaces such as<br />
the laundries, dry stores and forecastle spaces.<br />
• Deck part heating requirement - Consideration to be given to heating of the deck stores, deck<br />
bunker lines and deck hydraulic lines.<br />
• Deck machinery - Deck cranes and stores cranes to be operable at -25°C and 20ms-1 wind<br />
speed. Recommend hydraulic lines to be heated and a sheltered heated cab fitted. Note hose<br />
handling cranes maybe used in ship to ship cargo transfer therefore essential that the hose<br />
handling cranes are suitable for low temperature operation. Low temperature use of other<br />
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equipment to be assured.<br />
• Mooring and anchoring equipment - Mooring equipment to be capable of operation at -25°C<br />
with 20ms-1 wind speed. Means to keep working areas and equipment clear of ice to be<br />
provided.<br />
• Fire fighting equipment - To be operable at temperatures down to-25°C with 20ms-1 wind<br />
speed. This includes the water spray systems. Consideration to be given to running systems<br />
in the under deck pipe passage, heating systems or continuously draining systems or the<br />
ability to drain and dry systems. Exposed spray nozzles to be heated.<br />
• Lifeboats - Lifeboats to be enclosed and heated. Quick release gear and lifeboat release to be<br />
confirmed as able to operate in -25°C with 20ms-1 wind speed. Consideration to be given to<br />
heating the access doors. Means to keep access walkways clear of ice to be provided.<br />
• Liferafts - To be insured that they can be launched in cold conditions. Release mechanism to<br />
be trace heated or assured of operation at -25°C.<br />
• Accommodation - Adequate heating system is to be provided when the ambient outside air<br />
temperature is -25°C and the wind speed is 20ms-1. Precautions to prevent ventilators<br />
blocking to be taken and consideration of where bunks situated to be taken. Additional<br />
heating in control stations to be considered. Arrangement to prevent freezing of access doors<br />
to be taken. Recommended that provision be made in the arrangement of changing rooms,<br />
cabins, lobbies to cabins and public spaces to adequately provide for the stowage and<br />
hanging of cold weather clothing.<br />
• Accommodation access - Consideration to be given to heating of access arrangements to the<br />
accommodation especially the emergency accesses. Alternatively arrangements can be<br />
provided to break initial seal. Means to keep access ways clear to be provided.<br />
• Intake and exhaust louvers - All intake and exhaust louvers for accommodation and<br />
machinery spaces shall be provided with means to prevent snow blockage or icing.<br />
• Pilot boarding - Each vessel will require an ice pilot when transiting the ice. A combination of<br />
pilot ladder and accommodation ladder is required for safe transfer of pilots from a icebreaker<br />
or launch. Operation of the pilot boarding arrangement to be suitable for -25°oC with 20ms-1<br />
wind speed. A helicopter winching area meeting the requirements of IAMSAR (International<br />
Aeronautical Maritime Search and Rescue) manual and ICS (International Chamber of<br />
Shipping) Helicopter/Ship Operations is also to be provided for emergencies. Means to keep<br />
the winching area and pilot boarding area clear of snow and ice to be provided.<br />
8 Weather<br />
8.1 Weather Conditions<br />
The general weather in Aniva Bay is good with the terminal being sheltered from all directions<br />
other than the South-West. The wave and currents are more wind driven than under oceanic<br />
influence.<br />
8.2 Weather Seasons<br />
The area is subject to two weather seasons:<br />
• Summer Season May – September<br />
This is a warm period with winds from all directions. The wind<br />
force is typically less than 12 m/sec, although this can be<br />
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• Winter Season October – April<br />
exceeded in the latter part of the season when the area is subject<br />
to typhoons passing the area. The strongest wind at this time<br />
comes from a westerly direction and berthing delays may be<br />
experienced at this time.<br />
This is a cold period with sub zero temperatures due to the<br />
influence of the prevailing northerly winds. The average winter<br />
temperature is -9 o C, very rarely does the temperature drop below<br />
-23 o C. During the early spring sea ice can migrate into the bay<br />
from the Sea of Okhotsk under the influence of the warmer<br />
easterly winds in the spring.<br />
8.3 Winds<br />
For much of the year the wind force is less than 12 m/second. This can be exceeded during<br />
September as typhoons pass the area. The wind direction is generally from the North during<br />
the period December-February, changing to a southerly direction in March-May. During the<br />
summer the wind direction is less well defined.<br />
On average there are 3.3 typhoons per year. It is estimated that a typhoon can disrupt the<br />
terminal for 48 hours. Assuming that a vessel will not be on the berth when each typhoon<br />
passes close to the island, the downtime would be less than 7 days/year. It is to be anticipated<br />
that typhoons relating to Sakhalin are filling tropical storms of reduced strength by the time<br />
they reach such northerly latitudes.<br />
8.4 Seas and Wave Height<br />
The seas are typically wind driven and the height is rarely more than 2.5 metres. The<br />
maximum percentage for exceeding this is 5.5%, during the May period.<br />
8.5 Current<br />
The current is predominantly wind driven and tends to be parallel to the coast in an West/East<br />
direction. During the ice free season the rate is generally less than 1 knot, with a maximum of<br />
1.5 knot. During the ice period the maximum current is typically 0.5 knots.<br />
8.6 Tide<br />
The maximum tidal range is approximately 2.5 m, but there is no tidal stream.<br />
8.7 Reduced Visibility<br />
Reduced visibility can occur throughout the year but is more common during the summer<br />
months. There is an 11% probability of the visibility being less than 3 miles during July, with a<br />
5% probability of the visibility being less than 0.5 miles. Ship movements within the terminal<br />
area will be suspended when the visibility is less than 0.3 miles. Minimal delays are expected<br />
as a result of reduced visibility.<br />
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8.8 Adverse Weather Procedures<br />
<strong>Terminal</strong> criteria is as follows.<br />
In the following table the trigger points referred to under “WIND” refer to the ‘mean’ wind<br />
speed, which is defined as the 10 minute average wind speed as measured at the terminal’s<br />
weather station anemometer located at the marine base. The “SEA” state refers to the mean<br />
swell height, as measured at the terminal’s wave buoy located to the east of the LNG jetty.<br />
The terminal monitor wind speed in metre/second equivalent.<br />
An exact assessment of the limiting criteria on each occasion will be judged by the Master,<br />
Pilot and/or Loading Master drawing on experience and expertise in each instance.<br />
Note. Studies indicate comparable limiting criteria when considering smaller 18,000-30,000m3<br />
LNG vessels alongside the LNG terminal compared to the larger vessels.<br />
ACTIVITY<br />
Berthing/Unberthing.<br />
WIND<br />
(Knts)<br />
SEA<br />
(Metres)<br />
ACTION<br />
LNG carrier / Jetty<br />
Crude oil tanker / TLU.<br />
LNG berth and TLU.<br />
Loading.<br />
> 25<br />
> 30<br />
≥ 45<br />
> 2.0<br />
><br />
2.5<br />
Berthing/unberthing suspended.<br />
Berthing/unberthing suspended.<br />
Forecasted wind speeds during<br />
expected period alongside then all<br />
berthing/unberthing operations<br />
suspended. Discuss situation with<br />
Loading Master and ship Master.<br />
LNG jetty. ≥ 35<br />
> 40<br />
STOP loading. Call Pilot and instruct to<br />
stand-by ship. Remove shore gangway.<br />
Forecasted. Discuss situation with<br />
Loading Master , DGCAM Duty<br />
forecaster & ship’s Master.<br />
If prognosis is for further deterioration,<br />
then: Disconnect loading arms, Pilot<br />
onboard, tugs to support mooring<br />
integrity.<br />
≥ 40<br />
Actual Discuss situation with Loading<br />
Master, ship’s Master; issues to<br />
consider: Additional moorings, ship<br />
stability and unberthing ship.<br />
Loading.<br />
Tanker Loading Unit. ≥ 30 Stop Loading.<br />
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≥ 40<br />
≥ 40<br />
> 40<br />
Forecasted Disconnect loading hoses.<br />
Ship’s engine on Standby. Stand by tug<br />
boat astern.<br />
Tug to support mooring integrity, by<br />
assisting as required, only after loading<br />
has been stopped and tank deck<br />
battened down. Safety of tug letting go to<br />
be considered.<br />
If forecasted, situation to be discussed<br />
between Loading Master and ship’s<br />
Master and unberthing to be considered.<br />
Other criteria.<br />
Applicable to both LNG berth<br />
and TLU.<br />
Thunder/Electrical storms In<br />
the vicinity or at the terminal.<br />
Rolling/Listing of LNG<br />
carrier.<br />
Rolling.<br />
Listing.<br />
STOP loading, close all ship tank valves<br />
and vents until storm has cleared the<br />
terminal and poses no further threat.<br />
STOP loading if vessel rolls 2°, i.e. 1°<br />
either side of the upright position, or at<br />
lesser roll if considered necessary to<br />
preserve observance of the limiting<br />
loading arm envelope.<br />
Weather forecast & ships stability to be<br />
discussed between ship’s Master &<br />
Loading Master.<br />
STOP loading at 3°. Ship to close all<br />
loading valve, investigate reasons for list<br />
and take corrective action.<br />
If it becomes necessary for a ship to vacate the berth before completion of loading as a result of<br />
unexpected adverse weather conditions, then re-berthing of the ship will only be undertaken<br />
after the weather conditions have again returned within the above criteria.<br />
Tabulated criteria above may be subject to ice condition limitations, to be assessed in each<br />
instance.<br />
Membrane type LNG vessels may have more stringent rolling/listing criteria than tabulated.<br />
For specific adverse ice/cold winter conditions see section 7.8 Winterisation.<br />
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9 Pollution and Environment<br />
9.1 General<br />
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> is situated in an area which is environmentally unspoiled and<br />
pollution of any description, from whatever source, will be viewed extremely seriously and<br />
reported immediately to the appropriate government authority. See Appendix 11 for specific<br />
requirements and information on Western Gray Whales.<br />
9.2 Avoidance of Pollution<br />
Please note the following measures which will assist in avoiding pollution.<br />
• No oil or mixture containing oil shall be discharged or allowed to escape from a vessel while<br />
at the terminal or in the approaches to the terminal.<br />
• No garbage or other materials, either liquid or solid, shall be discharged overboard from a<br />
vessel, but shall be retained in suitable receptacles on board.<br />
• Whilst within the terminal limits, the internal transfer of any oil, slops or bunkers on board is<br />
prohibited unless required for loading the cargo and pre-approved by the Loading Master.<br />
• In the event of any leakage or spillage of oil or oil contaminated liquids onboard, the Loading<br />
Master must be advised immediately in order that loading operations can be stopped until the<br />
spill has been cleaned up.<br />
• Sorbent, swabs or sawdust used for mopping up such spills shall be collected for disposal<br />
after departure of the vessel then either incinerated onboard or landed at a subsequent port<br />
for approved disposal.<br />
• During the loading of crude oil, deck scuppers and drain holes must be suitably plugged. Any<br />
excess water that may accumulate must be drained off as required by a watchkeeper<br />
attending at all times to ensure no oil residues on the deck are drained away to sea. Drip trays<br />
must be placed under manifold connections, and any accumulated accumulation of water<br />
drained off at regular intervals.<br />
• During LNG loading operations scuppers should be closed, however a careful watch should<br />
be maintained to ensure that any build up of water on deck is drained off by a responsible<br />
watchkeeper.<br />
• Prior to commencement to, and at regular intervals throughout loading, regular checks are to<br />
be made to ensure that oil or oily water is not escaping through sea valves.<br />
• Overboard discharge valves through which oil could escape shall be lashed in the shut<br />
position during the vessel’s stay alongside. Where lashing is not practicable a suitable means<br />
of marking the valves should be used to clearly indicate that the valves are to remain closed.<br />
• Unused cargo and bunker connections must be closed and blanked. Blank flanges of an<br />
adequate size and rating shall be fully bolted with gaskets in place and other types of fittings,<br />
if used, properly secured.<br />
• No sewage treatment water shall be discharged from any vessel whilst in port limits.<br />
• All requirements of MARPOL and reference to Oil Spill Response plans are to be strictly<br />
adhered too.<br />
9.3 Ballast<br />
There are no ballast reception facilities at <strong>Prigorodnoye</strong> therefore all ships must arrive with<br />
clean ballast in segregated ballast tanks (SBT). Strict compliance with IMO resolutions relating<br />
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to ballast water management and compliance with the vessel’s approved Ballast Water<br />
Management Plan must be adhered to.<br />
Vessels are required to follow the requirements of their Ballast Water Management Plans for<br />
deep sea ballast water exchange prior to arrival to avoid previous discharge port contaminated<br />
ballast water being discharged in this environmentally sensitive area. Only exchanged deep<br />
sea ballast water is permitted to be discharge to sea at the terminal.<br />
Vessels engaged on Japan/Sakhalin trade will only be able to exchange ballast, according to<br />
the requirements of their Ballast Water Management Plans in a designated area. Other<br />
passages require ballast water exchanges at least 50 miles from land and in 200 metres of<br />
water.<br />
Discharge port ballast water quality monitoring is ongoing and vessels will be advised if<br />
exceptions to the above are permitted.<br />
Ballast tank sampling may be required at the terminal for ongoing ballast water quality<br />
assessment and monitoring.<br />
Only clean ballast water from SBT tanks can be discharged overboard, subject to inspection<br />
and approval by the Loading Master. All ballast water contained in tanks not<br />
designated as SBT must be retained on board.<br />
Comprehensive record keeping to evidence above shall be required.<br />
9.4 Air Pollution<br />
Vessels must comply with the requirements of MARPOL Annex V to minimise any air pollution.<br />
9.5 Waste Management<br />
Waste disposal facilities will be provided but only by previous arrangement through approved<br />
terminal sources. All waste management operations will be conducted, prior to or on<br />
completion of terminal operations, at the approved anchorage, not alongside the terminal<br />
and with all costs to owners account.<br />
9.6 NOX and SOX.<br />
Vessels will be required to maintain manufacturers and relevant class machinery certification<br />
relating to emission of airborne contaminants categorised as NOX and SOX.<br />
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10 General Information<br />
10.1 Shore Leave<br />
Shore leave is not permitted at <strong>Prigorodnoye</strong> from either the LNG berth or the Tanker<br />
Loading Unit. Ship's crews must remain on board throughout the ships period alongside.<br />
10.2 Visitors to the Ship/Plant<br />
Persons other than operational staff requiring access to jetties and ships in connection with<br />
the loading of the ship must firstly obtain permission from the Company to enter the site and<br />
secondly have the ship master’s approval to board the ship concerned.<br />
With the exception of government officials (police, customs and immigration), ship’s agent<br />
and cargo surveyor(s), notice will be required for clearance to enter the terminal. Visitors<br />
should arrange for clearance through the ship’s agent.<br />
Persons arriving at the terminal without prior notification will not be permitted entry.<br />
10.3 Crew Change/Repatriation<br />
Crew changes and/or repatriation are only to be allowed by prior notice and agreement via<br />
the terminal’s agent. No crew changes are permitted alongside the terminal. Such crew<br />
changes may however be agreed with the terminal and performed at the approved anchorage<br />
or underway in proximity to an approved port.<br />
All shore personnel need special passes and are under control of border guards.<br />
10.4 Medical Facilities<br />
Emergency medical requirements may be agreed with the terminal with the earliest<br />
notification being given by the tanker to the terminal. More routine requirements may only be<br />
performed at the approved port facility anchorages.<br />
10.5 Ships Stores<br />
No storing is permitted alongside the terminals. Storing may however be performed at the<br />
approved anchorages via approved sources and lighters by giving early notice and in<br />
agreement with the terminal.<br />
10.6 Bunkering<br />
There are no bunkering facilities available on the jetty, or at the TLU at <strong>Prigorodnoye</strong>. The<br />
internal transfer of bunkers on board ship whilst in the <strong>Port</strong> and alongside the <strong>Terminal</strong>’s<br />
jetties is strictly prohibited.<br />
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Bunkering may be performed within the approved anchorages but only from terminal vetted<br />
and approved bunker barges. The strictest compliance with best industry bunkering practice<br />
is paramount in this environmentally sensitive area.<br />
10.7 Sources of Ignition<br />
The carrying of electrical equipment (unless Ex rated equipment) and/or use of matches,<br />
cigarette lighters or other possible sources of ignition, which includes battery-operated<br />
equipment, e.g. mobile telephones and cameras, is strictly prohibited.<br />
10.8 Fishing<br />
Fishing within the Offshore Security Zone port limits is prohibited at all times. This includes<br />
fishing from the terminal’s jetties, foreshore, TLU, marine craft or from tankers berthed<br />
alongside.<br />
10.9 Working hours<br />
SEIC, the Master and owner of any vessel shall ensure that the Master, officers and crew do<br />
not work more hours than is safe in relation to the vessel and performance of duties and to<br />
minimise the possibility of fatigue as a hazard to personnel taking account of any applicable<br />
legislation in respect of any working time matter. Working hours and periods of rest are<br />
specified in STCW 95 (Standards of Training and Certification of Watchkeepers)<br />
requirements. These requirements apply to every crewmember having duties involved with<br />
the safe operations of the vessel and/or the safe evacuation of passengers and crew in an<br />
emergency.<br />
When determining the crew levels and crew working practices, the specialised nature,<br />
hazards and risks associated with offshore operations shall be taken into account. Under no<br />
circumstances shall the crew level be below the specified levels in the vessel’s Minimum Safe<br />
Manning Certificate (SMC) and also IMO resolution ‘Principles of Safe Manning’.<br />
The Master shall ensure that a record of working hours of the crew and officers is kept and<br />
that the hours worked are not in excess of the standards laid down by STCW and that<br />
minimum rest periods are met.<br />
10.10 Courtesy flag<br />
As a courtesy, all export tankers must fly the national flag of the Russian Federation from<br />
arrival to departure from the territorial waters of the Russian Federation.<br />
11 General Mooring/Unmooring Procedures<br />
11.1 General<br />
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The Master or a senior officer, a second officer, helmsman and competent briefed mammal<br />
observing lookout must be on the bridge at all times while the export tanker is being<br />
manoeuvred.<br />
During pilotage the Loading Master may act as a competent briefed mammal observing lookout<br />
to fulfill environmental whale observing responsibilities. Vessels not regularly trading to the port<br />
of <strong>Prigorodnoye</strong> and encouraged to proactively observe, note and report the presence of<br />
whales and report their observations to the Loading Master on arrival or after departure by<br />
other communication methods.<br />
<strong>Export</strong> tankers must arrive with ballast equivalent to at least 30% of the DWT and trim by the<br />
stern no greater than 0.015L, where L is the overall length of the vessel. For crude oil vessels<br />
at the TLU only, the forward draught should remain sufficient to immerse the bulbous bow at all<br />
times in order to prevent a floating hose from becoming trapped underneath.<br />
It is the responsibility of the ship’s Master to ensure that his vessel remains securely moored<br />
at all times. Winch brakes must be tensioned up to maximum of the designed force and<br />
maintained at this level throughout the operation. Mooring boats are used at the terminal<br />
during the open water period, and in ‘easy’ ice conditions. In ice conditions where mooring<br />
boats are unavailable it is at the Loading Master’s/ship’s Master’s discretion, weather<br />
permitting, to use tug boats to assist passing mooring lines in lieu of heaving line/messenger<br />
method.<br />
The Master and Loading Master will complete the Request for berthing assistance letter as<br />
detailed in Appendix 14.<br />
For specific procedures on LNG and crude oil tanker tanker loading Unit (TLU) operations,<br />
see separate sections as follows.<br />
12 Crude Oil Tanker operations at the Tanker Loading Unit (TLU)<br />
12.1 Tanker Loading Unit<br />
The Tanker Loading Unit (TLU) comprises a gravity based tower with a rotating head on which<br />
are sited the crude oil hose and mooring hawser arrangements. The TLU will be operated as a<br />
single point mooring. This will require that all crude oil tankers are equipped with a bow mooring<br />
arrangement in compliance with OCIMF recommendations to accommodate the mooring hawser,<br />
and an amidships manifold also in compliance with OCIMF recommendations to accommodate<br />
the floating hose.<br />
The TLU is situated in a position approximately 2.3 miles from the shoreline, in a water depth of<br />
28.2 metres at lowest astronomical tide (LAT). The design will accept tankers up to a maximum<br />
deadweight of 150,000 DWT, and loading to a draft of 18 metres.<br />
During the ice free season, typically April to December, the crude oil will be loaded through a<br />
conventional floating hose which, will be connected to the port side manifold of the tanker. This<br />
hose will be equipped with the necessary ancillary equipment to allow connection to be made in<br />
the manner recommended by OCIMF. Thus any general trading tanker will be accepted. See<br />
13.1.<br />
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The loading hose will be a 24” hose terminating in two 16” tail hoses for connection to the tanker<br />
manifold. The hose will be a double carcass construction.<br />
During the ice season, January to April, as defined in section 7.1, the conventional floating hose<br />
will be removed and replaced by a shorter hose for connection to a bow-loading device on the<br />
