2.4 Discharge Terminal Info Cargo Handling Agreement
2.4 Discharge Terminal Info Cargo Handling Agreement
2.4 Discharge Terminal Info Cargo Handling Agreement
4. Monitoring of Weather
· Following restriction applies:
P Max lateral speed during maneuvering 10 cm/sec to avoid damage to
the jetty fenders
P Berthing angle no more than 5 degrees
P Max Trim: 2 meters
P Max draft: 15.0 meters
P > 25 knots steady wind: Advise loading Master
P > 30 knots steady wind : Stop Loading (steady win
P > 35 knots steady wind : Disconnect
P > 40 knots steady wind : Un-berthing considered
· (Decision to be made between Ship’s Master, Pilot
and terminal Marine Superintendent)
P Ship’s Master and shore responsible person shall consult with each
other to decide on the suspension of the discharge
§ When the approach of a thunderstorm is expected
§ When the continuous unloading operation is feared to be in danger owing to
the leakage of gas
§ When the pressure of liquid and gas compartments are changed abruptly
and continues its abnormal pressures
§ When a fire breaks out nearby the ship
§ When abnormal conditions are found out on unloading equipment.
§ When an electric storm is prevailing.
§ When port authority orders suspension of unloading operation.
5. Safety
Industry Best Practices
All cargo export operations must be conducted as agreed with the Loading Master
and in accordance with the latest relevant ISGOTT/SIGTTO recommendations.
Additionally, all operations will be conducted in accordance with the Cargo
Handling Agreement agreed during the Ship/Shore Pre-load conference.
· Ship / Shore C/L: every 4 hours
Approved Equipment - means equipment of a design that has been tested and
approved by an appropriate authority such as a Government Department or
Classification Society. The authority shall have certified the equipment as safe for
use in a specified hazardous atmosphere.
After agreement has been reached, any deviation from the plan is not
permitted without agreement of master/terminal.
Marine Terminal
VHF Marine Ch.77
Building
Emergency Communication
If the FIBRE OPTIC link has been connected to your ship, it will enable the following means of communications:
ESD from the Ship Uni-directional. Can be activated at any time from the ship in case of an
→
(emergency shut down ) emergency. Inform Terminal as far as possible before use
ESD 1 and2 from terminal Uni-directional. Can be activated at any time from the Terminal in case
→
(emergency shut down ) of an emergency. Inform Vessel as far as possible before use
Terminal internal line Bi directional. To exchange normal information between Ship and
) (VHF Ch.77)
→
Marine Terminal building during cargo operation
If the PNEUMATIC LINK has been connected to your ship, it will enable the following means of communications:
ESD from the Ship Uni-directional. Can be activated at any time from the ship in case of an
→
(emergency shut down ) emergency. Inform Terminal as far as possible before use
ESD 1 and2 from terminal Uni-directional. Can be activated at any time from the Terminal in case
→
(emergency shut down ) of an emergency. Inform Vessel as far as possible before use
If the ELECTRICAL LINK has been connected to your ship, it will enable the following means of communications:
ESD from the Ship Uni-directional. Can be activated at any time from the ship in case of an
→
(emergency shut down ) emergency. Inform Terminal as far as possible before use
ESD 1 and2 from terminal Uni-directional. Can be activated at any time from the Terminal in case
→
(emergency shut down ) of an emergency. Inform Vessel as far as possible before use
Terminal internal line Bi directional. To exchange normal information between Ship and
) (VHF Ch.77)
→ Marine Terminal building during cargo operation
Communications Failure
In the event of communications failure, all mooring, unmooring and cargo loading
operations must be suspended until satisfactory communications are restored.
Radio Silence
Radio silence is rarely requested, but at times it may be required within the
terminal Exclusion Zone.
If required, operations are suspended until the period of radio silence is declared
over.
9. Flanging & Purging
Berth Arms available:
· Flange Specification: Type: ANSI 150LB RF – 16” (400 mm) Liquid & Vapour
· QCDC (Quick connect and disconnect coupling)
· Spool Piece (distance piece) is required to be fitted for our QCDC.
· Ship Manifold : L4 L3 V L2 L1
· Shore Manifold : Liquid D Liquid C Vapour C Liquid B Liquid A
· Arms Connected: L4 L3 V L2 L1
· Leak Test: ( Liquid 5 bars, Vapor 1 bar)
· LNGC manifold strainer mesh size: 60 mesh strainer
· Ships liquid header and manifold cross-connection : COLD
· Shore Arms : COLD Condition
· Ships Side Closing rate ESD valve: 27 sec
· Shore side closing rate of ESD valve: 5 sec
· Max. Liquid line Arm pressure: 500 kPa
· Vapor return Line Shore operating parameter
o 59kPA = Alarm; 99 kPa = ESD-1;
o Max flow 50,000 m3/hr
Summary
ü An ESD-1 activation will shut down the cargo transfer operation in a quick, controlled
manner.
ü An ESD-2 activation shuts down the transfer operation (ESD-1) and uncouples the loading
arms (via
ü the PERC) after automatic closure of both isolation valves.
ü An auto retract feature then maneuvers the arms into the parked position at the terminal
side.
ü The lower half of the PERC remains connected to the LNGC.
ü An emergency release system is designed to minimise the amount of LNG released into the
environment.
ü As an additional safety precaution, the loading arm ERS system is disabled when
maneuvering the
ü arms and only enabled when arms are connected and preparing to or transferring LNG.