tanker. This hose will have additional arrangements to allow a quick dry disconnect. The tankers<br />
will require special loading arrangements to be compatible with this arrangement. See 13.2.<br />
A double acting marine breakaway coupling will be used in both hose string configurations to<br />
protect the hose from damage due to pressure surge or elongation damage through a mooring<br />
hawser failure and a ship breakout.<br />
The turntable of the TLU will be sited approximately 25 metres above sea level. The head will be<br />
free to rotate when a tanker is in residence, and during the ice-free season when the floating hose<br />
is installed either of these will provide the necessary force to rotate the head. An extended boom<br />
is situated on the turntable towards the tanker to which the loading hose is connected. The crude<br />
oil flow will be through the subsea pipeline from the Oil <strong>Export</strong> <strong>Terminal</strong> (OET), the pipework in<br />
the tower, the swivel to the head of the boom and through the loading hose to the tanker.<br />
The mooring hawser is connected to an anchor point on the leading edge of the turntable nearest<br />
to the tanker. Powered winches will be provided on the turntable to permit lifting of the hoses and<br />
mooring hawser for change-out and for routine storage during the ice period.<br />
12.2 Hydrogen Sulphide (H2S) and Oxygen (O2) content in cargo tanks vapours<br />
Masters of tankers arriving at the <strong>Prigorodnoye</strong> TLU terminal are requested to analyse cargo tank<br />
atmosphere well before arrival at <strong>Prigorodnoye</strong> to ensure that the Oxygen (O2) content is below<br />
ISGOTT requirements of 8% by volume and Hydrogen Sulphide (H2S) content is below 10ppm in<br />
all tanks. The Masters should ensure that the cargo tanks are purged and content reduced below<br />
maximum acceptable limit as stated herein.<br />
Vessels arriving at <strong>Prigorodnoye</strong> TLU terminal with Oxygen (O2) higher than 8% or Hydrogen<br />
Sulphide (H2S) higher than 10ppm will be refused berthing.<br />
12.3 Communications<br />
To assist in planning and to satisfy contractual obligations the following pre-arrival messages are<br />
to be sent to <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> (Contact details TBA). Messages should also be<br />
copied to the ship’s agent. Should there be any changes to the foregoing which might have an<br />
impact on either ETA’s, the vessels performance, or cargo equipment, then the terminal is to be<br />
advised immediately.<br />
All messages shall be acknowledged.<br />
12.3.1 Pre Arrival Messages<br />
At least 72 Hours before arrival and on departure from discharge port if more than 72 hours.<br />
AA<br />
BB<br />
CC<br />
Ship’s name, call sign and IMO number.<br />
Departure date & time.<br />
ETA and arrival draught at <strong>Prigorodnoye</strong> export terminal.<br />
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DD Estimated quantity of cargo quantity to load.<br />
EE Estimated time for loading.<br />
FF OBQ and slops on board.<br />
GG Any known deficiencies affecting vessel performance<br />
HH ISPS security level adopted and disclosure of notifiable security incidents.<br />
II Is ballast condition compliant with the Ballast Water Management plan.<br />
JJ Are winterisation requirements, if seasonably applicable, being complied with.<br />
KK Is the vessel receiving ice condition data.<br />
12.3.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival).<br />
If the ETA deviates more than 12 hours from that initially advised on departure and/or there are<br />
any changes to CC or DD, then the terminal must be advised.<br />
12.3.3 Update ETA<br />
AA<br />
BB<br />
Ship’s name & call sign.<br />
Updated ETA<br />
12.3.4 48 Hours Prior to Arrival<br />
The following questionnaire is to be answered:<br />
AA<br />
BB<br />
CC<br />
DD<br />
EE<br />
FF<br />
Ship’s name & call sign.<br />
ETA and arrival draught.<br />
Readiness for loading.<br />
Confirm the following have been tested and/or are fully operational.<br />
• Navigation, mooring, safety & engine systems.<br />
• Inert gas system.<br />
• Cargo tank high level alarms.<br />
• Remotely operated valves.<br />
• Winterisation requirements, as applicable, in force.<br />
Cargo tanks/lines are free of oxygen and fully inerted.<br />
No tank leakage.<br />
If the ETA changes by more than 6 hours following the issuance of the 72 and 48 hour<br />
messages and before sending the 24 hour message then the revised ETA must be advised to<br />
the terminal.<br />
12.3.5 24 hours prior to arrival<br />
AA<br />
BB<br />
CC<br />
Ship’s name & call sign.<br />
Confirm ETA.<br />
Send pratique message via ship's agent.<br />
If the ETA changes by more than 2 hours after sending the 24 hour message then the terminal<br />
must be advised of the revised ETA. Note that during the ice season, the terminal will advise of<br />
the rendezvous position with the ice pilot and ice transit escort. ETA’s are to be at this<br />
position.<br />
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12.3.6 6 Hours before arrival<br />
AA<br />
BB<br />
CC<br />
Ship’s name & call sign.<br />
Confirm ETA.<br />
Confirm all overboard discharge valves are shut.<br />
12.3.7 Contact with <strong>Prigorodnoye</strong> Marine <strong>Terminal</strong><br />
(Contact details to be advised)<br />
12.3.8 Contact with <strong>Prigorodnoye</strong> Pilot<br />
Contact with <strong>Prigorodnoye</strong> pilot should be established on VHF Channel 69, 73 or 16 at the<br />
earliest opportunity in order to obtain information on berthing, weather and availability of pilot.<br />
12.3.9 Departure Communications<br />
On departure from <strong>Prigorodnoye</strong> export terminal.<br />
AA Ship’s name & call sign.<br />
BB Outstanding port log items (if any).<br />
CC ETA discharge port.<br />
13 Tank Loading Unit Loading Hose<br />
13.1 Summer Hose<br />
During the ice free season, April to December, the crude oil is loaded through a conventional<br />
floating hose, which will be connected to the port side manifold of the tanker. The main line<br />
hose is 24 inch diameter with two 16 inch manifold connections. The summer hose will be<br />
floating free of the TLU at all times. It will be hung vertically from the loading boom and<br />
secured to the turntable by a ‘tether’ wire to retain the shape of the string and to prevent a<br />
load being placed on the hose connection to the boom.<br />
13.2 Winter Hose<br />
During the ice period, the loading hose will be suspended from the loading boom on the TLU<br />
and will be connected to the bow valve on the tanker. The hose will be a 20 inch diameter<br />
hose with a 20 inch bow loading valve for connection to the tanker bow coupling. The bow<br />
coupling is to the port side of the two mooring connections on the tanker. The ‘winter’ hose<br />
will be attached to the outer end of the loading boom mounted on the turntable. The tanker<br />
end of the winter hose will be hauled to the deck of the turntable between tankers, and will<br />
hang in a bight clear of the sea ice.<br />
Diagram - TLU Winter Hose Arrangement<br />
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Diagram - TLU Summer Hose Arrangement<br />
14 Tank Loading Unit Mooring Hawser<br />
The mooring hawser is the shore mooring rope for securing the vessel.<br />
The TLU will be fitted with one mooring hawser of approximately 15 inch circumference, and fitted<br />
with flotation. The mooring hawser will be approximately 70 metres in length and fitted with the<br />
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OCIMF recommended ancillary equipment of shackles, support buoys and 76 mm chafe chain to<br />
allow connection to any general trading tanker fitted with an OCIMF compliant stopper.<br />
The hawser mooring connection on the TLU will be fitted with a load monitoring device. This will<br />
record loads in the hawser which will be used to determine hawser life, and to assist in determining<br />
when the tanker is to abort the loading and depart from the TLU due to excessive mooring loads<br />
through weather or ice effects. The loads will be transmitted and recorded in the terminal and on<br />
board the tanker by a special device. Each location will have an alarm at pre-set values. The strain<br />
recorded will be measured for peak gusting criteria by the Loading Master to assist in assessing if<br />
aborting is required.<br />
During the winter period, the tanker end of the hawser will be lifted to the boom head and will hang<br />
in a bight above the sea ice. This will be operated from the TLU.<br />
During the non ice period, the floating hose will remain in the water, and the free end of the hawser<br />
will remain in the sea. The hawser will be secured to a point on the floating hose so that both the<br />
hose and hawser will be free rotate around the TLU under the influence of the wind/currents,<br />
without the risk of the two becoming entangled. (Note the hawser may be stowed at all times from<br />
the boom head, but it is considered preferable to leave it in the water as the operation will not be<br />
dependant on the winch arrangement).<br />
14.1 Summer Hawser<br />
The summer hawser will be retained afloat between tankers, the free end will be secured to<br />
a point on the floating hose to prevent it becoming entangled with the hose or the base of the<br />
TLU.<br />
The end of the hawser will have a support buoy attached to the shackle attaching the chafe<br />
chain to the hawser. Shackled to the shipboard end of the chafe chain is a 20 metre long<br />
section of 10 inch circumference polypropylene rope. This will float and can be secured to the<br />
floating hose with a small messenger rope. The mooring boat will shackle a second<br />
messenger, approximately 200 metre long polypropylene rope, 10 inch circumference. The<br />
rope will be kept on the deck on the workboat when not in use. Once connected, the<br />
workboat will stream the messenger and move to a position at the extreme length of the<br />
hawser and messenger arrangement, down wind and current from the TLU to await the<br />
approach of the tanker.<br />
14.2 Winter Hawser<br />
The winter hawser will be of the same construction and have the same tanker end fittings as<br />
the summer hawser, however, the ship end of the hawsers will be winched to the head of the<br />
boom and the hawser will be suspended clear of the water surface. The hawser will require<br />
a retrieval wire to be fitted for this operation.<br />
The lower end of the retrieval wire/chain will be secured to the shackle joining the hawsers to<br />
the chafe chain, and the upper end will be secured to a marker buoy, or (by rope) to the<br />
support buoy. The retrieval wire/chain will be attached to the boom head recovery wire<br />
attached to a dedicated winch on the deck of the turntable. The end of the hawsers will be<br />
held in place at the head of the boom between tankers.<br />
14.3 Hawser connection<br />
The support craft, tug or mooring boat, will be remain in a position approximately 250 metres<br />
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down current from the TLU as the tanker makes the approach. This will be at the extent of<br />
the ‘stretched out’ messenger.<br />
The tanker will prepare a small messenger rope, which will be lowered over the port side in<br />
way of the break of the forecastle to the water. It will be lead through the forward lead<br />
through the stopper and to the mooring winch. (See preparation in 15.1). When the<br />
workboat is alongside the tanker bow, it will connect the hawser messenger to the ship<br />
messenger, and then move clear of the tanker.<br />
The tanker will commence to heave in the messenger, and continue to do this as the<br />
approach to the TLU is made. Note that the tanker speed will be minimal and adjusted so<br />
that the messenger can be heaved in without having a large bight in the water. As the<br />
hawser end is brought up, the chafe chain will pass through the forward fairlead and into the<br />
tanker chain stopper. When there are sufficient chain links in the stopper, the stopper ‘bar’<br />
can be lowered and secured, and mooring considered over. The tanker will be stopped at<br />
this time to maintain a separation with the TLU.<br />
The pull back tug can be used from this point to prevent the tanker moving towards the TLU<br />
and to reduce “fishtailing” motions of the tanker.<br />
15 TLU berthing procedure<br />
15.1 Pre arrival Preparations<br />
The pre-arrival message contains instructions on the mooring procedure and preparations for<br />
tanker is to make prior to arrival during the summer. On the forecastle a fixed winch drum is<br />
to be clear of all wires and able to take the 200 metre messenger. A small rope messenger is<br />
to be provided by the tanker along with a bow stopper to be used.<br />
At the time of boarding the tanker, the Loading Master and his assistant, will inspect the<br />
forecastle and manifold arrangements to confirm they are ready and compatible with the TLU<br />
mooring and hose connections respectively. This will ensure that there is an empty fixed<br />
drum on a mooring winch with which to heave in the hawser messenger.<br />
15.2 Anchors<br />
The anchors shall be secured in the sea going condition before the tanker enters the<br />
Offshore Security Zone.<br />
15.3 Manifold<br />
During the summer season, the port side amidship manifold blanks are to be removed and<br />
two 16 inch couplings prepared. The manifold crane or derrick is to be ready to bring on board<br />
the hose connecting equipment, weather permitting, when the Loading Master boards. If the<br />
weather is unsuitable, this operation may be performed after completion of mooring<br />
operations. This box contains all of the necessary chains, hooks, lifting strops, spanners and<br />
gaskets to secure the hose at the tanker manifold ship side saddle and to make the<br />
connections to the manifold.<br />
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15.4 Bow Loading<br />
In the ice season the hose will be connected to the bow loading valve connection. The<br />
connection arrangement will be different to the OCIMF requirements and additional<br />
preparations will be required. This will require the rigging of a pick up wire from the ship’s<br />
winch of sufficient length to be passed over the bow of the tanker and be connected to<br />
the end of the hose. The hydraulics of the ship’s loading valve should be tested, and any ice<br />
removed from the moving parts of the valve face and assembly prior to the hose being picked<br />
up.<br />
A Pusnes patent bow loading connection will be fitted by the owners of the tanker for winter<br />
operation and correct connection procedure will be advised by the Loading Master.<br />
16 TLU Berthing Approach<br />
The berthing approach at all times will be from a position against the prevailing wind and current.<br />
The Loading Master is to test the operation of the tanker engine, in ahead and astern mode, prior to<br />
making the approach to the TLU.<br />
The Loading Master will board the vessel in a position approximately 3 miles distance from the TLU -<br />
See the pilot boarding position in 5.13. The initial course is to a position where the tanker can turn<br />
towards the TLU and be down wind at one mile distance from the TLU for the final approach.<br />
17 TLU Mooring Boat<br />
The mooring boat is used for a variety of purposes during the port stay of the tanker, including<br />
terminal personnel transfer, equipment transfer, TLU preparation, hawser and hose connecting<br />
assistance, as well as oil spill response. During the ice season, mooring boat availability will be<br />
limited.<br />
18 TLU Pull Back Tug<br />
The pull back tug is able to provide a bollard pull of approximately 70 tonnes. The tugs are fitted with<br />
a bow towing reel, in addition to a stern towing bollard.<br />
The tug will be attached to the stern of the tanker once the tanker is on the approach course and<br />
approximately one mile distance from the TLU. At the time of connecting the towing line, the speed<br />
of the tanker is to be less than 3 knots, with the engine stopped to allow the connection of the tow<br />
rope. The tug will be made fast to the stern of the tanker at a distance of approximately 1 mile from<br />
the TLU. Each tanker will be required to be fitted with a ‘strong’ point at the stern to connect the tow<br />
line. This is in line with recent OCIMF recommendations. The towing line will be supplied by the tug.<br />
19 TLU Mooring Procedure<br />
The mooring boat remains in a position approximately 250 metres down current from the TLU as the<br />
tanker makes the approach.<br />
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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<br />
be lead through the forward lead through the stopper and to the mooring winch. The workboat<br />
connects the hawser messenger to the ship messenger and then moves clear of the tanker.<br />
The approach towards the TLU will be slow, steerage way maintained by using appropriate<br />
engine movements. Mooring will commence when the messenger of the mooring hawser is<br />
attached to the messenger on the tanker and the tanker is heaving up the messenger (See hawser<br />
connection).<br />
During the mooring period the speed of the tanker is to be reduced to the point where the winch can<br />
heave in the slack of the rope. Once the mooring hawser is made fast in the stopper, the vessel is to<br />
be stopped in the water. The tanker heaves in the messenger and continues to do this as the<br />
approach to the TLU is made. As the hawser end is brought up, the chafe chain passes through the<br />
forward fairlead and into the tanker chain stopper. When there are sufficient chain links in the<br />
stopper, the stopper ‘bar’ can be lowered and secured, and mooring considered over. The tanker<br />
will be stopped at this time to maintain a separation with the TLU.<br />
The pull back tug will operate under instructions from the Loading Master. It will be able to provide a<br />
stern pull in the event the tanker approaches the TLU both during the mooring and loading period.<br />
Diagram TLU, tanker moored and Winter hose connected<br />
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20 TLU Hose Connection<br />
The hose connection is made once the mooring is completed. Connection operations will only be<br />
performed under the direction of the Loading Master in compliance with strict SEIC safety criteria<br />
and in accordance with OCIMF recommendations.<br />
20.1 Summer<br />
The workboat will tow the end of the floating hose towards the portside manifold of the tanker.<br />
The tanker will have prepared the manifold to make the connection, including making ready the<br />
crane or derrick.<br />
The hook will be lowered to the water line and the work boat will then attach the lifting chain on<br />
the end of the hose onto the hook, and end of the hose will be lifted clear of the water and to a<br />
height such that the ‘snubbing’ chain can be attached to the deck securing chain. Judgement<br />
will be required to obtain the correct position for the attachment, in order that when the crane<br />
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hook is lowered and the weight of the hose string is transferred to the snubbing chain, the hose<br />
will bend towards the manifold and that the flanges will meet in order to make a connection.<br />
The connection will be made using a ‘Camlock’ coupling or by bolting the hose flange direct to<br />
the tanker manifold flange.<br />
The hose will be supported at the tanker rail with webbing strops attached in the fore and aft<br />
direction, and vertically onto the crane or derrick hook.<br />
20.2 Winter<br />
The workboat will be required to assist with the connection of the suspended hose.<br />
The hose will be retained in the stowed position beneath the hose boom until the tanker has<br />
completed mooring and is in a ‘settled’ state. The mooring boat will place personnel onto the<br />
TLU to operate the winch to lower the hose end to the water level.<br />
The boat will then proceed to the bow of the tanker and take the end of the wire used for<br />
hauling in the hose on to the deck of the boat. The wire will be slacked back by the ship’s crew<br />
as the boat proceeds to the hose end. The hose end will be lowered by the crew on the TLU, to<br />
a position above the water where the boat crew are able to shackle the tanker’s haul-in wire<br />
onto the lifting wire fittings at the hose end.<br />
The tanker will prepare the bow valve by opening the hydraulic clamps, removing the end<br />
blanks and swing the valve assembly outboard of the tanker.<br />
The tanker will then haul in the hose to a position where the hose end is close to the ship<br />
valve, and can be reached by the ship crew. At the same time the crew on the TLU will slack<br />
on the TLU retrieving wire. They will remove the hose end blanks and prepare the hose for the<br />
connection. The coupling and connection will be a hydraulic device.<br />
The hose end will be fitted with a ‘coupling’ wire to allow the hose end to be lifted to the bow<br />
connection on the tanker. It is expected that the TLU retrieval wire will be disconnected from<br />
the hose once it is connected. Arrangements will be required to ensure that the TLU retrieval<br />
wire on the hose is buoyed so that if the hose is disconnected in an emergency the end of the<br />
wire will be able to be recovered.<br />
21 TLU Safety Checks<br />
Prior to the loading commencing safety checks will be carried out and the safety checklist<br />
completed by the Loading Master and the Responsible Ship’s Officer on the tanker. The checklist<br />
will be revalidated at periods during the operation (See checklist at Appendix 7).<br />
22 TLU Pre-Loading Conference<br />
The pre-loading conference is carried out by the Loading Master and Responsible Ship’s Officer.<br />
The conference includes the following ship/shore data:<br />
• Ship and terminal safety information.<br />
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• Ship/shore communication details.<br />
• Cargo volume required by the tanker.<br />
• Minimum loading rate.<br />
• Maximum loading rate.<br />
• Cargo – API and temperature.<br />
• Notice required by the terminal to alter loading rate and to stop the transfer.<br />
• Who will initiate the completion of loading – ship or shore.<br />
• Emergency procedures and stops.<br />
• Contingency plans.<br />
• Ballast water discharge.<br />
• Inerted condition of cargo tanks on arrival.<br />
• Gauging process/fiscal metering.<br />
The Loading Master will not inspect cargo tanks prior to loading, and will not sign certificates<br />
attesting to the emptiness, cleanliness, or suitability of tanks for loading.<br />
23 TLU Loading<br />
Loading will commence once the safety checks have been completed and the both the tanker and<br />
terminal confirm readiness.<br />
The Loading Master will advise the tanker to open the receiving tank, line and manifold. He will<br />
open the hose end valve(s). When this is done, he will request the terminal to start the transfer of<br />
crude oil at a slow rate.<br />
The tanker will confirm receipt of crude. A check will be made to ensure that there is no leakage of<br />
crude oil on board the tanker, or in the hose system. The berthing master shall then activate an<br />
emergency shut down from the tanker, to test that this is operational.<br />
Once the emergency shut down is confirmed, the loading can be resumed. The loading rate can be<br />
gradually increased to a maximum agreed rate. Once again checks will be made to ensure there<br />
are no leaks.<br />
The loading rate will be reduced as necessary to suit shipboard activities such as topping off tanks,<br />
and completing loading. The Loading Master and his assistant will liaise with the terminal for all of<br />
the tanker requirements.<br />
23.1 Avoidance of surge pressure<br />
Sudden closing of cargo valves during loading is extremely dangerous, and can cause<br />
extensive damage to equipment onboard the tanker and ashore due to generation of shock wave<br />
surge pressure. The Master must acknowledge the “High Flow Rates” notice contained in<br />
Appendix 13. During the loading operation the export tanker is to inform the TLU when tanks are<br />
being topped off, valves are opened and closed, or any other action is being carried out which<br />
could effect the pressure in the loading hose. Reductions in loading rate should be requested as<br />
necessary.<br />
Masters are reminded that surge pressure occurs when cargo valves are closed against high flow<br />
rates. Such surge pressure problems are exacerbated when cargo valves close at a faster speed<br />
than that which is optimum for the size of valve and pipeline. Master’s are encouraged to<br />
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regularly check closing speeds of cargo valves against requisite minimum timings corresponding<br />
to the size of valve. Periodic valve opening/closing times shell be verified and recorded,<br />
particularly when changes in outside temperature will effect valve operating speeds due to<br />
varying viscosity of hydraulic oil within tankers cargo valve operating systems.<br />
As a guide an absolute minimum for cargo valve closing timings corresponds to one second per<br />
inch diameter of pipeline and size of valve. Please refer to ship’s building specifications for<br />
definitive cargo valve closing timings.<br />
24 TLU Oil Spill Precautions<br />
During the loading period the loading hoses as well as the sea around the tanker and the TLU will<br />
be constantly monitored for any sign of oil. If oil is observed in the sea, loading will be suspended<br />
and an investigation made into the source of the oil.<br />
Loading will not be resumed until the source if found and addresses or it is determined that the oil is<br />
not emanating from the TLU or vessel operations.<br />
24.1 Equipment in the Hose<br />
There are measures in the loading hose to protect the hose from an over-pressurisation<br />
and damage causing loss of oil.<br />
• Marine breakaway coupling in the hose<br />
• A surge tank in the TLU.<br />
• The hoses are double carcass construction<br />
• A pressure recorder is installed at the end of the hose.<br />
24.1.1 Construction<br />
The loading hoses will be double carcass construction. This type of hose has two<br />
carcasses. In normal operation the oil is retained in the hose by the inner carcass. If there<br />
is a failure of the inner lining, oil will be retained in the hose by the secondary carcass,<br />
avoiding an oil spill. The hose is designed to provide a ready indication of the failure of the<br />
inner carcass, deformation of the hose, elongation of the hose or an increase in diameter<br />
and a visual mechanical “pop up” indicator for over pressurisation.<br />
24.1.2 Breakaway Coupling<br />
There are double acting breakaway coupling (BAC) in the loading hoses, both winter and<br />
summer. These are designed to activate should there be a surge of pressure in the hose,<br />
or if there is a pull on the hose as would be the case if the mooring hawser failed and the<br />
tanker drifted free of the TLU. The BAC valves comprise a pattern of ‘petals’ which close<br />
off each end of the open hose. The petals close at a speed designed to prevent<br />
excessive over pressure on the hose and yet minimise any oil loss.<br />
24.1.3 Surge Tank<br />
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There is a surge tank on the TLU to relieve any excessive pressure in the TLU piping.<br />
An alarm to indicate when this is activated.<br />
24.1.4 Pressure Recorder<br />
There is a pressure recorder connected to the manifold connection at the hose end. This<br />
will identify any high pressure the hose has experienced.<br />
Loading will be stopped when any of the above have activated or been experienced.<br />
Inspections by the mooring boat will be carried out on the hose, TLU and surrounding sea<br />
to detect any signs of oil.<br />
24.2 Shipboard Watchkeepers<br />
In line with industry practices, the tanker is required to provide personnel who can<br />
maintain a constant watch on the deck. Sufficient personnel should be on the tanker to<br />
provide regular relief. The vessel is to provide overside lighting at night to detect any oil<br />
on the water surface.<br />
24.2.1 Forecastle Watch<br />
The tanker is to station a watchman on the forecastle of the ship at all times the ship is<br />
moored to the TLU. His duties will include:<br />
• Observe the relative position of the tanker and the TLU.<br />
• Watch for any oil in the water.<br />
• Observe the mooring hawser for loading, damage or over stressing.<br />
• During the winter he will monitor the loading hose for leaks.<br />
• Report to the Responsible Ship’s Officer any situation that is abnormal.<br />
• The forecastle watchkeeper may rotate with manifold duty (Crude Oil tanker only).<br />
•<br />
24.2.2 Manifold Watch<br />
During the non–ice period a second watchman will be positioned by the port side<br />
manifold to monitor the hose connection. His duties will include:<br />
• If possible by local valve position detection, ensure the manifold valve is not<br />
closed whilst loading is in progress.<br />
• Watch for any oil on the water<br />
• Watch for any oil in the bight of the floating hose.<br />
• Observe the floating hose for any signs of leak – or distortion in the hose (A sign<br />
of damage to the inner carcass).<br />
• Report to the Responsible Ship’s Officer any situation that is abnormal.<br />
• Monitor manifold cargo pressure.<br />
• The manifold watchkeeper may rotate with Forecastle duty (Crude oil tanker<br />
only).<br />
24.2.3 Loading Master and Assistant<br />
The Loading Master and the Assistant will share responsibility for monitoring the activities<br />
of the tanker staff in loading the tanker and for maintaining contact with the shore<br />
terminal. They will actively observe the loading procedures, especially at such times:<br />
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• Commence loading.<br />
• Commence de-ballasting.<br />
• Complete de-ballasting.<br />
• Topping off of tanks.<br />
• Completion of loading.<br />
They will request a reduced loading rate to suit the critical loading operations.<br />
They will carry out the following periodic checks – Normally at least every hour and more<br />
often if the circumstances require:<br />
• The ship/shore figures - these are to be compared to ensure no leakage in the<br />
subsea line.<br />
• The weather and ice conditions.<br />
• The ship/shore safety checklist – to ensure no infringements by the tanker.<br />
• Overside checks of the sea for signs of oil leakage.<br />
• Routine inspection of the hose for signs of deformation (indication of failure of the<br />
inner carcass).<br />
• Monitor the manifold pressure recorder for any indication of high pressure in the<br />
hose.<br />
• The relative position of the tanker to the TLU.<br />
• Routine contact with the pull back tug.<br />
The Loading Master and Assistant are to be provided with separate cabins for rest<br />
periods.<br />
24.2.4 Tugs and Support Boats<br />
The tug will be remain on the stern of the tanker throughout the loading, and being down<br />
wind and current from the tanker will be in a position to detect any oil on the sea as it drift<br />
onto the tug. Additional boats will be available in the area to investigate any suspected<br />
leak.<br />
25 TLU Completion of Loading<br />
On completion of loading the pumps will be stopped and both the shipboard and terminal valves<br />
will be closed. The cargo figures will be fiscalised.<br />
25.1 Hose Disconnection<br />
The oil in the winter hose will be drained prior to the valve being closed. The hose will be<br />
drained in to the tanker by operating the boom head relief valve. The boom will drain into the<br />
surge tank on the TLU. The hose end valves will be closed prior to disconnection. TLU staff<br />
will facilitate these operations.<br />
The hose disconnection procedure will be the reverse of the hose connection (See Hose<br />
connection).<br />
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25.2 Cargo documentation and samples<br />
The Loading Master will prepare the following gauging/custody transfer documents and<br />
deliver them to the export tanker.<br />
• Bills of lading<br />
• Certificate of origin<br />
• Certificate of quantity.<br />
• Certificate of quality.<br />
• Statement of facts/time report.<br />
• Cargo manifest.<br />
• Master’s receipt of cargo Samples.<br />
• Master’s receipt for documents.<br />
• Customs clearance documentation.<br />
Sealed samples of the cargo will be delivered to the export tanker prior to her departure.<br />
25.3 Unmooring<br />
Disconnecting the hawser will be the reverse of the mooring operation (see Hawser<br />
connection).<br />
Prior to unmooring, the tug will be released from the stern, providing the tanker can be held<br />
clear of the TLU with the power of the engine. This will prevent any risk of the tug towing line<br />
becoming fouled in the tanker propeller. The tug can be stationed in a position to push the<br />
tanker or offer other assistance if required.<br />
Once the hawser is clear of the tanker, and the messenger has been retrieved by the<br />
workboat, then the tanker engines can be put into an astern mode so that the tanker may<br />
back away from the TLU. The tanker is to move astern until the bow is more than 300<br />
metres from the TLU. The tanker engines can then be put into an 'ahead' mode and the<br />
rudder put hard over so that the tanker heading will veer away from the TLU. The Loading<br />
Master, acting as pilot, is to select the manoeuvre based on the prevailing<br />
conditions.<br />
26 Liquefied Natural Gas (LNG) Tanker Operations<br />
26.1 Communications<br />
To assist in planning and to satisfy contractual obligations the following pre-arrival<br />
messages are to be sent to <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> (Contact detailsTBA). Messages<br />
should also be copied to the ship’s Agent.<br />
Should there be any changes to the foregoing which might have an impact on either ETA’s,<br />
the vessels performance, or cargo equipment, then the terminal is to be advised<br />
immediately.<br />
All messages shall be acknowledged.<br />
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26.1.1 Pre Arrival Messages<br />
At least 72 Hours before arrival and on departure from discharge port if more than 72<br />
hours.<br />
AA Ship’s name, call sign and IMO number.<br />
BB Departure date & time.<br />
CC ETA and arrival draught at <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong>.<br />
DD Estimated quantity of LNG required, for cooldown and total quantity to load.<br />
EE Estimated time for cooldown & loading.<br />
FF Heel quantity on board.<br />
GG Any known deficiencies affecting vessel performance.<br />
HH ISPS security level adopted and disclosure of notifiable security incidents.<br />
II Is ballast condition compliant with the Ballast Water Management plan.<br />
JJ Are winterisation requirements, if seasonably applicable, being complied with.<br />
KK Is the vessel receiving ice condition data.<br />
LL Confirm ship/shore compatibility of vessel.<br />
26.1.2 During Voyage (72 hrs, 48 hrs and 24 hrs before arrival).<br />
If the ETA deviates more than 12 hours from that initially advised on departure and/or<br />
there are any changes to DD, EE or FF then the terminal must be advised.<br />
26.1.3 Update ETA<br />
AA<br />
BB<br />
Ship’s name & call sign.<br />
Updated ETA<br />
26.1.4 48 Hours Prior to Arrival<br />
The following questionnaire is to be answered:<br />
AA<br />
BB<br />
CC<br />
DD<br />
EE<br />
FF<br />
Ship’s name & call sign.<br />
ETA and arrival draught.<br />
Estimated cargo tank temperatures.<br />
Confirm the following have been tested and/or are fully operational.<br />
• Navigation, mooring, safety & engine systems.<br />
• Cargo system & boil off control systems.<br />
• Gas detection systems.<br />
• ESD system, alarms and interlocks.<br />
• Cargo tank high level alarms.<br />
• High and low pressure alarms.<br />
• Remotely operated valves.<br />
• Winterisation requirements, as applicable, in force.<br />
• Ship’s water spray system fully operational.<br />
• Ballast water exchanged ready for discharge.<br />
Cargo tanks/lines are free of oxygen.<br />
No tank leakage.<br />
If the ETA changes by more than 6 hours following the issuance of the 72 and 48 hour<br />
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messages and before sending the 24 hour message then the revised ETA must be<br />
advised to the terminal.<br />
26.1.5 24 hours prior to arrival<br />
AA<br />
BB<br />
CC<br />
DD<br />
Ship’s name & call sign.<br />
Confirm ETA.<br />
Send pratique message via ship's agent.<br />
Ice readiness, as applicable.<br />
If the ETA changes by more than 2 hours after sending the 24 hour message then the<br />
terminal must be advised of the revised ETA. Note that during the ice season, the<br />
terminal will advise of the rendezvous position with the ice pilot and ice transit escort.<br />
ETA’s are to be at this position.<br />
26.1.6 6 Hours before arrival<br />
AA<br />
BB<br />
CC<br />
Ship’s name & call sign.<br />
Confirm ETA.<br />
Confirm all overboard discharge valves are shut.<br />
26.1.7 Contact with <strong>Prigorodnoye</strong> Marine <strong>Terminal</strong><br />
(Contact details to be advised)<br />
26.1.8 Contact with <strong>Prigorodnoye</strong> Pilot<br />
Contact with <strong>Prigorodnoye</strong> Pilot should be established on VHF Channel 69, 73 or 16 at<br />
the earliest opportunity in order to obtain information on berthing, weather and<br />
availability of pilot.<br />
26.1.9 Departure Communications<br />
On departure from <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong>.<br />
AA<br />
BB<br />
CC<br />
Ship’s name & call sign.<br />
Outstanding port log items (if any).<br />
ETA discharge port.<br />
26.2 LNG Vapour Return to Shore and Prohibition of Gas Burning Alongside<br />
Dual fuel gas and bunkers usage alongside is prohibited for FOB lifting’s. This does not apply to<br />
DES lifting’s. All loading displaced LNG vapour will be returned to shore and LNG vapour<br />
burning alongside is prohibited.<br />
Special exemption arrangements, dependant upon buyers/SEIC contractual provisions or<br />
agreement may be made. However vessels are only to proceed on this basis by special<br />
arrangement with owners, charterers and after agreement with the Loading Master at the LNG<br />
terminal at the pre-loading meeting.<br />
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27 LNG vessel mooring operations<br />
27.1 Mooring<br />
Vessels will berth port side alongside and heading out.<br />
Moorings will be passed to the shore using one mooring boat at the bow and one at the stern.<br />
The moorings will be lowered into the boat. When the mooring boat is not available, due to<br />
excessive ice, moorings will be passed from ship to shore using a combination of ship’s heaving<br />
line and shore messenger on an endless loop. This mooring procedure requires close cooperation<br />
between ship’s crew and shore mooring gang to ensure a smooth and safe mooring<br />
operation.<br />
Ships must have a sufficient supply of good quality heaving lines of sufficient length to reach the<br />
furthest dolphin as per the agreed mooring plan. The terminal will provide the messenger lines.<br />
In general the vessel will enter the turning circle to the West of the berth and with the aid of tugs<br />
will swing 180 degrees to starboard with the aid of tugs until it is heading South and parallel with<br />
the berth. The tugs will then push the vessel onto the breasting dolphins. To avoid damage to<br />
the jetty fenders the vessel should be landed squarely on the fenders with a contact speed not<br />
exceeding 12 cm/second. The LNG Jetty is equipped with a speed of approach device.<br />
If the mooring boats are not used, as may be the case during the ice period, only after the<br />
vessel has been positioned and is being held alongside the berth by the tugs, should mooring<br />
lines be passed to shore.<br />
The mooring will comprise:<br />
Moorings (Forward)<br />
Moorings (Aft)<br />
3 Headlines<br />
3 Breastlines<br />
2 Backsprings<br />
3 Sternlines<br />
3 Breastlines<br />
2 Backsprings<br />
For mooring operational sequences at the LNG jetty see Appendix 5.<br />
27.2 Emergency Fire/Towing Wires<br />
On completion of mooring, and when alongside, emergency fire/towing wires of the required<br />
strength and length capable of permitting the vessel to be safely towed clear of the berth in an<br />
emergency, must be rigged on the starboard bow and quarter.<br />
Wires should be properly secured at the inboard end by turning up on a set of bitts (figure of<br />
eight) with sufficient slack flaked down on the ship’s deck and the outboard eye of the wire<br />
maintained at a height of 3 metres above the waterline. The fire wire should be secured at the<br />
fairlead with a light lashing as per the requirements of OCIMF Mooring Equipment Guidelines<br />
recommendations.<br />
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27.3 Vessel moving Out of Position whilst alongside<br />
Where a ship has moved out of position a sufficient distance to either;<br />
• activate the ESD system, or<br />
• warrant corrective action in the opinion of the Loading Master, loading will be stopped,<br />
loading arm(s) drained, purged and disconnected prior to repositioning the ship.<br />
Whenever repositioning of a ship is required, pilot and tugs must be in attendance, the ship’s<br />
engine readied, and the shore mooring gang on station. The pilot will remain onboard.<br />
28 LNG Pre Loading Operations<br />
28.1 Gangway<br />
On completion of mooring the Loading Master and ship’s Master will confirm to the Loading<br />
Master that the tanker is securely moored (“All Fast”), the main engine steam stop valve is<br />
shut and the turning gear has been engaged (“MESSVSTGE). "No Smoking" and "Authorised<br />
access" notices (to be provided by the ship) are to be prominently displayed at the gangway<br />
position. At this point the terminal may be advised the gangway can be lifted onboard.<br />
A member of the ship’s crew must be in attendance to guide and position the gangway steps<br />
onto the ship’s deck. Before boarding the tanker a Responsible Ship’s Officer must agree with<br />
the Loading Master that the gangway is safely in place and boarding of shore personnel can<br />
take place.<br />
The vessel’s engines are to remain in readiness with the warming through system in operation<br />
throughout the time alongside.<br />
28.2 Connecting ESD/Communications Cables<br />
The ship shore link (SSL) shall be connected by a member of the ship crew and verified by the<br />
Loading Master to check correct.<br />
28.3 Mooring Integrity & Safety Checks<br />
Prior to connecting the loading arms and/or commencement of the ‘Pre-loading meeting’ the<br />
Loading Master shall together with a Responsible Ship’s Officer check and confirm that all<br />
moorings are tight, brakes properly hardened up and winches are out of gear. On completion<br />
of confirming mooring integrity, connection of loading arms may proceed.<br />
In the process of conducting the mooring integrity check other safety checks as per the<br />
ship/shore checklist, insofar as they can be confirmed at this stage, should be completed.<br />
28.4 Connecting Loading Arms<br />
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The tanker should arrive with short distance pieces fitted, if necessary. <strong>Prigorodnoye</strong> LNG<br />
export terminal uses quick connection loading arms so outboard flanges fitted with bolt holes<br />
are not required and suitable flanges for quick coupling connection will be required.<br />
Ship’s loading strainers are to be fitted to the manifold.<br />
LNG tankers will arrive with temporary manifold covers fitted to avoid water/moisture ingress<br />
into the manifold. They will be removed immediately prior to connection of the loading arms.<br />
The manoeuvring and connecting of loading arms will be carried out by the Common Facility<br />
Shift Supervisor who will advise the Responsible Ship’s Officer when the arms have been<br />
connected and secured. The order of connecting will be vapour arm first followed by the liquid<br />
loading arms.<br />
28.5 Pre Loading Meeting<br />
Prior to the opening of the vessel’s manifold valves a ‘Pre loading meeting’ shall be held<br />
onboard the vessel. The attendees of this meeting shall be the Responsible Ship’s Officer for<br />
cargo management or his nominated deputy, the Loading Master, the independent cargo<br />
inspector as required and any other individual with a recognised and legitimate interest in the<br />
loading operation.<br />
The purpose of this meeting is to ensure that all aspects of loading and associated activities<br />
are clearly understood and documented in the required format. The agenda for this meeting<br />
shall include as a minimum for normal loading, but not necessarily be limited to the following:<br />
• Exchange of ship/shore safety information.<br />
• Status of cargo tanks on arrival (temperature and pressure).<br />
• Cool-down procedure.<br />
• Bulk loading procedure.<br />
• De-ballasting.<br />
• Anticipated weather and sea conditions.<br />
• Communications with terminal & stand-by tug.<br />
• Emergency procedures.<br />
• Schedule of operations, start/stop cargo, departure etc.<br />
• ISPS security checks and confirmation of levels observed.<br />
• Sloshing/filling limit implications for membrane LNG vessels, as applicable.<br />
The initial entry into service of new vessels and those vessels arriving ‘warm’ after refit will<br />
require fuller and more detailed discussions than those for normal loading and will in most<br />
cases involve additional participants.<br />
28.6 Pressure Test & Purging of Loading Arms<br />
Once connected, loading arms will be pressure tested with nitrogen to a pressure of 5 bar and<br />
2.5 bar for liquid and vapour arms respectively. A leak test will then be carried out on ship's<br />
manifold flange using a soap solution to ensure the cargo loading arms are leak tight and<br />
ready to load cargo.<br />
The arms will be depressurised by opening the vent at the ship’s manifold and O2 and, if<br />
required, dew point readings may be taken at this vent. The process of pressurising and<br />
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purging shall be repeated until the O2 content is less than 1% by volume.<br />
28.7 Water Curtain<br />
Prior to connecting the loading arms to the ship's manifold valves the ship shall start up the<br />
water curtain at the manifold and all other deck protective systems for tank domes as<br />
required. Winter precautions shall be exercised when very low temperatures are experienced<br />
with trays to be in place with 25% water fill and overside water curtain sprays running. Should<br />
the deck freeze, the water supply may be shut off.<br />
Note the LNG tankers manifold water curtain is a separate issue to the availability of the<br />
vessel’s IMO standard water spray fire curtain. This should be drained to avoid icing issues<br />
but emergency pumps should be available at immediate notice in case of fire and emergency<br />
use.<br />
During the winter season utmost care is to be taken to avoid the following systems freezing.<br />
• Fire main.<br />
• Foam main.<br />
• Valve hydraulics.<br />
• Emergency escapes.<br />
• De-icing equipment.<br />
• Personnel ice contact issues.<br />
28.8 Gauging<br />