ü In the event of an ESD-2 and subsequent initiation of loading arm disconnection by way of
PERC and auto retract the resultant condition
11. Opening gauging
IMPORTANT:
· Max Temperature arrival for CTM must be within 0.5 C degrees from Loading
Port closing CTM temperature
· Max. allowed arrival pressure in LNG carrier CT no more than 14 kPa (G)
Before the ship’s manifold valves are opened, gauging of the ship’s tanks will take
place on all occasions. This process is to be witnessed by the Responsible Ship’s
Officer, the Dock Master, the Independent Cargo Surveyor and any other
individual with a recognized and legitimate interest in the unloading operation.
LNG Carriers must not consume BOG during unloading unless the Terminal
Representative consents in writing. Masters wishing to consume BOG during
unloading must make such request at the Pre-unloading Meeting.
Ship’s Cargo Tank Condition:
12. ESD-1 Warm TEST
In addition to any tests that may be carried out by the Terminal prior to the LNG
tanker’s arrival the following ESD tests shall be conducted in conjunction with
each ship at the start of unloading as follows:
· Before Cooldown
o Warm ESD Test – Ship – Optic
Where possible the Terminal requires that LNG tanker use its spray pumps in
order to avoid possible flow surges that could take place when using a Main Cargo
Pump. When the LNG tanker is unable to use its spray pumps for cooling down the
arms the Terminal must be advised as soon as possible before arrival. The LNG
tanker is required to assure the Terminal that they will not exceed a flow rate of
50 m3/hour during the initial stages of arm cooldown. Failure to comply with this
and thermal shocking of the arms with LNG in an uncontrolled manner will cause
the Terminal to issue a note of protest.
Depending on the arrival condition of the LNG tanker with respect to its deck lines
being in a cold or warm condition, cooldown may take longer than 1 hour.
Cooldown of the arms will not be less than one hour. LNG tanker shall adjust flow
and pressure to requests from the Terminal Control Room. If necessary, the
Terminal can adjust the rate of arm cooldown on the jetty using bypass valves and
temperature gauges to ensure that all arms are cooled down evenly together. LNG
tanker should monitor closely manifold pressures during this operation.
Before initiating this test both LNG tanker and shore shall confirm their
readiness to each other to conduct this test.
· The process for purging at this terminal will be explained by the LM.This
entails’ purging N2 into ships lines and tanks
ü NOTE4 : Typically purging will commence 20-30 min.after completition of draining-
dependent on weather conditions. This time is required for the loading arm DBV interlock
to clear.
· The loading arm will be pressurized up to 500 kPa with nitrogen the purging
process will be coordinated by the LM and performed by SR.
· This may entail repeating 2-3 times until HC content of the loading arm and
manifold is less than 2% by volume.
· After 1st purge the ships drain valve will be briefly cracked open than closed to
confirm that the arms and manifold is free of LNG.
· On confirmation that the loading arm and ships line is LNG free and contains
less than 2%HC gas by volume. Arm disconnection will commence.
· If ship has the cool down valve located inboard of the manifold ESD valve. The
LM will instruct the SR .To close manifold ESD valve(this must be closed
before loading arm DBV is closed) and leave cool down valve cracked open
until such time as the ESD valve is closed.
· Important: It is imperative that manifold ESD valve is closed promptly.
· As soon as ESD valve is closed, the line inboard of ESD valve is to be de-
pressurized
· If the ship has drain/cool down valve is located outboard of the manifold ESD
valve both valves must be closed before loading arm DBV is closed.
· In this arrangement, as soon as outboard cool down line crossover valve is
closed the inboard cool down valve should be used to de-pressurize the line
inboard of the ESD valve. Once depressurized it can then be closed ,for the
duration of the line disconnection.
· Whichever method above is used, as soon as the ship has isolated their lines
from the manifold, the terminal will immediately close loading arm DBV,
depressurize the space between DBV and ESD and commence disconnection.
· This process shall be used for each loading arm as they are manually
disconnected.
· Important! If there is a delay before disconnection, the loading arm and the
ships line to the ESD valve will be maintained at a positive pressure, but will
be depressurized prior to disconnection
NOTE: Ship’s Engines must not be tested until the gangway has been removed
from the ship.
24. Sailing
· Disconnection of the Cable: 30 min before Sailing
· Shore Gangway: Remove after Pilot Boarding
· No engine testing before gangway removed from deck and clear from vessel
25. Others
ü Readiness to Maneuver
ü All equipment and machinery required for the safe departure of the ship must
be maintained in a state of immediate readiness while moored alongside.
ü Any malfunctions or failures of the ship propulsion or control systems must be
immediately reported to the Loading Master.
ü Equipment and machinery must not be immobilized for repair while within
the limits of the Marine Terminal Restricted Area.
ü The ship is not to be operated in the unmanned machinery space (UMS) mode
at any time while alongside or within port limits.
ü Handling ships Stores and provision by boat and ships crane after receiving
permission from Terminal
ü Inspection of WBT - not allowed
ü Hot work during port stay – not permitted
ü ISPS Level 1
ü No Fire Wire required
ü Surge Pressure Precautions - Surge pressure shall be minimized at all
times, by sensible valve operation during cargo transfer and tank changeover
periods, and regular communications and updates between the Vessel and the
Terminal.
ü Permission for terminal to use caution tape to highlight the potential for
falling ice at manifold during disconnection.
ü No launching of the lifeboats except for the emergency. Lifeboat
maintenance/check not to be done whilst moored alongside terminal.
ü To minimize damage to the terminal fenders caused by ground swell effect or
unforeseen sudden wing gusts, vessel must maintain as deep draft as possible
up to 12 meters and amount of mooring line tension at all side along
Name: Name:
Rank : Position :
Signature : Signature :
Date : Date :
Time : Time :
DISCHARGE PORT TIME SHEDULE
Times on this schedule are for reference only, and will be discussed on Ship Shore Meeting.
20:30 Sailing