Before the ship's manifold valves are opened gauging of the ship's tanks will take place on all<br />
occasions, regardless of the status of the ship's tanks. This process is to be witnessed by the<br />
Responsible Ship’s Officer, the Loading Master, the independent cargo surveyor, as required,<br />
and any other individual with a recognised and legitimate interest in the loading operation.<br />
28.9 ESD Tests<br />
In addition to any tests that may be carried out by the vessel and terminal prior to the ship's<br />
arrival, the following Emergency Shutdown (ESD) tests shall be conducted in conjunction with<br />
each ship and shore at the start of loading as follows.<br />
• A “warm” ESD test, before cooldown, when both terminal and ship have confirmed<br />
ready for test, initiate by the Ship. A second “warm” ESD test, with loading arms still at<br />
ambient temperature, may be performed by the terminal if requested by the Loading<br />
Master, such as for first cargo loading after new build or refit.<br />
• An additional “cold” ESD test will be initiated by the <strong>Terminal</strong>, after cooldown of the<br />
loading arms. This is to confirm all valves still close correctly in the fully refrigerated<br />
condition. This test will be performed with prior notice, giving a standby advice, agreed<br />
readiness, under a countdown and the closing timings for the ship and shore valves<br />
are to be recorded. This “cold” ESD test, with loading arms cooled down to LNG<br />
temperature, may also be initiated on alternate loadings, by the ship, if deemed so<br />
required.<br />
• Requirements to test ESD1 (loading/manifold valve and pump trip test) and ESD2<br />
(loading/manifold valve, pump trip and loading arm emergency release test) shall be<br />
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agreed between the ship and terminal in specific cases. Normally this is at five year<br />
intervals.<br />
• Test of electric/hard wire communications and ESD facility to be tested periodically.<br />
29 LNG Cargo Handling<br />
Cargo handling operations onboard vessels shall be performed in compliance with the requirements<br />
of the ship’s builders ”Cargo Operations Manual”.<br />
29.1 Normal Loading<br />
On completion of ESD tests <strong>Prigorodnoye</strong> Control Room, the Loading Master and the<br />
Responsible Ship’s Officer shall confirm that all systems are lined up and ready.<br />
29.2 Cooldown<br />
The Responsible Ship’s Officer in the tanker’s cargo control room (CCR) shall confirm that the<br />
ship's manifolds, liquid and vapour, are open and that they are ready to receive product.<br />
<strong>Prigorodnoye</strong> Control Room and the Loading Master shall confirm to the ship that the shore is<br />
ready to commence cooldown of the loading arms.<br />
Following the above confirmation, cooldown of all three liquid loading arms will commence.<br />
On completion of cooldown of the loading arms the flow rate will be adjusted according to the<br />
ships requirements for cooldown of ship's lines and tanks.<br />
The use of the vapour arm for vapour return to shore and control of ships cargo tank<br />
pressures is to be closely monitored at all times. Close liaison is required between ship and<br />
shore as the ship’s return gas blowers are ramped up during cooldown and increasing loading<br />
rate for increased vapour return to shore. Shore will lead all return vapour to the boil off gas<br />
(BOG) system for recovery and re-liquefaction. As such the rate of return gas to shore is to be<br />
adjusted slowly by ship, liaising with shore, to prevent overloading the shore system with the<br />
potential of a shore BOG system trip and diverting boil off gas to flare.<br />
Avoiding the use of the flare by careful return boil off gas vapour pressure management is to<br />
be pursued at all times. A careful management of cooldown rate and return boil off gas<br />
pressure will achieve full boil off gas re-liquefaction recovery with no environmental impact of<br />
flaring.<br />
For control of return gas from ship it is important that the <strong>Prigorodnoye</strong> Control Room is<br />
informed when the return gas compressor is started and stopped on the ship. Excessive<br />
return gas to shore must be avoided otherwise high pressure in shore tanks will cause the<br />
plant to trip. The starting of two compressors close together is prohibited unless pre arranged<br />
with <strong>Prigorodnoye</strong> Control Room and the vapour line is open to the flare. Ships are requested<br />
to increase return gas compressor slowly, as controllable, to maximum in a period of not less<br />
than 1 hour.<br />
During cooldown of the loading arms it is normal practice that ships will return vapour to shore<br />
without use of compressor i.e. freeflow. Ships must open the vapour control valve to shore<br />
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gradually to all the shore compressors to ramp up slowly. Ship must communicate with the<br />
<strong>Prigorodnoye</strong> Control Room to ensure trouble free return gas.<br />
29.3 Bulk Loading & Topping Off<br />
Increase of loading rate ramp up to maximum flow rate shall be at the ship's request. The<br />
times of starting and stopping loading pumps shall be recorded and <strong>Prigorodnoye</strong> Control<br />
Room shall advise the ship on each occasion when shore loading pumps are started or<br />
stopped.<br />
When both ship and shore are ready shore will start the first loading pump. Official time of<br />
starting will be agreed. After ten minutes the second pump will be started and remaining<br />
pumps started at five minute intervals after confirmation with the ship that it is ready. Once all<br />
pumps are online the <strong>Prigorodnoye</strong> Control Room will stabilize the bulk loading rate.<br />
Loading rates and quantity loaded (in cubic metres) are to be calculated and recorded hourly<br />
by the ship and <strong>Prigorodnoye</strong> Control Room advised.<br />
Any unexpected increase in back pressure at the shore manifold indicating possible blockage<br />
of strainers in the loading lines will result in loading being suspended until the cause has been<br />
ascertained and rectified.<br />
The tanker is to advise <strong>Prigorodnoye</strong> Control Room one (1) hour prior to the commencement<br />
of ‘topping off’ the first cargo tank, and thereafter give fifteen (15) minutes and five (5) minutes<br />
notice to stand-by for the completion of loading. Loading rate will be decreased throughout the<br />
‘topping off’ process in accordance with the tanker’s requirements and by agreement with the<br />
terminal to allow sufficient time to stop loading pumps. Loading pumps will be stopped one at<br />
a time by shore control during the ramp down period as request by the ship<br />
29.4 Draining & Inerting of Loading Arms<br />
On completion of loading the ship’s manifold valves will be closed with the ship’s last tank<br />
filling valve remaining open for draining/line warming/expansion. The terminal’s liquid loading<br />
arm valves should be closed, and the confirmed between ship/shore that both sets of liquid<br />
valves are fully closed.<br />
The vapour line should remain open throughout draining and purging of liquid arms.<br />
The loading arms will then be pressurised with nitrogen to 2.0 bar. Shore will then drain back<br />
loading arms to the circulation line.<br />
The loading arms will then be re-pressurised with nitrogen and lines drained back to the ship<br />
via the manifold loading by-pass. Continue purging with nitrogen back to ship until loading<br />
arms contain less than 2% hydrocarbon by volume, measured at the manifold vent. A final<br />
Nitrogen purge to the shore may be required. Liquid loading arms may then be disconnected.<br />
With the agreement of the ship the vapour manifold valve can then be closed, the arm purged<br />
with nitrogen until less than 2% hydrocarbon by volume is recorded, after which the<br />
vapour arm can then be disconnected.<br />
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29.5 Vessels arriving in the Inerted Condition<br />
Vessels may only arrive at the terminal inerted following new build or refit.<br />
Vessels arriving to load at the terminal with tanks in the inerted condition will be required to<br />
handle the vapour generated utilising the on board systems until the CO2 content of vapour in<br />
the ship’s tanks is 1% or less.<br />
Inert tank vapour may initially be discharged to atmosphere until a hydrocarbon content of 8%<br />
is recorded at the ship’s vent stack, at which stage the CO2 content of the vapour should be<br />
sufficiently low enough to support combustion of vapour in the ship’s boiler, if permitted in<br />
section 26.2. This process should continue until the CO2 content of the tank vapour reaches<br />
1% or less at which time the terminal may accept vapour as boil off gas (BOG) to shore flare<br />
system as in section 29.6.<br />
29.6 Re-gasification & Cooldown<br />
All ship’s tank vapour will initially be routed to ship’s vents until hydrocarbon level reaches<br />
>8% by volume after which vapour may be diverted to shore flare system. The level of CO2 in<br />
the return gas will be monitored ashore until this has been confirmed to be less than 200 ppm.<br />
On ship’s confirmation that CO 2 level is less than 200ppm, the terminal will require a stop in<br />
order to change over the return gas from flare system to the boil off gas (BOG) shore tanks.<br />
It is anticipated that this stoppage will be for approximately five minutes, but every effort will be<br />
made to minimise the time involved. The terminal will continue to monitor the CO2 levels of<br />
the return gas until it is less than 200ppm at which time gassing up will be stopped to permit<br />
changeover of shore return gas from flare system to the shore tanks.<br />
A close liaison between the Responsible Ship’s Officer, The Loading Master and the<br />
Prigorodonoye Control Room will be required during this operation to permit a smooth<br />
operation and best use of vapour recovery with minimal use of flared vapour.<br />
29.7 Single Arm Cooldown<br />
The line up and cool down of the tanker's loading lines will be as per the normal cooldown<br />
procedure in 29.2 except that only one loading arm, will be required to be cooled at this<br />
stage. The loading arm to be used will be advised by the Loading Master at the on board<br />
pre-loading meeting and agreed with the vessel.<br />
After cooldown of the nominated loading arm (at least one hour) flow rate to the tanker will be<br />
adjusted in accordance with the tanker’s requirement.<br />
in<br />
During the latter stages of the cooldown the remaining two loading arms will be cooled down<br />
keeping with the overall flow rate required by the tanker.<br />
At the completion of cooldown loading will be stopped to carry out a ‘cold’ ESD test as above.<br />
29.8 Draining and Inerting of Loading Arms<br />
Draining, purging and inerting of loading arms will be carried out as above section 29.4.<br />
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30 LNG Post Loading Operations<br />
30.1 Gauging<br />
On completion of draining and purging of the loading arms and confirmation that all the ship’s<br />
manifolds are closed, gauging can commence. The Responsible Ship’s Officer, the Loading<br />
Master, the Independent Cargo Surveyor and any other individual with a recognised and<br />
legitimate interest in the loading operation will witness the gauging and calculate loaded cargo<br />
quantity.<br />
30.2 Post discharge meeting and documentation<br />
On completion of calculation and agreement of the cargo quantity loaded, documentation will<br />
be prepared by SEIC and the export tanker for signing by all interested parties.<br />
A post loading meeting between the Responsible Ship’s Officer, the Loading Master and the<br />
independent cargo surveyor will complete the necessary final administration and obtain<br />
authorising signatures. The following documents will be completed.<br />
• Bills of lading.<br />
• <strong>Port</strong> timesheets and log sheets.<br />
• Surveyors documentation as applicable.<br />
• Any receipts or other miscellaneous requirements as required.<br />
30.3 Removal of Gangway<br />
Prior to the removal of the shore gangway the ship’s Master is to confirm to the Loading<br />
Master that all visitors have disembarked. During removal of the gangway the ship’s<br />
personnel must be available to assist in removal of the gangway from the ship.<br />
Ship’s engines must not be tested until the gangway has been removed from the ship.<br />
31 Safety and Emergency Procedures applicable to both LNG/TLU operations<br />
SEIC has developed an Emergency Response Plan, reference SEIC internal operating procedures,<br />
and this has included a response centre from where response will be managed. In this section it is<br />
called the Emergency Control Centre.<br />
31.1 Responsibilities<br />
<strong>Prigorodnoye</strong> terminal is responsible for controlling marine emergencies within the designated<br />
limits of the port.<br />
<strong>Prigorodnoye</strong> Emergency Control Centre, in liaison with the Authorities, will co-ordinate the<br />
terminal’s response to the emergency.<br />
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The tanker is responsible for dealing with any emergency on board, utilising such assistance<br />
that is available from the terminal. The Emergency Control Centre will co-ordinate with the<br />
tanker regarding any necessary assistance.<br />
The terminal is responsible for dealing with all emergencies ashore. The Emergency Control<br />
Centre shall liaise with any tanker alongside to keep them fully appraised of the situation and<br />
any developing risk.<br />
The Loading Master or his designated deputy is responsible for providing marine advice to the<br />
Emergency Control Centre. This includes, but is not limited to, analysing the incident,<br />
determining the need for response, call out and mobilisation of marine resources, liaising with<br />
governmental and local authorities and maintaining communications with the ship.<br />
The Offshore Marine Coordinator shall be the Loading Master or the Master of the duty tug or<br />
other delegated marine personnel. The role of the Offshore Marine Coordinator during a<br />
marine incident shall be to control marine activities offshore, and keep <strong>Prigorodnoye</strong><br />
the shore Common Facility Supervisor and Emergency Control Centre fully appraised of the<br />
offshore situation.<br />
31.2 Safety Alongside<br />
The Master is responsible for the safe operation of his ship (including cargo-handling<br />
operations) and the safety of ship’s personnel at all times. The Master will be required to sign<br />
a letter acknowledging his responsibility in this respect.<br />
The Responsible Ship’s Officer delegated the task of controlling cargo operations and other<br />
related duties must be qualified and competent to do so and either himself, or a delegated<br />
ship’s duty officer, should remain in the ship’s cargo control room throughout cargo<br />
operations in order to ensure that the ship/shore liaison is continuously maintained. In addition<br />
to the Responsible Ship’s Officer, or his deputies, sufficient personnel should be available in<br />
order to maintain an efficient deck and cargo watch.<br />
The following procedures should be used as a supplement to and in conjunction with the<br />
appropriate <strong>Prigorodnoye</strong> LNG Emergency Response Plans:<br />
• Onshore Fire Alarm (Continous sounding of alarms).<br />
• Onshore Gas Alarm (Intermittent sounding of alarms).<br />
• Shipboard emergency procedures with specific shipboard communication of such, ie.<br />
Public address system announcement.<br />
• At least six (6) long blasts on the ships whistle each of not less than 10 seconds<br />
duration.<br />
31.3 Communications<br />
The terminal, on notification of the shipping 72 hr pre arrival messages, will forward the advice<br />
to the LNG on duty personnel by fax who will acknowledge this notification to the terminal and<br />
advise the appropriate LNG operations personnel of the forthcoming shipping movements.<br />
Note:- On return acknowledgment of shipping advice, the LNG terminal personnel will also<br />
advise of any shore activities which the terminal and Loading Master should be made aware<br />
of.<br />
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Any deviation to the pre arrival advice must be relayed directly to the LNG terminal.<br />
One hour prior to ship berthing the terminal will advise the LNG storage and the loading panel<br />
man who will then advise his operational team for loading readiness.<br />
Once the ship is berthed, all Loading Master communications will be directed to either the<br />
LNG jetty loading senior operations technicians (SOT’s) or the LNG storage and loading panel<br />
operator as required to accommodate ESD checks/arm connections/cooldown/arm<br />
disconnections (as per LNG operational loading procedures).<br />
All communications will be relayed via the LNG terminal operational radio system when the<br />
ship has been berthed. All prior communications to berthing are via the marine VHF system.<br />
On commencement of loading and for the duration of loading hourly transmissions from the<br />
ship will advise the terminal LNG panel operator of loading conditions, rates and quantities.<br />
On completion of unmooring activities the marine terminal will advise the LNG storage and<br />
loading panel man and vacation of berth.<br />
One hour prior to ship berthing the terminal will advise the OET storage and loading panel<br />
man who will then advice his operational team for loading readiness.<br />
Note:- Shore tankage pre-checks, e.g. dewatering, gauging / certification will be confirmed as<br />
completed by the OET panelman.<br />
Once the ship is berthed all communications will be directed to the OET storage and loading<br />
panel operator as required to accommodate all shore loading activities. (As per OET<br />
operational loading procedures).<br />
Note:- No operation technicians will be present on the TLU during any phase of the shipping /<br />
loading operation.<br />
All communications will be relayed via the LNG/OET terminal operational radio system.<br />
During “start up” and “topping off” phases of the cargo loading operation the Loading Master<br />
will be present in the ship’s Cargo Control Room (CCR) to monitor operations and assist in<br />
communications where necessary.<br />
Throughout the loading process the Responsible Ship’s Officer, or designated ship’s duty<br />
officer, shall keep <strong>Prigorodnoye</strong> Control Room advised of any circumstances, which may have<br />
an impact on the loading or safety of the ship.<br />
All communications between ship and shore should be conducted in English and a ‘positive’<br />
reporting system used, i.e. all messages should be repeated back by the recipient and<br />
acknowledged by the sender.<br />
Ship/shore communications will be effected primarily by ship/shore telephone through the fibre<br />
optic communications link or by back up ship/shore VHF radio, either walkie-talkie or ship’s<br />
fixed VHF unit by agreement with the Loading Master/Pilot/Ice Pilot.<br />
31.3.1 LNG Communications<br />
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Fiber optic cable is to be provided as a general communication link with Shore<br />
Loading Operator. As back up UHF/VHF radios will be supplied.<br />
31.3.2 Tanker Loading Unit Communications<br />
UHF radios as a general link is to be provided by Loading Master. VHF as a back up<br />
channel to be notified.<br />
Note: The Loading Master will be onboard the crude oil tanker throughout the loading<br />
period.<br />
31.3.3 Communications with Stand-by Tug<br />
Stand-by tugs will maintain a continuous listening on watch VHF channel 69, 73 & 16.<br />
31.4 Ship Shore Safety Checklist<br />
A ship shore safety checklist (Appendix 7) will be completed jointly by the Responsible Ship’s<br />
Officer and the Loading Master following the safety inspection.<br />
The safety checklist must be completed and signed by both ship and shore representatives<br />
prior to the start of any cargo operations. Follow-up safety checks will be conducted at agreed<br />
intervals throughout the loading period and the checklist will be signed accordingly.<br />
31.5 Fire Prevention<br />
Sources of ignition, including smoking, shall be restricted to designated areas on board the<br />
tanker and on shore. Designated smoking areas onboard ship shall be limited to two in<br />
number. The location of these two smoking areas will be agreed between the Loading Master<br />
and the Responsible Ship’s Officer at the pre-loading meeting.<br />
Certified electrical approved equipment shall be in good order and maintained and operated<br />
such that its original certification is not jeopardised.<br />
All portable electrical equipment, including hand held torches, ‘walkie-talkie’ radios and gas<br />
analysers, which are operated in hazardous zones, shall be intrinsically safe and certified<br />
approved equipment for use in the flammable atmosphere concerned. All equipment should<br />
be maintained a safe condition and operated in such a manner that its original certification is<br />
not jeopardised.<br />
Use of vessel's radar is prohibited by ISGOTT requirements during loading operations,<br />
however the use of the satellite communications equipment may be permitted, subject to the<br />
approval of the Loading Master.<br />
Where essential tests etc. are required to the radar or communications equipment, the<br />
Loading Master must be consulted before such testing takes place. The precautions and<br />
recommendations set out in the ISGOTT Guide must be strictly adhered to.<br />
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Whilst alongside the terminal’s berths, no tug or any other craft shall be allowed alongside<br />
unless, cargo operations have been stopped, valves closed and cargo decks secured, except<br />
in the case of an emergency when the terminal may permit tugs or other craft to go alongside<br />
subject to the agreement of the ship’s Master.<br />
31.6 Shore Fire-fighting Equipment<br />
Fire-fighting equipment available from shore, as detailed in Appendix 9, will be 5 monitors, 2<br />
hydrants, 1 ISC hydrant and a water deluge on each arm with a fire box (for LNG).<br />
31.7 Ship’s Fire-fighting Equipment<br />
All ship’s fire-fighting equipment shall be in good working order. <strong>Port</strong>able equipment shall be<br />
correctly positioned, and ready for immediate use. The tanker’s fire main shall be pressurised<br />
whilst alongside the terminal’s berths. Precautions shall be taken, as appropriate, during the<br />
winter period to ensure the fire main does not become frozen.<br />
The ship/shore international connection shall be prominently identified with the connecting<br />
flange and bolts ready for immediate use on both ship and shore. Hoses shall be placed at<br />
both ship and shore international connections ready for immediate deployment.<br />
31.8 Main Engine Readiness<br />
Whilst alongside the LNG berth or moored to the TLU, the tanker's main engines and related<br />
auxiliaries shall be kept in a state of readiness such that the tanker can leave under her own<br />
power in an emergency. Maintenance work to the engines and auxiliaries is prohibited.<br />
In the case of a steamship this means that, the turning gear is to be engaged, main steam stop<br />
valve closed with turbines sufficiently warm and condenser vacuum maintained commensurate<br />
with the engine manufacturer's operating instructions. Allowance is made for those vessels<br />
with a continuous warm up system providing that safe guards remain in place to restrict<br />
significant accidental engine movement being made. For a diesel-powered ship this means<br />
that the fuel rail is under constant circulation and ‘starting-air’ bottles are fully charged.<br />
Whilst alongside the terminal’s berths, repairs and maintenance to the tanker’s machinery and<br />
equipment shall be restricted to those items, which do not impair or limit the use of:<br />
• Fire detection or fire-fighting capability.<br />
• Safe and efficient handling of the cargo.<br />
• Propulsion system or manoeuvrability of the tanker.<br />
• Integrity of the mooring system.<br />
• Safe operation of electrical equipment in gas dangerous zones.<br />
31.9 Testing Main Engines<br />
Under no circumstances should a tankers main engines be tested at any time whilst alongside<br />
the LNG berth or moored to the TLU until the loading arm(s) or hoses have been<br />
disconnected, shore or ship’s gangway removed and the tug(s) is/are secured alongside.<br />
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31.10 Hot Work<br />
“Hot Work" in non-approved areas and work on open decks or on the jetty head, which<br />
involves hammering, chipping or the use of power tools is strictly prohibited.<br />
31.11 Emergency Towing Wires<br />
Emergency towing wires, as required in 27.2, will be used by the terminal’s tug to tow the<br />
vessel clear of the berth if so required. The vessel will not need her own engines to effect this<br />
safety manoeuvre.<br />
31.12 Jetty Access & Safety Requirements<br />
Ship’s personnel (and visitors to the ship) when transiting the jetty are required to comply with<br />
the Company safety requirements with respect to the wearing of personnel protective<br />
equipment (PPE) and to the rules governing movement of personnel within the terminal and<br />
plant complex. The following shall apply.<br />
• PPE (safety helmet and safety glasses) must be worn on the jetties or when transiting<br />
through the terminal or plant complex.<br />
• Smoking is prohibited on the terminal property except in the approved places.<br />
• Lifejackets are to be worn if access to the mooring dolphins is required. Ship’s<br />
personnel requiring access to the dolphins must first request permission from<br />
<strong>Prigorodnoye</strong> Control Room.<br />
• Ship’s personnel or visitors leaving the vessel should first advise <strong>Prigorodnoye</strong> Control<br />
Room. Ship’s personnel and visitors must wait at the shore end of the LNG jetty for<br />
transport.<br />
• Walking through the plant or to the West gate is NOT permitted.<br />
31.13 Emergency Response<br />
<strong>Prigorodnoye</strong> specific responses will be instigated by the Emergency Control Centre, as per<br />
SEIC internal operating procedures.<br />
31.14 Incidents Onboard Ships<br />
A ship is a self-contained unit, fully equipped to deal with major fires and other emergencies<br />
onboard and capable of providing the initial response to most incidents.<br />
The type of incident that can occur on board ships berthed alongside the terminal berths,<br />
can in some instances, have a significant impact on the integrity of the terminal equipment<br />
and the safety of its personnel. Incidents with the potential to develop to significant event are.<br />
• Fire/explosion.<br />
• Pollution through cargo and/or bunker fuel spills.<br />
• Uncontrolled release of cargo vapour (LNG).<br />
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Other examples of incidents, which will require a response to at least minimise the outcome,<br />
or at worse to avoid escalation into a significant event are.<br />
• Mechanical failure (affecting cargo operations).<br />
• Man overboard.<br />
• Accident (medical emergency).<br />
• Failure of the ship’s moorings.<br />
• Collision.<br />
• Grounding.<br />
The following section deals with the specific immediate actions to be taken by the principal<br />
parties in the event of incidents listed. Subsequent actions to be taken will depend on how the<br />
particular incident develops and how well it is managed.<br />
31.14.1 Fire/Explosion Onboard a Tanker<br />
Action by tanker with emergency.<br />
• Initiate emergency shut down procedures, ensure all manifold(s) and tank valves<br />
are closed.<br />
• Mobilise on board fire-fighting response.<br />
• Establish communications with <strong>Prigorodnoye</strong> Control Room and advise nature<br />
and location of incident.<br />
• Prepare to disconnect loading arms or loading hose.<br />
Action by <strong>Prigorodnoye</strong> Control Room.<br />
• Initiate emergency shut down, stop cargo operations on both LNG berth & TLU (if<br />
both are loading).<br />
• Implement plant Emergency Response Procedure. Start log of events.<br />
• Instruct stand-by tug to start fire pumps and assist as directed.<br />
• Callout other tugs and the mooring boats.<br />
• Establish lines of communication with ship, tugs and Loading Master acting as<br />
Offshore Marine Coordinator.<br />
Action by Tugs & Pilot.<br />
• Stand-by tug to start fire pump and assist as directed by <strong>Prigorodnoye</strong> Control<br />
Room.<br />
• Duty tug master or Loading Master to act as Offshore Marine Coordinator.<br />
• Remaining tugs to be mobilised and assist as directed.<br />
• Prepare to remove vessel from berth under direction of Loading Master/Pilot or<br />
Master.<br />
• Mooring boats to stand by and act as rescue launches.<br />
Other action by tanker.<br />
• Initiate shut down of cargo operations, close all manifold and tank valves.<br />
• Prepare to disconnect loading arms, if instructed by terminal.<br />
• Prepare to vacate berth.<br />
• Maintain listening watch on VHF/UHF channels and await further instructions.<br />
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31.14.2 Oil spill from Tanker<br />
Specific action to be taken in the event of an oil spill will depend on the nature, type and<br />
amount of the product spilled and will be listed in the tanker’s SOPEP plan. The following<br />
general rules should be adhered to in order to ensure a fast and efficient response at the<br />
same time minimising the environmental impact.<br />
For all spills, regardless of the product involved, a total ban on smoking onboard is to be<br />
imposed on the vessel concerned. In the event of a crude oil spill the smoking ban will<br />
apply to all ships, including the terminal’s marine craft within the port and terminal area.<br />
All other sources of ignition should be isolated/secured.<br />
All loading or cargo related operations are to be stopped and cargo tank valves closed.<br />
The terminal will automatically advise the authorities of any oil spills emanating from ships<br />
or from the terminal’s facilities.<br />
a. Action by polluting ship (Instigate internal ship’s Emergency Procedure and<br />
SOPEP plan).<br />
b. Action by <strong>Prigorodnoye</strong> Control Room (Instigate Oil Pollution Response<br />
Emergency Action Plan or Aniva Bay Offshore Oil Spill Response Plan).<br />
c. Action by tugs (Instigate Emergency Response Plan or Aniva Bay Offshore Oil<br />
Spill Response Plan).<br />
31.14.3 Uncontrolled release of LNG from Tanker/Jetty<br />
a. Action by tanker (Instigate internal ship’s Emergency Procedure).<br />
b. Action by <strong>Prigorodnoye</strong> Control Room (Instigate Emergency Action Response<br />
Plan).<br />
c. Action by tugs & Loading Master (Instigate Emergency Response Plan).<br />
d. Action by tanker on TLU (Instigate internal ship’s Emergency Procedure) .<br />
31.14.4 Man overboard Incident<br />
The response to this type of incident will depend on the particular circumstances.<br />
In the event of a man overboard situation within the port and terminal limits all tanker<br />
movements are to be suspended whilst search and rescue activities take place.<br />
Extreme caution is required by the search vessels, particularly during hours of<br />
darkness, when approaching or entering the search area.<br />
a. Action to be taken by tanker (Instigate internal ship’s Emergency Procedure).<br />
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b. Action to be taken by <strong>Prigorodnoye</strong> Control Room (Instigate Emergency Action<br />
Plan).<br />
c. Action to be taken by tug(s) and Loading Master (Instigate Emergency Response<br />
Plan).<br />
31.14.5 Other ship related incidents<br />
The response to the type of incident described will depend to a large extent to the<br />
nature, location and severity of the event. Swift action will in the majority of cases<br />
prevent an escalation of these events.<br />
Where marine craft are required to approach or to go alongside the tanker concerned<br />
they must only do so after <strong>Prigorodnoye</strong> Control Room has confirmed that loading has<br />
been stopped.<br />
a. Action to be taken by tanker.<br />
Advise <strong>Prigorodnoye</strong> Control Room nature, location of incident and action being<br />
taken by ship and assistance required from terminal, if any. Initiate emergency shut<br />
down if required (e.g. mooring failure).<br />
Instigate internal ship’s Emergency Procedure.<br />
b. Action to be taken by <strong>Prigorodnoye</strong> Control Room (Instigate Emergency Action<br />
Plan).<br />
c. Action to be taken by tugs & Loading Master (Instigate Emergency Response<br />
Plan).<br />
d. Action to be taken by other ship’s (Instigate internal ship’s Emergency Procedure).<br />
31.14.6 Cold weather and ice transit incidents<br />
Action required by tankers berthed alongside the terminal LNG berth and crude oil TLU,<br />
or in transit will depend on the nature, location and proximity of the incident to the<br />
jetties.<br />
a. Action to be taken by <strong>Prigorodnoye</strong> Control Room Initiate SEIC <strong>Terminal</strong><br />
Emergency Response Plan (Instigate Emergency Action Plan).<br />
b. Action to be taken by tankers berthed alongside (Instigate internal ship’s Emergency<br />
Procedure).<br />
c. Action to be taken by tugs and Loading Master (Instigate Emergency Response<br />
Plan).<br />
31.14.7 <strong>Terminal</strong> Incidents<br />
Action required by tankers berthed alongside the terminal LNG berth and crude oil TLU<br />
will depend on the nature, location and proximity of the incident to the jetties.<br />
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a. Action to be taken by <strong>Prigorodnoye</strong> Control Room Initiate SEIC <strong>Terminal</strong><br />
Emergency Response Plan (Instigate Emergency Action Plan).<br />
b. Action to be taken by tankers berthed alongside (Instigate internal ship’s Emergency<br />
Procedure).<br />
c. Action to be taken by tugs and Loading Master (Instigate Emergency Response<br />
Plan).<br />
End<br />
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Appendices.<br />
1 Pilot boarding requirements<br />
2 Russian regulations affecting the port of <strong>Prigorodnoye</strong>.<br />
3 UK Standard Terms & Conditions for Towage and other Services (Revised 1986).<br />
4 Tugs & general service launch terminal marine craft – General particulars.<br />
5 Mooring procedures – LNG jetty.<br />
6 Conditions of use.<br />
7 Ship–shore safety checklist.<br />
8 Safety letter.<br />
9 LNG jetty fire-fighting equipment.<br />
10 Smoking area notice.<br />
11 Environmental protection.<br />
12 Russian regulations General declaration.<br />
13 High flow rates.<br />
14 Request for berthing assistance.<br />
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Appendix 1 - Pilot Boarding Requirements.<br />
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Appendix 2 – Russian regulations affecting the port of <strong>Prigorodnoye</strong>.<br />
Article 9. Seaports. <strong>Port</strong> Authorities<br />
Russian Merchant Shipping Code (Article extracts)<br />
1. In the present Code, the sea trading port shall be understood to mean a complex of structures<br />
located on the specially allotted territory and water area and intended for the service of ships used for<br />
merchant shipping purposes, the service of passengers and freight operations and other services usually<br />
rendered in a sea trading port.<br />
2. In the present Code, the sea fishing port shall be understood to mean a complex of structures<br />
located in specially allotted territory and water area and intended for the performance of the main type of<br />
activity - a comprehensive service of fishing vessels.<br />
3. In the present Code, the sea specialized port shall be understood to mean a complex of structures<br />
located on the specially allotted territory and water area and intended for the service of ships carrying<br />
particular cargoes (timber, oil and others).<br />
The sea specialized ports also include the ports designed to service sports sailing ships and<br />
pleasure boats.<br />
4. In the present Code, the port authorities shall be understood to mean the appropriate sea port<br />
administrations, which exercise the administrative and plenary and other powers vested in them by the<br />
Government of the Russian Federation.<br />
On perfecting the system of the state administration of sea commercial and specialised ports see<br />
Decision of the Government of the Russian Federation No. 705 of September 25, 2002<br />
For the organization of the administration of the seaports, see the Decision of the Council of Ministers of<br />
the Russian Federation No. 1299 of December 17, 1993<br />
5. The activity of the seaports indicated in Items 1-3 of this Article shall be carried out in accordance<br />
with the Law on the Seaports of the Russian Federation.<br />
Article 74. The Seaport Master<br />
Chapter V. State <strong>Port</strong> Control<br />
1. The seaport master shall perform the functions of ensuring the safety of sea shipping and the<br />
order in a seaport.<br />
2. The seaport waster shall act in accordance with the <strong>Regulations</strong> for the Seaport Master, approved<br />
by the federal executive body responsible for the transport, while the seaport master shall act in<br />
accordance with the <strong>Regulations</strong> for the Sea Fishing <strong>Port</strong> Master, approved by the federal executive body<br />
responsible for fishing by agreement with the federal executive body responsible for the transport.<br />
Article 75. The Subordination of Seaport Masters<br />
A seaport master shall be directly subordinate to the federal executive body responsible for the<br />
transport, while a sea fishing port master shall be directly subordinate to the federal executive body<br />
responsible for fishing.<br />
Article 76. The Functions of the Sea Trading <strong>Port</strong> Master and the Sea Fishing <strong>Port</strong> Master<br />
The sea trading port master and the sea fishing port master, respectively, shall be charged with the<br />
following functions to ensure the safety of sea shipping and the order in said ports:<br />
control over the observance of the international treaties and agreements of the Russian Federation<br />
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dealing with merchant shipping and of the legislation of the Russian Federation on merchant shipping;<br />
the registration of ships and the issue of appropriate ship's papers;<br />
the registration of the right of ownership of sailing ships and ships under construction, the<br />
hypothecation of a sailing ship or a ship under construction and of other rights to them and the issue of<br />
appropriate documents;<br />
the issue of diplomas, qualifying certificates, confirmations of their issue and of sailor's passports to<br />
ship crew members;<br />
the verification of ship's papers, diplomas, qualifying certificates and confirmations of the issue of<br />
diplomas and qualifying certificates;<br />
control over the observance of requirements for the calls of ships at ports and for the departure from<br />
ports,<br />
the registration of the calls of ships at ports and of the departure from ports. If a sea trading port and<br />
a sea fishing port have adjoining water areas, the port master of a sea trading port shall register the calls<br />
of ships at this sea trading port and the departures from it, exception being made for ships used for fishing<br />
water biological resources; the port master of a sea fishing port shall register the calls of ships used for<br />
fishing water biological resources at the sea fishing port and the departures of such ships from it;<br />
control over the activity of pilotage service and the ships traffic control system;<br />
control over the ice-breaking pilotage at port approaches and within the port water area;<br />
the issue of permits for the salvaging of sunken property at sea and the performance of building,<br />
hydrotechnical and other works in the port;<br />
the investigation of ship accidents. Ship accidents shall be investigated in accordance with the<br />
regulations, approved by the federal executive body responsible for the transport by agreement with the<br />
Procurator-General of the Russian Federation, the federal executive body responsible for fishing and the<br />
federal executive body responsible for defence.<br />
Article 78. Orders of a Seaport Master<br />
The orders of a seaport master with regard to his powers in the sphere of shipping safety and order<br />
in the seaport shall be binding on all ships, organizations and individuals to be found in the port.<br />
Article 79. Control over ships<br />
1. Control over the ships which are putting out to sea shall be exercised by a seaport master with the<br />
aim of verifying the presence of ship's papers, the compliance of the main characteristics of ships to their<br />
papers and the satisfaction of the requirements for the staffing of ship crews.<br />
2. In the absence of ship's papers or in the presence of sufficient grounds to believe that the ship<br />
does not meet the shipping safety requirements the seaport master may subject the ship to inspection.<br />
3. In order to verify the removal of the shortcoming which prevent the issue of a permit for putting out<br />
to sea from a seaport, the seaport master may carry out a control survey of the ship concerned.<br />
Federal Law No. 86-FZ of June 30, 2003 amended Article 80 of this Code See the previous text of the<br />
Article<br />
Article 80. A Permit for Putting out to Sea from a Seaport<br />
1. before leaving a seaport each ship is duty-bound receive from the seaport master a permit for<br />
putting out to sea.<br />
The seaport master shall have the right to refuse to issue a permit for sailing from the seaport in<br />
cases of:<br />
1) the unseaworthiness of a ship, the violation of the requirements for loading, the supply of a ship,<br />
the staffing of the ship's crew or the presence of other ship's shortcomings creating a threat to its safe<br />
sailing, the lives or heath of people aboard the ship or a threat of causing damage to the marine<br />
environment;<br />
2) the violation of the requirements for ship papers;<br />
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3) the instructions of the sanitary-quarantine and migration services, customs and frontier agencies<br />
the federal security service and other state bodies authorized therefore;<br />
4) the non-payment of port dues.<br />
2. Expenses made by the seaport master on the exercise of his rights, stipulated by this<br />
Article (survey examination, etc.) shall be borne by the shipowner concerned.<br />
Article 81. The Detention of a Ship and Cargo by <strong>Port</strong> Authorities<br />
1. At the request of a person who has claims arising from rescue operations, the collision of ships,<br />
the damage of port facilities, water basins, waterways and navigation instruments or from other infliction of<br />
damage may detain a ship and its cargo pending the submission of sufficient security by the shipowner<br />
and the cargo-owner.<br />
Liability for the losses caused by the unwarranted detention of a ship and its cargo shall be borne by<br />
the person at whose demand the ship and its cargo were detained.<br />
2. The order of the port authorities to detain a ship and its cargo at the demands listed in Item 1 of<br />
this Article shall be valid during 72 hours, except for the days which are official days off. If during the said<br />
time no decision has been passed on the attachment of a ship and its cargo by a court of law, a court of<br />
arbitration or by an arbitration tribunal authorized by law to distrain in naval affairs, the ship and its cargo<br />
shall be released immediately.<br />
Article 82. Construction in the Zone of the Operation of Navigation Instruments<br />
Construction in upon with the federal executive body in charge of the transport and the federal<br />
executive body responsible for defence and in cases, provided for by the tenth paragraph of Article 76 of<br />
this Code, with the ship master of the respective seaport.<br />
Article 83. The Utilization of Ships in the Rescue of People and the Salvage of Ships<br />
At the seaport master's request the ships to be found in a seaport are duty-bound to take part in the<br />
rescue of people and the salvage of ships in distress within the port's water area.<br />
Article 84. Responsibility for Breaking the Shipping Safety and the <strong>Port</strong> Order<br />
The seaport master shall have the right to impose administrative penalties for breaking the shipping<br />
safety rules and the port order in accordance with the legislation of the Russian Federation.<br />
Article 89. The Establishment of Areas of Obligatory and Optional Pilotage<br />
By agreement with the federal executive body responsible for defence and the federal executive<br />
body in charge of fishing the federal executive body in charge of the transport shall establish areas of<br />
obligatory and optional pilotage and shall bring such areas to public notice through compulsory decisions<br />
in seaports, sailing directions and in The Notifications for Seafearers.<br />
Article 90. Obligatory Pilotage<br />
1. In areas of obligatory pilotage the ship master shall have no right to sail without a pilot, except for<br />
the cases when the ship belongs to the category of ships released from obligatory pilotage or when the<br />
ship master is given the right to sail without a pilot by the seaport master on the statutory manner.<br />
The ship master who has violated the rule specified by this item shall bear administrative<br />
responsibility in keeping with the legislation of the Russian Federation.<br />
2. Categories of ships to be released from obligatory pilotage shall be established by seaport<br />
masters and shall be brought to notice through compulsory decisions in seaports.<br />
3. Pilotage order in a sea trading port and a sea fishing port, which have adjacent water areas, shall<br />
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be established by the master of the sea trading port by agreement with the master of the sea fishing port.<br />
DECISION<br />
OF THE GOVERNMENT OF THE RUSSIAN FEDERATION<br />
NO. 60 OF JANUARY 19, 1998<br />
ON THE APPROVAL OF THE REGULATIONS FOR CROSSING POINTS<br />
ON THE STATE BORDER OF THE RUSSIAN FEDERATION<br />
(with the Amendments and Additions of October 31, 1998)<br />
In order to improve the organization of the crossing of the state border of the Russian Federation by<br />
natural persons, transport, vehicles, cargoes, goods and animals, to regulate the joint activities of border,<br />
customs and other bodies of control in crossing points across the state border of the Russian Federation,<br />
the Government of the Russian Federation resolves:<br />
1. To approve the enclosed <strong>Regulations</strong> for Crossing Points on the State Border of the Russian<br />
Federation.<br />
2. The Federal Border Service of the Russian Federation, the Ministry of Public Health of the<br />
Russian Federation, the Ministry of Agriculture and Foodstuffs Supply of the Russian Federation, the State<br />
Customs Committee of the Russian Federation, Federal Migration Service of Russia shall take<br />
coordinated measures to improve the transit across the border of natural persons, transport, vehicles,<br />
cargoes, goods and animals, to exclude the duplication of the functions between the state controlling<br />
bodies, and in 3-months' period specify the content and norms of the exercise corresponding types of<br />
control.<br />
The Ministry of Transport of the Russian Federation, the Ministry of Railways of the Russian<br />
Federation, the Ministry of Defence of the Russian Federation, the Ministry of Agriculture and Foodstuffs<br />
Supply of the Russian Federation, the Federal Aviation Service of the Russian Federation shall work out<br />
and approve, in coordination with the above mentioned federal executive bodies standard organizational<br />
scheme of crossing across the state border of natural persons, transport, vehicles, cargoes, goods and<br />
animals for each type of international communication.<br />
See <strong>Regulations</strong> on Using Means and Methods of Control, When Letting Persons, Transport Vehicles,<br />
Cargo, Commodities and Animals across the State Border of the Russian Federation, endorsed by<br />
Decision of the Government of the Russian Federation No. 50 of February 2, 2005<br />
3. The Ministry of Transport of the Russian Federation, the Ministry of Railways of the Russian<br />
Federation, the Ministry of Defence of the Russian Federation, the Ministry of Agriculture and Foodstuffs<br />
Supply of the Russian Federation, the State Customs Committee of the Russian Federation, the Federal<br />
Aviation Service of the Russian Federation shall work out and approve by the end of 1998 normative<br />
technical and organizational methodological documentation for the design, construction and maintenance<br />
of the crossing points on the state border of the Russian Federation.<br />
4. To nullify the Order of the Council of Ministers (Government) of the Russian Federation No. 211-p<br />
of February 12, 1993 (Collected Acts of the President and the Government of the Russian Federation,<br />
1993, No. 7, item 630).<br />
5. The financial security of the measures stipulated in the present Decision shall be implemented at<br />
the expense of the federal budget, the budgets of the subjects of the Russian Federation and other<br />
resources attracted in accordance with the legislation of the Russian Federation.<br />
Chairman of the Government<br />
of the Russian Federation<br />
Viktor Chernomyrdin<br />
<strong>Regulations</strong><br />
for Crossing Points on the State Border<br />
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of the Russian Federation<br />
(approved by the Decision of the Government<br />
of the Russian Federation No. 60 of January 19, 1998)<br />
I. General Provision (items 1-5)<br />
II. The Classification of the Crossing Points (items 6-8)<br />
II. The Order of Establishing Crossing Points (items 9-12)<br />
IV. The Order of Opening Crossing Points (items 13-12)<br />
V. The Order of Closing Crossing Points (items 20-23)<br />
VI. The Organization of the work of Crossing Points (items 24-26)<br />
VII.The Coordination of Activities of the Controlling (items 27-33)<br />
VIII.Bodies and the Administration of Crossing Points (items 34-35)<br />
IX. The Financial and Material and Technical Maintenance (items 36-40)<br />
of Crossing Points<br />
I. General Provisions<br />
1. The present <strong>Regulations</strong> determine the organizational, financial, economic and other principles of<br />
establishing, opening, functioning and closing crossing points on the state border of the Russian<br />
Federation (hereinafter referred to as crossing).<br />
2. Crossing points are intended to provide the international communication of the Russian Federation<br />
with other countries.<br />
3. Crossing points shall be established in conformity with the legislation of the Russian Federation in<br />
sea, river and fish ports, in airports and aerodromes open for international communication, in border<br />
railway stations, as well as on the sections of the country specially allocated in the immediate proximity to<br />
the state border of the Russian Federation within the limits of the border zone and in other places.<br />
The crossing point within the territory of the said facilities includes a complex of buildings, premises,<br />
structures with the corresponding technological equipment, in which the bodies border, customs and other<br />
types of control, internal affairs bodies, as well as transport and other enterprises and organizations<br />
providing for the work of the crossing point perform their official functions.<br />
Decision of the Government of the Russian Federation No. 1272 of October 31, 1998 amended Item 4<br />
of these <strong>Regulations</strong> See the previous text of the Item<br />
4. To ensure control over the observance of the established rules of crossing the state border by<br />
natural persons, transport, vehicles, cargoes, goods and animals (hereinafter referred as transport<br />
vehicles and cargoes), the corresponding federal executive bodies in crossing points shall form in the<br />
established order border, customs, sanitary-quarantine, immigration, veterinary, phyto-sanitary and<br />
transport & subdivisions of controlling bodies; to supervise the navigation properties of sea and river ships,<br />
to prevent illegal interference in the work of civil aviation, and control the traffic on the railway transport<br />
these bodies may set up inspectorates of state control, aviation security services, railway traffic security<br />
services (hereinafter referred to as control bodies).<br />
5. Other types of control organized and maintained by the federal executive bodies, by the executive<br />
bodies of the subjects of the Russian Federation, economic and other kinds of activity in the crossing<br />
points, which are not connected with catering for passengers and transport facilities carried out by natural<br />
and juridical persons shall not be permitted.<br />
II. Classification of the Crossing Points<br />
6. Crossing points shall be classified according to their kind, type of international communication and<br />
working conditions:<br />
sea, river, air, motor vehicles, railway, and pedestrian points - by the kind of international<br />
communication;<br />
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passenger, cargo, and cargo-passenger - by the type of international communication;<br />
permanent, temporary, and seasonal - by working conditions<br />
7. Crossing points may be multilateral - for crossing the state border by natural persons irrespective<br />
of their nationality, and two-way - for crossing the border by citizens (inhabitants) of the Russian<br />
Federation and of a contiguous state, including those points for crossing in a simplified order.<br />
8. Decisions of the Government of the Russian Federation on the establishment of crossing points<br />
with an indication for their classification shall be published in the official press and if necessary shall be<br />
brought by the Ministry of Foreign Affairs of the Russian Federation to the notice of diplomatic missions<br />
(consular offices) of foreign States in the Russian Federation and the concerned international<br />
organizations, diplomatic missions and consular offices of the Russian Federation abroad.<br />
III. The Order of Establishing Crossing Points<br />
9. Crossing points shall be established by decisions of the Government of the Russian Federation<br />
upon the representation of federal executive bodies and executive bodies of the subjects of the Russian<br />
Federation (hereinafter referred to as initiators).<br />
10. To determine the expediency of establishing a crossing point, the initiator shall forward to the<br />
Ministry of Foreign Affairs of the Russian Federation, the Ministry of Defence of the Russian Federation,<br />
the Ministry of Internal Affairs of the Russian Federation, the Ministry of Agriculture and Foodstuffs, the<br />
Ministry of Economics of the Russian Federation, the Ministry of Public Health of the Russian Federation,<br />
the State Customs Committee of the Russian Federation, the Federal Border Service of the Russian<br />
Federation, the Federal Security Service of the Russian Federation, the Federal Migration Service of<br />
Russia, and also to the Ministry of Transport of the Russian Federation and the Federal Highway Service -<br />
when establishing automobile crossing points and the crossing points in sea and river ports; to the Ministry<br />
of Railways of the Russian Federation - when establishing crossing points in the border railway stations; to<br />
the Ministry of Agriculture and Foodstuffs Supply of the Russian Federation - when establishing crossing<br />
points in fish ports; to the Federal Aviation Service of Russia - when establishing crossing points in<br />
airports and airdromes (unless they are initiators) the following materials:<br />
the application for establishing a crossing point with an indication of its expediency, its planned traffic<br />
capacity and the date of opening, its estimate outlays for construction )reconstruction), outfit, technical<br />
equipment, the creation and development of transport, engineering and social infrastructure, and also the<br />
sources of financing;<br />
the consent of the executive body of a subject of the Russian Federation to establish a crossing<br />
point on its territory;<br />
the commitment of the executive body of a subject of the Russian Federation, the initiator of<br />
establishing a crossing point, to provide the representatives of state control bodies and bodies of internal<br />
affairs with a dwelling space.<br />
The said federal executive bodies shall examine submitted materials and forward their report to the<br />
initiator within one month.<br />
11. To make a decision on the establishment of a crossing point, the initiator shall submit to the<br />
Government of the Russian Federation:<br />
the draft decision of the Government of the Russian Federation on the establishment of a crossing<br />
point with an indication of its classification, coordinated with federal executive bodies defined in Item 10 of<br />
the present regulations, and also with the executive body of a subject of the Russian Federation (unless it<br />
is an initiator);<br />
the calculations of outlays from the federal budget, the budgets of the subjects of the Russian<br />
Federation and other sources of financing the design, construction (reconstruction), arrangement and<br />
technical equipment of a crossing point, and also additional costs of maintaining state control bodies.<br />
12. The decision on the establishment of a crossing point adopted by the Government of the Russian<br />
Federation serves as a basis for the financing of the design, construction (reconstruction), arrangement<br />
and technical equipment of a crossing point, and also for the creation and development of transport,<br />
engineering and social infrastructure.<br />
IV. The order of Opening Crossing Points<br />
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13. Crossing points shall be opened after the all-round completion of their construction<br />
(reconstruction), arrangement and technical equipment, the creation of transport, engineering social<br />
infrastructure.<br />
14. After making a decision on establishing a crossing point, the initiator, written the limits of his<br />
competence, shall fulfil the functions of a customer of the design, construction (reconstruction)<br />
arrangement and technical equipment of the crossing point.<br />
The customer shall determine a customer-developer in the established order, carry out general<br />
coordination between the federal executive bodies, the executive bodies of the subjects of the Russian<br />
Federation and other interested juridical persons in the design and construction (reconstruction) of the<br />
crossing point.<br />
15. The customer-developer, on the basis of the proposals of the concerned federal executive bodies<br />
and in conformity with the norms and rules of the Russian Federation, shall work out assignments for<br />
design and design estimate documentation of the construction (reconstruction), arrangement and technical<br />
equipment of the crossing point.<br />
16. Assignments for design and design estimate documentation of the construction (reconstruction),<br />
arrangement and technical equipment of the crossing point shall be coordinated with the interested federal<br />
executive bodies indicated in Item 10 of the present <strong>Regulations</strong>.<br />
17. Upon the completion of the construction (reconstruction), arrangement and technical equipment<br />
of the crossing point the customer shall appoint a joint commission and ensure the acceptance of the<br />
completed facility.<br />
The joint interdepartmental commission shall be staffed by representatives of the initiator, federal<br />
executive bodies depending on the types of transport communication and kinds of control, which will be<br />
executed in conformity with the legislation of the Russian Federation in the new crossing point, and of the<br />
executive body of a subject of the Russian Federation, on the territory of which the point is being opened.<br />
18. On the basis of the report of the joint commission the corresponding transport federal executive<br />
body shall adopt a normative legal act on the opening of a crossing point, coordinated with the federal<br />
executive bodies exercising different types of control.<br />
19. The period of functioning of temporary crossing points and the periods of work of seasonal<br />
crossing points shall be determined by decision of the Government of the Russian Federation on their<br />
establishment.<br />
V. The Order of Closing Crossing points<br />
20. A crossing point may be closed on the basis of:<br />
The enforcement of international agreements of the Russian Federation on the termination of<br />
transport communication across the state border of the Russian Federation:<br />
the unilateral decision of the Russian Federation or any other country on the termination of the<br />
international treaties to which the Russian Federation is a signatory;<br />
the presentation by the concerned federal executive bodies, the executive bodies of the subjects of<br />
the Russian Federation about the inexpediency or impossibility of further functioning of a crossing point.<br />
21. To prepare report on the closing of a crossing at the initiative of federal executive bodies or<br />
executive bodies of the subjects of the Russian Federation, the initiator of closing shall form a joint<br />
interdepartmental commission in the composition defined in Item 17 of the present <strong>Regulations</strong>.<br />
22. A temporary closure of a crossing point may be done by decision of the Government of the<br />
Russian Federation in the following cases:<br />
in case of extraordinary situations, natural calamities, situations of a technogenic character and<br />
others, which make impossible the transport communication or the functioning of state control bodies;<br />
for sanitary and quarantine reasons.<br />
23. The adoption or reversal of a decision about the temporary closure of a crossing point shall be<br />
communicated in the order, envisaged by the international agreements of the Russian Federation, through<br />
diplomatic channels to a country contiguous with the Russian Federation and to other concerned States in<br />
case of necessity.<br />
Before the time the temporary closed crossing point resumes its works, the structural subdivisions of<br />
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state controlling bodies shall not be subject to disbandment and shall be used by decision of<br />
corresponding chiefs of the federal executive bodies.<br />
VI. The Organization of the Work of Crossing Points<br />
24. The general procedure for the work of a crossing point - the time of the beginning and the end of<br />
its work, technological breaks, schedules of the official registration of natural persons, transport facilities<br />
and cargoes crossing the state border, - shall be approved by joint decision of the heads of state<br />
controlling bodies and the chief of the airport and airdrome, sea, and river port, railway station or other<br />
transport enterprises (hereinafter referred to as administration of a crossing point).<br />
25. The succession of all types of control in the crossing points shall be defined by standard<br />
schemes of the organization of transit across the state border by natural persons, transport vehicles and<br />
cargoes by kinds of international communication, which are coordinated with & federal executive bodies,<br />
carrying out different types of control and shall be approved by normative legal acts of corresponding<br />
transport ministries and government departments.<br />
26. Technological schemes of crossing the state border of the Russian Federation, by natural<br />
persons vehicles and cargoes in concrete crossing points shall be brought into operation by joint decision<br />
of the heads of the state control bodies and the administration of the crossing point according to the<br />
standard schemes of the organization of crossing the state border by natural persons, transport vehicles<br />
and cargoes, considering local conditions.<br />
VII. The Coordination of the Activities of the Controlling Bodies<br />
and the Administration of the Crossing Points<br />
27. The state controlling bodies and the administration of the crossing points shall coordinate their<br />
activities in the following directions:<br />
the joint analysis of the forming situation in the crossing point, the forecasting of trends in changes of<br />
passenger and cargo flows, possible violations of the rules of crossing the state border of the Russian<br />
Federation by natural persons and transport vehicles and cargoes;<br />
- the working out and implementing proposals on the improvement of the work of the crossing point;<br />
the working out approval of schemes of crossing the state border of the Russian Federation and<br />
plans of cooperation.<br />
28. The coordination of the work of the state controlling bodies and the administration of the crossing<br />
points in questions of the maintenance of the regime of the state border of the Russian Federation and the<br />
regime in the crossing points shall be exercised by the commanders of the units of border control, while<br />
the maintenance of the regime of the customs control zone shall be effected by heads of the customs<br />
bodies, and that of production and economic activities by the chief of the administration of the crossing<br />
point.<br />
29. In order to maintain the coordination of the work, coordination meetings shall be convened, the<br />
composition of which is formed by the heads of the subdivisions of the state controlling bodies in the<br />
crossing points, the territorial security and internal affairs bodies, the administration of the crossing points,<br />
and also representatives of the executive body of a subject of the Russian Federation or a local selfgovernment<br />
body.<br />
Members of a coordination meeting enjoy equal rights when they discuss questions and adopt<br />
decisions.<br />
Other persons may be invited to coordination meetings in case of necessity. A decision on their<br />
participation shall be taken by the members of the coordination meeting.<br />
30. Coordination meetings shall be held in case of need, but at least once in a quarter, as also on the<br />
initiative of one of the members of the coordination meeting.<br />
31. Coordination meeting shall make decisions on the questions coming within their jurisdiction. A<br />
decision shall be considered to be adopted, if it is approved by all members of the coordination meeting.<br />
32. The decisions of the coordination meeting shall be implemented by means of publishing<br />
regulatory documents.<br />
33. Official persons indicated in Item 29 of the present <strong>Regulations</strong>, shall ensure the implementation<br />
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of decisions coming the their jurisdiction.<br />
VIII. The Order of the Reconstruction of Crossing Points.<br />
34. The proposal to reconstruct a crossing point shall be submitted to corresponding transport<br />
federal executive body (unless it is the initiator of reconstruction), which after agreement with the federal<br />
executive bodies carrying out different types of control, and with the executive body of a subject of the<br />
Russian Federation, shall take a decision on reconstruction.<br />
The decision shall determine the amount of reconstruction, the sources of its financing, the terms of<br />
its execution, the rules of functioning of the crossing point in the period of reconstruction.<br />
35. The assignment for the design, project-estimate documentation of the draft reconstruction of<br />
crossing points shall be worked out in the order, envisaged by Items 15 and 16 of the present <strong>Regulations</strong>.<br />
IX. The Financial and Material and Technical Maintenance<br />
of the Crossing Point<br />
36. The construction (reconstruction) of the crossing points, opened on the initiative of federal<br />
executive bodies, their outfit and technical equipment shall be carried out at the expense of the federal<br />
budget, the budgets of the subjects of the Russian Federation, allocated to the customers of these<br />
projects, as well as other funds, attracted according to the legislation of the Russian Federation.<br />
37. The construction (reconstruction) of crossing points, opened on the initiative of the executive<br />
bodies, their equipment, and also the creation of transport and engineering infrastructure shall be carried<br />
out at the expense of the budgets of the subjects of the Russian Federation, and also other funds,<br />
attracted according to the legislation of the Russian Federation.<br />
38. After the crossing point is brought into operation, the structural subdivisions of the state<br />
controlling bodies shall be provided in the established order with service and subsidiary premises, special<br />
places and technological equipment, necessary for the maintenance of proper control.<br />
39. Expenses on the equipment of a crossing point with special apparatus and technical means of<br />
control, their operation, as well as the salaries of the staff of the structural subdivisions of the state<br />
controlling bodies shall be made from the federal budget, envisaged for the corresponding federal<br />
executive bodies and also other funds attracted according to the legislation of the Russian Federation.<br />
40. The structural subdivisions of the state controlling bodies shall use the service and subsidiary<br />
premises, special places and technological equipment in conformity with their purpose according to the<br />
existing norms and rules.<br />
Appendix 3 - UK Standard Terms & Conditions for Towage & Other Services.<br />
1.<br />
(a) The agreement between the Tug owner and the Hirer is and shall at all times be subject to and include<br />
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each and all of the conditions hereinafter set out.<br />
(b) for the purposes of these conditions “towing” is any operation in connection with the holding, pushing,<br />
pulling, moving, escorting or guiding of or standing by the Hirer’s vessel, and the expressions “to tow”,<br />
“being towed” and “towage” shall be defined likewise.<br />
“vessel” shall include any vessel, craft or object of whatsoever nature (whether or not coming within the<br />
usual meaning of the word “vessel”) which the Tug owner agrees to tow or to which the Tug owner agrees<br />
at the request, express or implied, of the Hirer, to render any service of whatsoever nature other than<br />
towing.<br />
“tender” shall include any vessel, craft or object of whatsoever nature which is not a tug but which is<br />
provided by the Tug owner for the performance of any towage or other service.<br />
The expression “whilst towing” shall cover the period commencing when the tug or tender is in a position<br />
to receive orders direct from the Hirer’s vessel to commence holding, pushing, pulling, moving, escorting,<br />
guiding or standing by the vessel to pick up ropes, wires or lines, or when the towing line has been passed<br />
to or by the tug or tender, whichever is sooner, and ending when the final orders from the Hirer’s vessel to<br />
cease holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to cast off ropes,<br />
wires or lines has been carried out, or the towing line has been finally slipped, whichever is the later, and<br />
the tug or tender is safely clear of the vessel.<br />
Any service of whatsoever nature to be performed by the Tug owner other than towing shall be deemed to<br />
cover the period commencing when the tug or tender is placed physically at the disposal of the Hirer at the<br />
place designated by the position to receive and forthwith carry out orders to come alongside and shall<br />
continue until the employment for which the tug or tender has been engaged is ended. If the service is to<br />
be ended at or off a vessel the period of service shall end when the tug or tender is safely clear of the<br />
vessel or, if it is to be ended elsewhere, then when any persons or property of whatsoever description<br />
have been landed or discharged from the tug or tender and/or the service for which the tug or tender has<br />
been required is ended.<br />
The word “tug” shall include “tugs”, the word “tender” shall include “tenders”, the word “vessel” shall<br />
include “vessels”, the word “Tug owner” shall include “Tug owners”, and the word “Hirer” shall include<br />
“Hirers”.<br />
The expression “tug owner” shall include and persons or body (other than the Hirer or the owner of the<br />
vessel on whose behalf the Hirer contracts as provided in Clause 2 hereof) who is party to this agreement<br />
whether or not he in fact owns the tug or tender, and the expression “other Tug owner” contained in<br />
Clause 5 hereof shall be construed likewise.<br />
If at the time of making this agreement or of performing the towage or of rendering any service other than<br />
towing at the request, express or implied, of the Hirer, the Hirer is not the owner of the vessel referred to<br />
herein as “the Hirer’s vessel”, the Hirer expressly represents that he is authorised to make and does make<br />
this agreement for and on behalf of the owner of the said vessel subject to each and all of these conditions<br />
and agrees that both the Hirer and the Owner are bound jointly and severally by these conditions.<br />
Whilst towing or whilst at the request, express or implied, of the Hirer, rendering any service other than<br />
towing, the master and crew of the tug or tender shall be deemed to be the servants of the Hirer and under<br />
the control of the Hirer and/or his servants and/or his agents, and anyone on board the Hirer’s vessel who<br />
may be employed and/or paid by the Tug owner shall likewise be deemed to be the servant of the Hirer<br />
and the Hirer shall accordingly be vicariously liable for any act or omission by any such person so deemed<br />
to be the servant of the Hirer.<br />
Whilst towing, or whilst at the request, either express or implied, of the Hirer rendering any service of<br />
whatsoever nature other than towing: (a) The Tug owner shall not (except as provided in Clause 4(c) and<br />
(e) hereof) be responsible for or be liable for (i) Damage of any description done by or to the tug or<br />
tender; or done by or to the Hirer’s vessel or done by or to any cargo or other thing on board or being<br />
loaded on board or intended to be loaded on board the Hirer’s vessel or the tug or tender or to or by any<br />
other object or property or loss of the tug or tender or the Hirer’s vessel or any cargo or other thing on<br />
board or being loaded on board or intended to be loaded on board the Hirer’s vessel or the tug or tender<br />
or any other object or property; or any claim by a person not a party to this agreement for loss or damage<br />
of any description whatsoever; arising from any cause whatsoever, including (without prejudice to the<br />
generality of the foregoing) negligence at any time of the Tug owner his servants or agents,<br />
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unseaworthiness, unfitness or breakdown of the tug or tender, its machinery, boilers, towing gear,<br />
equipment, lines, ropes or wires, lack of fuel, stores, speed or otherwise and The Hirer shall (except as<br />
provided in Clause 4(c) and (e) be responsible for, pay for and indemnify the Tug owner against and in<br />
respect of any loss or damage and any claims of whatsoever nature or howsoever arising or caused,<br />
whether covered by the provisions of Clause 4(a) hereof or not, suffered by or made against the Tug<br />
owner and which shall include, without prejudice to the generality of the foregoing, any loss or damage to<br />
the tug or tender or any property of the Tug owner even if the same arises from or is caused by the<br />
negligence of the Tug owner his servants or agents.<br />
(c) The provisions of Clause 4(a) and 4(b) hereof shall not be applicable in respect of any claims<br />
which arise in any of the following circumstances:-<br />
All claims which the Hirer shall prove to have resulted directly and solely from the personal failure of the<br />
Tug owner to exercise reasonable care to make the tug or tender seaworthy for navigation at the<br />
commencement of the towing or other service. For the purpose of this Clause the Tug owner’s personal<br />
responsibility for exercising reasonable care shall be construed as relating only to the person or persons<br />
having the ultimate control and chief management of the Tug owner’s business and to any servant<br />
(excluding the officers and crew of any tug or tender) to whom the Tug owner has specifically delegated<br />
the particular duty of exercising reasonable care and shall not include any other servant of the Tug owner<br />
or any agent or independent contractor employed by the Tug owner.<br />
All claims which arise when the tug or tender, although towing or rendering some service other than<br />
towing, is not in a position of proximity or risk to or from the Hirer’s vessel or any other craft attending the<br />
Hirer’s vessel and is detached from and safely clear of any ropes, lines, wire cables or moorings<br />
associated with the Hirer’s vessel. Provided always that, notwithstanding the foregoing, the provisions of<br />
Clause 4(a) and 4(b) shall be fully applicable in respect of all claims which arise at any time when the tug<br />
or tender is at the request, whether express or implied, of the Hirer, his servants or his agents, carrying<br />
persons or property of whatsoever description (in addition to the Officers and Crew and usual equipment<br />
of the tug or tender) and which are wholly or partly caused by or arise out of the presence on board of<br />
such persons or property or which arise at anytime when the tug or tender is proceeding to or from the<br />
Hirer’s vessel in hazardous conditions or circumstances.<br />
Notwithstanding anything hereinbefore contained, the Tug owner shall under no circumstances<br />
whatsoever be responsible for or be liable for any loss or damage caused by or contributed to arising out<br />
of any delay or detention of the Hirer’s vessel or of the cargo on board or being loaded on board or<br />
intended to be loaded on board the Hirer’s vessel or of any other object or property or of any person, or<br />
any consequence thereof, whether or not the same shall be caused or arise whilst towing or whilst at the<br />
request, either express or implied, of the Hirer rendering any service of whatsoever nature other than<br />
towing or at any other time whether before during or after the making of this agreement.<br />
Notwithstanding anything contained in Clauses 4(a) and (b) hereof the liability of the Tug owner for death<br />
or personal injury resulting from negligence is not excluded or restricted thereby.<br />
The Tug owner shall at any time be entitled to substitute one or more tugs or tenders for any other tug or<br />
tender or tugs or tenders. The Tug owner shall at any time (whether before or after the making of this<br />
agreement between him and the Hirer) be entitled to contract with any other Tug owner (hereinafter<br />
referred to as "the other Tug owner") to hire the other Tug owner’s tug or tender and in any such event it is<br />
hereby agreed that the Tug owner is acting (or is deemed to have acted) as the agent for the Hirer,<br />
notwithstanding that the Tug owner may in addition, if authorised whether expressly or impliedly by or on<br />
behalf of the other Tug owner, act as agent for the other Tug owner at any time and for the purpose<br />
including making of any agreement with the Hirer, in any event should the Tug owner as agent for the<br />
Hirer contract with the other Tug owner for any purpose as aforesaid it is hereby agreed that that such<br />
contract is and shall be at all times be subject to the provisions of these conditions so that the other Tug<br />
owner is bound by the same and may as a principal sue the Hirer thereon and shall have the full benefit of<br />
these conditions in every respect expressed or implied herein.<br />
Nothing contained in these conditions shall limit, prejudice or preclude in any way any legal rights which<br />
the Tug owner may have against the Hirer including, but not limited to, any rights which the Tug owner or<br />
his servants or agents may have to claim salvage remuneration or special compensation for any<br />
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extraordinary services rendered to vessels or anything aboard vessels by any tug or tender. Furthermore,<br />
nothing contained in these conditions shall limit, prejudice, or preclude in any way any right which the Tug<br />
owner may have to limit his liability.<br />
The Tug owner will not in any event be responsible or liable for the consequences of war, riots, civil<br />
commotions, acts of terrorism or sabotage, strikes, lockouts, disputes, stoppages or labour disturbances<br />
(whether he be a party thereto or not) or anything done in contemplation or furtherance thereof or delays<br />
of any description, howsoever caused or arising, including by the negligence of the Tug owner for the<br />
benefit of his servants or agents.<br />
The Hirer of the tug or tender engaged subject to these conditions undertakes not to take or cause to be<br />
taken any proceedings against any servant or agent of the Tug owner or other Tug owner whether or not<br />
the tug or tender substituted or hired or the contract or any part thereof has been sublet to the owner of<br />
the tug or tender, in respect of any negligence or breach of duty or other wrongful act on the part of such<br />
servant or agent which, but for this present provision, it would be competent for the Hirer so to do and the<br />
owners of such tug or tender shall hold this undertaking for the benefit of their servants and agents.<br />
(a) The agreement between the Tug owner and the Hirer is and shall be governed by English Law and<br />
the Tug owner and the Hirer hereby accept, subject to the proviso contained in sub clause (b) hereof, the<br />
exclusive jurisdiction of the English Courts (save where registered office of the Tug owner is situated in<br />
Scotland when the agreement is and shall be governed by Scottish Law and the Tug owner and the Hirer<br />
hereby shall accept the exclusive jurisdiction of the Scottish Courts).<br />
(b) No suit shall be brought in any jurisdiction other than that provided in sub-clause (a) hereof save that<br />
either the Tug owner or the Hirer shall have the option to bring proceedings to obtain the arrest of or other<br />
similar remedy against any vessel or property owned by the other party hereto in any jurisdiction where<br />
such vessel or property may be found.<br />
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Appendix 4 - <strong>Terminal</strong> Marine Craft - General Particulars.<br />
TUGS<br />
Name<br />
1 – SVITZER SAKHALIN<br />
2 – SVITZER ANIVA<br />
3 – SVITZER KORSAKOV<br />
4 – SVITZER BUSSE<br />
Type Twin azimuth stern drive –<br />
DNV ICE-05 or equivalent<br />
Ice Class Tugs<br />
Operated by Svitzer<br />
Wijsmuller<br />
Flag Russian Russian<br />
Length Overall 34.5m 15 m<br />
Breadth, Moulded 13m 4.8m<br />
Depth, At side amidships 6.5m 2.4m<br />
Draft, Design 5.7m 1.8m<br />
Propulsion Twin azimuth stern drive 650 HP<br />
Mooring Boat<br />
1 – SVITZER KRILYON<br />
2 – SVITZER MONERON<br />
Twin fixed pitch propellers<br />
capable of operating to –25<br />
deg.C.<br />
Performance<br />
Speed<br />
12 kts.<br />
Bollard Pull Ahead 70 Tonnes 8 Tonnes<br />
Bollard Pull Astern 65 Tonnes 8 Tonnes<br />
Ice Performance 3 Knots in 85 cm of ice None<br />
Equipment<br />
Fire-fighting to Fi Fi Cl. 1<br />
Pollution response<br />
Crane, for maintenance<br />
duties<br />
Towing equipment<br />
10m3/10m3 Foam and<br />
dispersant fitted<br />
Dispersant 10m3<br />
Fitted.<br />
Fitted.<br />
Designed & constructed for<br />
the following use:<br />
1) Rescue launch<br />
2) Back-up mooring launch<br />
3) Pilot boat<br />
4) Passenger launch<br />
5) General work boat<br />
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Appendix 5 - Mooring Procedures LNG Jetty.<br />
The moorings will be 3.3.2 forward and aft.<br />
A sequential mooring running sequence based upon the following has been agreed.<br />
Mooring.<br />
• First lines ashore will be single Spring lines forward and aft.<br />
• Second lines ashore will be single Breast lines forward and aft.<br />
• The remaining moorings 3.3.2 will be run to sequence best suited to operational conditions<br />
agreed between Pilot/Loading Master and the ship’s Master.<br />
Unmooring.<br />
• The vessels will single up to a single Spring line and single Breast line forward and aft,<br />
letting go from forward and aft moving inwards towards the centre of the vessel.<br />
• On final letting go the vessel will let go both final Spring and Breast line together.<br />
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Appendix 6 - Conditions of Use (COU).<br />
Sakhalin Energy Investment Company Ltd.<br />
All facilities and assistance of any kind whatsoever provided by Sakhalin Energy Investment<br />
Company Ltd. and/or (hereinafter collectively and severally referred to as ‘Company’ which<br />
term shall be deemed to include their respective servants, agents and contractors including<br />
production sharing contractors and their affiliates in whatever capacity they may be acting) to<br />
vessels calling at the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> (including its anchorage and approaches<br />
associated therewith and the liquefaction plant, storage areas, terminals or facilities therein,<br />
collectively hereinafter called “the <strong>Terminal</strong>”) whether charged for or not by the Company, are<br />
provided subject to the following Conditions (whether or not a copy of the same has been<br />
signed):<br />
All LNG Carriers nominated for this <strong>Terminal</strong> must be capable of operating within the physical<br />
limitations of the <strong>Terminal</strong>’s berth dimensions, loading arm envelopes and mooring equipment<br />
as detailed in the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> or as advised by the<br />
<strong>Terminal</strong> from time to time.<br />
All Crude Oil tankers nominated for this <strong>Terminal</strong> must be capable of operating within the<br />
physical limitations of the Tanker Loading Unit (TLU), Loading hose arrangement and mooring<br />
equipment as detailed in the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> or as advised by<br />
the <strong>Terminal</strong> from time to time.<br />
All Tankers nominated at this port during the ‘Ice Period’ must comply with the terminal<br />
Requirements for vessels loading at that time of year as detailed in the <strong>Prigorodnoye</strong> <strong>Export</strong><br />
<strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> or as advised from time to time.<br />
In addition to any other conditions which may be prescribed by regulation, law or enactment,<br />
any and all facilities and assistance of any sort whatsoever provided by the Company in<br />
connection with the <strong>Terminal</strong> and <strong>Terminal</strong> facilities whether or not any charge is made by the<br />
Company therefore, are provided subject to the following conditions:<br />
The Master of any vessel shall in all circumstances remain solely responsible on behalf of his<br />
owners for the safety and proper navigation of his vessel, and shall comply with the<br />
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> at all times.<br />
All vessels berthing at <strong>Prigorodnoye</strong> must use the <strong>Terminal</strong>’s tugs operated by SEIC.<br />
Towage is provided under the “UK Terms & Conditions for Towage and Other Services<br />
(Revised 1986)”, a copy of which is attached to the end of <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong><br />
<strong>Regulations</strong> in Appendix 3.<br />
Subject to the provisions of any applicable Ship-Shore Liability Agreement for LNG carriers<br />
entered into by the Parties:<br />
(a)<br />
(b)<br />
Neither Company nor its servants, agents or contractors (in whatsoever capacity they<br />
may be acting) shall be responsible for any loss, damage or delay arising from the use<br />
of the <strong>Port</strong> or its berths by any Vessel including but not limited to any assistance,<br />
advice or instructions given or tendered in respect of any Vessel, whether by way of<br />
pilotage or berthing services, the provision of navigational facilities, including buoys or<br />
other channel markings or otherwise, even if such loss, damage or delay shall have<br />
been caused by the negligence or other default of either Company, its servants,<br />
agents or contractors.<br />
If in connection with any use by any vessel of any berth or jetty or of any part of the<br />
Company’s premises, or of any gear or equipment provided by the Company, or of<br />
any craft or of any other facility or property of any sort whatsoever, belonging to or<br />
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provided by the Company, any loss of, or damage is caused to any such berth, jetty,<br />
premises, gear or equipment, craft or other facility or property, or injury or death to any<br />
person employed on the premises, due to whatever reason and irrespective of<br />
whether there has been any negligence or default on the part of the vessel or the<br />
owners, their servants agents or contractors, in any such event the vessel and<br />
owners, their servants, agents or contractors shall hold the Company harmless from<br />
and indemnified against all loss or damage and against all such loss or damage and<br />
against all loss sustained by the Company consequent thereon, except if such loss,<br />
damage or delay shall have been caused by the default of either Company, its<br />
servants, agents or contractors.<br />
(c)<br />
(d)<br />
(e)<br />
(f)<br />
Further, the Vessel and her Owners shall hold the Company harmless from and<br />
indemnified against all and any claim, damages, costs and expenses arising out of<br />
any loss, injury, damage caused to any third party by the Vessel or by her master or<br />
crew or by any other servant or agent of the owners.<br />
The Company shall use reasonable endeavours to ensure that the <strong>Port</strong> is safe and<br />
suitable for Vessels, but no guarantee, undertaking or warranty of such safety and/or<br />
suitability is given and none shall be implied.<br />
The Company shall not be liable for any demurrage, loss claims or demands<br />
whatsoever resulting from or relative to any omission by the Government of Russia or<br />
representatives thereof.<br />
The benefit of any relief or limitation of liability, hold harmless or indemnity under the<br />
foregoing provisions shall extend to any associated company or co-venturer of the<br />
Company.<br />
Nothing in these Conditions of Use shall prevent any party from relying on any entitlement to<br />
limit their liability under any applicable international conventions or laws.<br />
These conditions shall be governed by (English) law and if so requested by the Company, the<br />
Vessel and its Owners shall submit to the jurisdiction of the (English) courts.<br />
ACKNOWLEDGEMENT<br />
Name of vessel: __________________________<br />
As Master of the above named vessel I acknowledge for and on behalf of the Vessels Owners<br />
and Operators, that the above Conditions of Use, of the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong>, as<br />
stated in the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> govern the use by such vessel of<br />
the said <strong>Port</strong>.<br />
Signed:<br />
_______________________________<br />
Master,<br />
For Owners and Operators<br />
Dated:<br />
________________<br />
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Appendix 7 - Ship Shore Safety Check List.<br />
SHIP SHORE SAFETY CHECK LIST<br />
Ship’s<br />
Name:<br />
Date of<br />
Arrival:<br />
Berth: LNG / TLU *<br />
[*Delete as appropriate]<br />
Time of Arrival:<br />
INSTRUCTIONS FOR COMPLETION:<br />
The safety of operations requires that all questions should be answered affirmatively by clearly<br />
ticking () the appropriate box. If an affirmative answer is not possible, the reason should be<br />
given and agreement reached upon appropriate precautions to be taken between the ship and<br />
the terminal. Where any question is considered to be not applicable, then a note to that effect<br />
should be inserted in the remarks column. A box in the columns 'ship' and 'terminal' indicates<br />
that checks should be carried out by the party concerned. The presence of the letters A, P or<br />
R in the column 'Code' indicates the following:<br />
A- any procedures and agreements should be in writing in the remarks column of this check<br />
list or other mutually acceptable form. In either case, the signature of both parties should be<br />
required.<br />
P- in the case of a negative answer the operation should not be carried out without the<br />
permission of the <strong>Port</strong> Authority.<br />
R- indicates items to be rechecked at intervals not exceeding that agreed in the declaration.<br />
PART ‘A’ – BULK LIQUID GENERAL<br />
General Ship <strong>Terminal</strong> Code Remarks<br />
Is the ship securely moored<br />
Are emergency towing wires<br />
correctly positioned<br />
Is there safe access between ship<br />
and shore<br />
Is ship ready to move under its<br />
own power<br />
Is there an effective deck watch in<br />
attendance on board and adequate<br />
supervision on the <strong>Terminal</strong> and<br />
on the ship<br />
Is the agreed ship/shore<br />
communication system operative<br />
Has the emergency signal to be<br />
used by the ship and shore been<br />
explained and understood<br />
Have procedures for cargo, bunker<br />
and ballast handling been agreed<br />
Have the hazards associated with<br />
toxic substances in the cargo<br />
being handled been identified and<br />
agreed<br />
R<br />
R<br />
R<br />
PR<br />
R<br />
AR<br />
A<br />
AR<br />
Stop cargo at:<br />
Disconnect at:<br />
Unberth at:<br />
kts<br />
kts<br />
kts<br />
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Has the emergency shut down<br />
procedure been agreed<br />
Are fire hoses and fire fighting<br />
equipment on board and ashore<br />
positioned and ready for<br />
immediate use<br />
Are cargo and bunker hoses/arms<br />
in good condition, properly rigged<br />
and appropriate for the service<br />
intended<br />
A<br />
R<br />
General Ship <strong>Terminal</strong> Code Remarks<br />
Are scuppers effectively plugged<br />
and drip trays in position , both on<br />
R<br />
board and ashore<br />
Are unused cargo and bunker<br />
connections properly secured with<br />
blank flanges fully bolted<br />
Are sea and overboard discharge<br />
valves , when not in use, closed<br />
and visibly secured<br />
Are all cargo and bunker tank lids<br />
closed<br />
Is the agreed tank venting system<br />
being used<br />
AR<br />
Are hand torches of an approved<br />
type<br />
Are portable VHF/UHF transceivers<br />
of an approved type<br />
Are the ship’s main radio<br />
transmitter aerials earthed and<br />
radars switched off<br />
Are electric cables to portable<br />
electrical equipment disconnected<br />
from power<br />
Are all external doors and ports in<br />
the accommodation closed<br />
R<br />
Are window-type air conditioning<br />
units disconnected<br />
Are air conditioning intakes which<br />
may permit entry of cargo vapours<br />
closed<br />
Are the requirements for use of the<br />
galley and other cooking<br />
appliances being observed<br />
Are smoking regulations being<br />
observed<br />
R<br />
Are naked light regulations being<br />
observed<br />
Is there provision for emergency<br />
escape<br />
Are sufficient personnel on board<br />
and ashore to deal with an<br />
R<br />
emergency<br />
Are adequate insulating means in<br />
place in the ship/shore<br />
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connection<br />
Have measures been taken to<br />
ensure sufficient pump room<br />
ventilation<br />
If the ship is capable of closed<br />
loading, have requirements for<br />
closed operations been agreed<br />
Has an adequate vapour return line<br />
been connected<br />
If a vapour return line is<br />
connected, have operating<br />
parameters been agreed<br />
Are ship emergency fire control<br />
plans located externally<br />
R<br />
R<br />
If the ship is fitted or is required to be fitted with an Inert gas System the following questions<br />
should be answered.<br />
Inert Gas System Ship <strong>Terminal</strong> Code Remarks<br />
Is the Inert gas System fully<br />
operational and in good working<br />
P<br />
order<br />
Are deck seals in good working<br />
order<br />
R<br />
Are liquid levels in p/v breakers<br />
correct<br />
R<br />
Have fixed and portable oxygen<br />
analysers been calibrated and are<br />
R<br />
working properly<br />
Are fixed IG pressure and oxygen<br />
recorders working<br />
R<br />
Are all cargo tank atmospheres 8%<br />
or less oxygen content by volume<br />
PR<br />
and with positive pressure<br />
Are all individual tank IG valves (if<br />
fitted) correctly set and locked<br />
R<br />
Are all the persons in charge of<br />
cargo operations aware that in the<br />
case of failure of the Inert Gas<br />
Plant, discharge operations should<br />
cease and the terminal so<br />
advised<br />
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If the ship is fitted with a crude oil washing system, and intends to crude oil wash (COW) the<br />
following questions should be answered.<br />
Crude Oil Washing Ship <strong>Terminal</strong> Code Remarks<br />
In the Pre-Arrival Crude Oil<br />
Washing Check List, as contained<br />
in the approved Crude Oil Washing<br />
Manual, satisfactorily completed<br />
In the Crude Oil Washing Check<br />
List for use before, during and<br />
after Crude Oil Washing, as<br />
R<br />
contained in the approved Crude<br />
Oil Washing Manual, available and<br />
being used<br />
If the ship is planning to tank clean alongside, the following questions should be answered.<br />
Tank Cleaning Ship <strong>Terminal</strong> Code Remarks<br />
Are tank cleaning operations<br />
planned during the ship's stay Y/N*<br />
alongside the shore installation<br />
If so, have the <strong>Port</strong> Authority and<br />
<strong>Terminal</strong> Authority been informed<br />
Y/N* Yes/No*<br />
*Delete ‘Yes’ or ‘No’ as appropriate.<br />
PART ‘C’ – BULK LIQUEFIED GASES<br />
Bulk Liquefied Gases Ship <strong>Terminal</strong> Code Remarks<br />
Is information available giving the<br />
necessary data for the safe<br />
handling of the cargo including, if<br />
applicable, a manufacturer’s<br />
inhibition certificate<br />
Is the water spray system ready<br />
for use<br />
Is sufficient suitable protective<br />
equipment (including self<br />
contained breathing apparatus)<br />
and protective clothing ready for<br />
immediate use<br />
Are hold and inter-barrier spaces<br />
properly inerted or filled with dry<br />
air as required<br />
Are all remote control valves in<br />
working order<br />
Are the required cargo pumps and<br />
compressors in good order, and<br />
A<br />
maximum working pressures been<br />
agreed between ship and shore<br />
Is reliquefaction or boil off control<br />
equipment in good order<br />
Bulk Liquefied Gases Ship <strong>Terminal</strong> Code Remarks<br />
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Is gas detection equipment<br />
properly set for the cargo,<br />
calibrated and in good order<br />
Are cargo system gauges and<br />
alarms correctly set and in good<br />
order<br />
Are emergency shutdown systems<br />
working properly<br />
Does shore know the closing rate<br />
of ship’s automatic valves; does<br />
ship have similar details of shore<br />
system<br />
Has information been exchanged<br />
between ship and shore on the<br />
maximum/minimum<br />
temperatures/pressures of the<br />
cargo to be handled<br />
Are cargo tanks protected against<br />
overfilling at all times while any<br />
cargo operations are in progress<br />
Is compressor room properly<br />
ventilated; the electrical motor<br />
room properly pressurised and is<br />
the alarm system working<br />
Are cargo tank relief valves set<br />
correctly and actual relief valve<br />
settings clearly and visibly<br />
displayed<br />
Tank No 1………………………….<br />
Tank No 2…………………………<br />
Tank No 3…………………………<br />
Tank No 4…………………………<br />
Tank No 5…………………………<br />
Tank No 6………………………….<br />
Tank No 7…………………………<br />
Tank No 8…………………………<br />
Tank No 9…………………………<br />
Tank No 10…………………………<br />
A<br />
A<br />
Ship……………………<br />
Shore………………….<br />
DECLARATION:<br />
We the undersigned have checked, where appropriate jointly, the items on this check list and<br />
have satisfied ourselves that the entries we have made are correct to the best of our<br />
knowledge.<br />
We have also made arrangements to carry out repetitive checks as necessary and agreed that<br />
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those items marked with the letter ‘R’ in the column 'Code' should be re-checked at intervals<br />
not exceeding 4 hours.<br />
For Ship<br />
Name:<br />
Rank:<br />
Signature:<br />
Date:<br />
For Shore<br />
Name:<br />
Position:<br />
Signature:<br />
Date:<br />
Updated: Date/Time/Signature<br />
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Appendix 8 - Safety Letter and acknowledgement of <strong>Port</strong> <strong>Regulations</strong>.<br />
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong><br />
Date<br />
……………………<br />
The Master,<br />
SS/MV ...........................<br />
Dear Sir,<br />
Responsibility for the safe conduct of operations whilst your ship is at this terminal rests jointly<br />
with you, as master of the ship, and with the responsible terminal representative. We wish,<br />
therefore, before operations start, to seek your full co-operation and understanding on the<br />
safety requirements set out in the ship/shore safety checklist which are based on safe<br />
practices widely accepted by the oil and the tanker industries and of the requirements of the<br />
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong>.<br />
We expect you, and all under your command, to adhere strictly to these requirements<br />
throughout your stay alongside this terminal and we, for our part, will ensure that our<br />
personnel do likewise, and co-operate fully with you in the mutual interest of safe and efficient<br />
operations.<br />
Before the start of operations, and from time to time thereafter, for our mutual safety, a<br />
member of the terminal staff, where appropriate together with a responsible officer, will make a<br />
routine inspection of your ship to ensure that the questions on the ship/shore safety checklist<br />
can be answered in the affirmative. Where corrective action is needed we will not agree to<br />
operations commencing or, should they have been started, we will require them to be stopped.<br />
Similarly, if you consider safety is endangered by any action on the part of our staff or by any<br />
equipment under our control you should demand immediate cessation of operations.<br />
Please acknowledge receipt of this letter by countersigning and returning the attached copy.<br />
Signed: ............................................<br />
<strong>Terminal</strong> Representative<br />
<strong>Terminal</strong> Representative on Duty is : ..............................................<br />
Position or Title:<br />
Telephone No. :<br />
UHF/VHF Channel :<br />
............................................…<br />
............................................…<br />
...........................................…<br />
Signed:<br />
...........................................…<br />
Master<br />
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Appendix 9 -<br />
LNG Jetty Fire-Fighting Equipment.<br />
Firewater<br />
Water/Foam Monitors<br />
Foam<br />
Loading arm drenching<br />
system<br />
Extinguishers<br />
Gas Alarms<br />
Low Temperature Detector<br />
Heat detection<br />
2 hydrants, 1 International ship/shore connection<br />
5 monitors<br />
To be advised. One fire box for LNG terminal.<br />
For each loading arm.<br />
To be advised<br />
To be advised<br />
To be advised<br />
To be advised<br />
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Appendix 10 -<br />
Smoking Area Notice.<br />
<strong>Prigorodnoye</strong> <strong>Export</strong><br />
<strong>Terminal</strong><br />
SMOKING AREA<br />
Date …………………………………………………………………<br />
s.s. / m.v. …………………………………………………………….<br />
Signed For Ship ……………………………………………………<br />
Signed For <strong>Terminal</strong> ……………………………………………….<br />
Emergency Signals<br />
ONSHORE FIRE ALARM<br />
.<br />
CONTINUOUS SOUNDING FOR 2 MINUTES<br />
ONSHORE GAS ALARM<br />
INTERMITTENT SOUNDING FOR 2<br />
MINUTES<br />
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Appendix 11 -<br />
Environmental Protection.<br />
Note: The attention of owners, charterers and masters of export tankers visiting the<br />
terminal is drawn to the importance of taking every precaution to ensure that no oil or<br />
any other pollutant of any kind is discharged or allowed to escape to sea. Discharge of<br />
non-segregated clean ballast water of any description from any vessel using the<br />
terminal is strictly prohibited.<br />
1. Environmentally Sensitive Area<br />
The <strong>Prigorodnoye</strong> Marine <strong>Terminal</strong> is located in an environmentally sensitive area. The<br />
sea surrounding the <strong>Terminal</strong> is a habitat for a number of threatened species and fish<br />
stocks, including the extremely endangered Western Gray Whale.<br />
Masters of export tankers must ensure that all operations are conducted with due regard<br />
for the environment. Masters and crew of all export tankers will be held accountable for<br />
any action that causes or threatens to cause damage to the environment.<br />
There are detailed environmental protection procedures to be followed by export tanker<br />
crews when at the terminal. The Loading Master will explain the procedures during the<br />
pre-berthing meeting.<br />
In addition to normal ship lighting, export tankers discharging ballast or loading cargo<br />
during darkness must illuminate the area around the export tanker, in order that any oil<br />
on the surface of the sea may be readily detected and the appropriate action taken.<br />
1.1 Wildlife<br />
Vessels in transit must endeavour to maintain a distance of at least 1 nautical mile<br />
from whales.<br />
No foodstuffs are allowed in open areas which might result in attracting birds to the<br />
tanker.<br />
No pets are allowed on tankers.<br />
Western Gray Whale<br />
Research studies of the behavioural patterns of the Western Gray Whale have been<br />
carried out since the inception of the Sakhalin II project. From this research it has<br />
become apparent that the numbers of WGW are so small that they are considered to<br />
be critical and have recently been reclassified as critically endangered by the IUCN.<br />
The Russian Federation has given them Category 1 status in their Red Data Book of<br />
Endangered Species. It is thought that there are less than 50 reproductively active<br />
individuals.<br />
Western Gray Whales are bottom feeders and the only known summer feeding<br />
grounds are in and around Piltun and Chaivo Bays, to the North East of Sakhalin<br />
island, in depths of 5 to 10 metres although they have been sighted feeding in deeper<br />
water off Chaivo Bay. Historically they have been sighted in Sakhalinskaya, Ulbanskii,<br />
Shelikhov, Akademiia, Penzhinskaya, Gizhiginskaya and Tugurskii bays. Their feeding<br />
habits appear to be selective favouring amphipods and isopods.<br />
Migratory habits are unclear. It is thought that they winter off China, Korea<br />
and possible Vietnam and return to Sakhalin Island in May/June, transiting Aniva Bay,<br />
moving along the east coast past Lunskoye to their feeding grounds in Piltun and<br />
Chaivo bays. It is surmised that they follow the coast line favouring water depths of<br />
10-20 metres but it has been noted that when migrating they will take ‘short cuts’<br />
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across large bays and inlets.<br />
All cetaceans use sound to communicate and navigate. As the frequency of sound<br />
increases its propagation in water decreases. The hearing range of whales is thought<br />
to be from
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong> <strong>Regulations</strong> Rev 01<br />
Sudden changes in speed and course should be avoided. Transiting vessels will attempt to<br />
maintain a minimum of one mile separation from observed Western Gray Whales and other<br />
endangered whale species. If a whale surfaces in the vicinity of or is heading towards the<br />
vessel, all precautionary measures possible need to be taken to avoid collisions until it has<br />
been determined that the potential danger to the whale has passed.<br />
All craft should keep a look out for whales while on passage, log details and report sightings to<br />
<strong>Prigorodnoye</strong> <strong>Terminal</strong>.<br />
Routeing off the coast of Sakhalin is separated with three zones of environmental sensitivity.<br />
<strong>Export</strong> tankers visiting to the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> in Aniva Bay are routed across<br />
Zone 3 which is judged as low sensitivity.<br />
Zone 3. Low sensitivity<br />
This classification applies everywhere else on the eastern and southern coast of Sakhalin up<br />
to a distance of 30 nautical miles from shore. The zone covers both areas where WGW’s are<br />
expected to be absent and areas where WGW’s may be present but no migration route or<br />
corridor has been identified.<br />
2. Ballast Disposal<br />
<strong>Export</strong> tankers must arrive with segregated ballast only. There are no facilities for the<br />
disposal of dirty ballast. It is the Master’s responsibility to see that no oil of any kind is<br />
pumped, spilled or leaked overboard from the export tanker. This includes oily bilge<br />
water, deck run-off, crude residues from previous voyages or any other matter that may<br />
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result in pollution of the sea.<br />
Ballast water sampling for environmental analysis may be required on arrival.<br />
3. Discharges<br />
Discharges of oil or oily slops or bilge water into the sea are strictly forbidden. The<br />
LNG terminal or TLU has no facilities for receiving any oily residues.<br />
All overboard discharge valves connected to systems not meeting MARPOL and Russian<br />
Federation standards for permitted discharges must be isolated closed and sealed, and all<br />
deck scuppers plugged while the export tanker is moored to the LNG terminal or TLU.<br />
4. Solid Wastes<br />
Combustible wastes must only be incinerated in SOLAS approved incinerators but the use<br />
of a ship’s incinerator within <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> port limits is prohibited.<br />
Discharge of any solid waste is strictly forbidden.<br />
5. Oil Spill Response<br />
In the event of an oil spill from or caused by the export tanker, the Master will take<br />
command of any oil-spill abatement and clean up activities. The export tanker owners will<br />
take full financial responsibility for any oil-spill costs. All clean up materials and resources<br />
used must first be approved by the Loading Master, <strong>Prigorodnoye</strong> Emergency Control<br />
Centre or designate.<br />
The use of dispersants is currently prohibited with the Russian Federation and must not be<br />
used without Government approval.<br />
The Company maintains an inventory of oil spill response equipment, which is available for<br />
first response activities to a tanker pollution incident. Any first response activity by<br />
Company personnel, including LNG terminal or TLU personnel, whether conducted<br />
independently or directed by the tanker master, shall not relieve the tanker owners of<br />
their responsibility.<br />
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Appendix 12 – Russian <strong>Regulations</strong> General Declaration.<br />
Shipsline,agent ets/<br />
Агент:<br />
GENERAL DECLARATION<br />
(ГЕНЕРАЛЬНАЯ ДЕКЛАРАЦИЯ)<br />
1.Name and description of ship/ Названиe и тип судна 2.<strong>Port</strong> of<br />
arrival/порт<br />
прихода<br />
3.Date<br />
arrival/дата<br />
прихода<br />
of<br />
4.Nationality of ship<br />
Флаг cудна<br />
5.Name of master/Фамилия<br />
капитана<br />
6.<strong>Port</strong> of departure/порт отхода<br />
7.Certificateof registry(port,date,number)/регистр.<br />
сертификат(порт,дата,номер)<br />
9.Gross tonnage/Брутто<br />
10.Nett tonnage/Нетто<br />
8Name and address of ship’s<br />
agent/Название и адрес<br />
судового агента.<br />
11.Position of the ship in the port(berth or station)<br />
Позиция судна в порту<br />
12.Brief particulars of voyage(previous and subsequent ports of call underline where remaining cargo will<br />
be discharged).<br />
Краткое описание рейса(предыдущий и последующий порт захода; где оставшийся груз будет<br />
выгружен.<br />
13.Brief description of cargo/краткое описание груза<br />
14.Number<br />
of<br />
crew(inc.mast)<br />
Количествоэкипажа<br />
15.Number of passenger<br />
К-во пассажиров<br />
Attached documents/Приложенные доеументы<br />
(indicate numbers of copies/указать к-во копий)<br />
16.Remarks/примечания<br />
No arms and ammunition, No passenger<br />
No stowaways, No animals.<br />
No ship’s money<br />
17.Cargo declaration<br />
Грузовая декларация<br />
18.Ship’s store declaration/<br />
Декларация судовых<br />
запасов<br />
19.Crew list<br />
Судовая роль<br />
21.Crew<br />
Effects<br />
Declaration<br />
Декларац.личных<br />
вещей<br />
For official use:<br />
20.Passenger List<br />
Список пассажиров<br />
22.Maritime Declaration of<br />
Health/Морск.санит.декларация<br />
21.Date and signature of Master, authorized<br />
agent or officer<br />
Дата и подпись капитана<br />
Date__<br />
Дата<br />
Master___________<br />
Капитан<br />
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Appendix 13 – High Flow Rates.<br />
Sakhalin Energy Investment Company Ltd.<br />
High Flow Rates<br />
To Master<br />
M/T<br />
Dear Sir,<br />
Your attention is drawn to section 23.1 of the <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong><br />
<strong>Port</strong> <strong>Regulations</strong> regarding <strong>Export</strong> Tanker cargo valve closure and speed<br />
against high flow rates from the Tanker Loading Unit (TLU).<br />
The practice of throttling valves during loading operations is to be avoided. If a<br />
lower loading rate is required for changing tanks, then this can be arranged<br />
via the TLU Cargo Control Room on the giving of 15 minutes notice.<br />
The part or full closure of valves during loading is extremely dangerous and<br />
can cause extensive surge pressure damage to TLU equipment.<br />
The Master should ensure all cargo valves close at a speed not less than the<br />
manufacturers prescribed minimum corresponding to the size of cargo valve.<br />
The Master and export tanker owners will be held responsible for any<br />
damages arising from such malpractice.<br />
Receipt of this letter is acknowledged by signature:<br />
Loading Master/<strong>Terminal</strong> representative<br />
__________________<br />
Master<br />
Date and Time<br />
___________________<br />
___________________<br />
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Appendix 14 – Request for Berthing Assistance.<br />
Sakhalin Energy Investment Company Ltd.<br />
Request for Berthing Assistance.<br />
Sakhalin Energy (hereinafter referred to as “the Company”) provides Loading Masters for<br />
vessels berthing at and unberthing from the Company’s berthing facilities. It is hereby agreed<br />
that the following should apply during the berthing and unberthing operations.<br />
1. In all circumstances the Master of the export tanker shall remain solely responsible on<br />
behalf of his Owners and / or Demise Charterers for the safety and proper navigation of<br />
his vessel.<br />
2. Loading Masters proceed onboard vessels solely in an advisory capacity in order to assist<br />
the Master in the berthing and unberthing of the vessel and Loading Masters should be<br />
deemed to be and shall whilst on board become servants of the Owners and / or Demise<br />
Charterers of the vessels.<br />
3. It is agreed that neither the Company nor the Loading Master shall be held responsible for<br />
any loss, damage or delay in the vessel and / or her cargo and / or third party property<br />
from whatever cause arising, even if such loss, damage or delay is caused by the<br />
negligence of the Company and / or Loading Master. It is further agreed that the Vessel<br />
and her Owners and / or Demise Charterers shall hold the Company and Loading Master<br />
harmless from and indemnified against all claims, including claims for loss of life and / or<br />
personal injury arising in any way out of such loss, damage or delay, and shall indemnify<br />
the Company in respect of damage to property belonging to the Company.<br />
4. This agreement shall be governed by the laws of England.<br />
All vessels berthing at <strong>Prigorodnoye</strong> must use the <strong>Terminal</strong>’s tugs operated by SEIC.<br />
Towage is provided under the “UK Terms & Conditions for Towage and Other Services<br />
(Revised 1986)”, a copy of which is attached to the end of <strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong> <strong>Port</strong><br />
<strong>Regulations</strong> in Appendix 3.<br />
Shipment/Bill of Lading # ______________________________<br />
Vessel Name SS/MV _________________________________<br />
Date: _ ____________________________________________<br />
Sakhalin Energy Investment Company, Ltd.<br />
<strong>Prigorodnoye</strong> <strong>Export</strong> <strong>Terminal</strong><br />
Dear Sirs,<br />
I hereby request the services of Sakhalin Energy’s Loading Master and accept the conditions<br />
printed above on this form, on behalf of my Owners and / or Demise Charterers.<br />
____________________________Master of SS/MV_______________________________<br />
Signature of Master<br />
Name of export tanker<br />
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